JP3741096B2 - Control device for in-vehicle internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for an in-vehicle internal combustion engine.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, in an automobile engine, output adjustment is performed based on an accelerator pedal depression amount (accelerator depression amount) that is depressed by an automobile driver. The accelerator depression amount is a parameter indicating the magnitude of the output request for the engine, and the required engine output can be obtained by adjusting the engine output based on the accelerator depression amount. For example, in a diesel engine, the fuel injection amount is controlled based on the accelerator depression amount and the like, and output adjustment is performed to obtain the required engine output.
[0003]
Further, recent automobile engines, particularly diesel engines, are required to improve exhaust emissions such as reduction of nitrogen oxides (NOx) contained in exhaust. In order to satisfy these requirements, for example, as shown in Patent Documents 1 to 5, the exhaust gas that does not contribute to the combustion is present in the combustion chamber when the fuel burns by recirculating the exhaust gas in the exhaust passage to the intake passage, As a result, the combustion temperature is lowered to suppress the generation of nitrogen oxides (NOx).
[0004]
The exhaust gas recirculation amount (EGR amount) from the exhaust passage to the intake passage is determined by the valve opening degree of the EGR valve provided in the EGR passage through which the exhaust gas flows from the exhaust passage to the intake passage and the throttle valve provided in the intake passage. Controlled by adjusting. The EGR amount can be controlled in this way because the exhaust passage area of the EGR passage changes by adjusting the opening of the EGR valve, and the pressure of the intake passage changes by adjusting the opening of the throttle valve. This is because the pressure difference between the exhaust passage and the intake passage changes.
[0005]
As the EGR amount increases, the NOx in the exhaust gas can be reduced. However, as the EGR amount increases, the amount of exhaust existing in the combustion chamber increases, so that it becomes difficult for air to be sucked into the combustion chamber, and the intake air amount decreases. When the intake air amount becomes excessively small with respect to the fuel injection amount, the fuel is burned in a state in which the amount of oxygen is small with respect to the fuel, and particulates (particulates) whose main component is soot increase in the exhaust gas. It will be.
[0006]
Therefore, the EGR amount is controlled based on the fuel injection amount so that the intake air amount does not become insufficient with respect to the fuel injection amount. That is, as the fuel injection amount increases, the EGR amount decreases, and as the fuel injection amount decreases, the EGR amount increases. By controlling the amount of EGR, the maximum NOx reduction effect can be obtained while securing the amount of intake air necessary to keep the amount of particulates in the exhaust gas below an allowable value.
[0007]
[Patent Document 1]
JP-A-63-94036
[Patent Document 2]
JP 2002-213264 A
[Patent Document 3]
JP 2002-147290 A
[Patent Document 4]
JP-A-8-240136
[Patent Document 5]
JP 60-192870 A
[0008]
[Problems to be solved by the invention]
By the way, a transmission is connected to an automobile engine through a clutch mechanism. The clutch mechanism is operated so as to temporarily cut off the power transmission between the engine and the transmission at the time of shifting of the transmission. However, the clutch mechanism may be automatically connected / disconnected (released / engaged). Proposed. Also, when the transmission is shifting and when the transmission of power between the engine and the transmission is interrupted by releasing the clutch mechanism, the engine rotation resistance is reduced so that the engine rotation speed does not increase excessively. Regardless of the output request to the engine, torque control is performed to temporarily reduce the fuel injection amount and reduce the output torque of the engine.
[0009]
As described above, when the fuel injection amount is temporarily reduced due to the torque control, the EGR amount controlled according to the fuel injection amount or the like is temporarily increased. However, since there is a response delay in the change in the EGR amount accompanying the change in the fuel injection amount, the fuel injection amount is temporarily reduced by torque control and then increased to a value corresponding to the output request to the engine. It is difficult to change the EGR amount by following the change in the fuel injection amount with high accuracy.
[0010]
Therefore, when the fuel injection amount is once increased and then increased, there is a delay in reducing the EGR amount to a value suitable for the fuel injection amount after the increase, which is excessive with respect to the fuel injection amount. . When the EGR amount becomes excessive in this way, the amount of air that can be taken into the combustion chamber is reduced by the excess amount, and the intake air amount of the engine becomes smaller than the required amount for the fuel injection amount. As a result, since the fuel is burned in a state where oxygen is insufficient, it is inevitable that the amount of particulates in the exhaust gas increases.
[0011]
The present invention has been made in view of such circumstances, and an object of the present invention is to increase the amount of particulates (particulates) in the exhaust gas due to an excessive amount of exhaust gas recirculation (EGR amount) when shifting the transmission. An object of the present invention is to provide a control device for an in-vehicle internal combustion engine that can suppress an increase in the engine.
[0012]
[Means for Solving the Problems]
In the following, means for achieving the above object and its effects are described.
In order to achieve the above object, according to the first aspect of the present invention, the fuel injection amount is controlled in accordance with the output request to the on-vehicle internal combustion engine, and the exhaust gas recirculation amount from the exhaust passage to the intake passage is adjusted. In the control device for the on-vehicle internal combustion engine that controls the EGR amount adjusting means based on the fuel injection amount, when the transmission connected to the internal combustion engine via a clutch mechanism is shifted, the gap between the engine and the transmission is reduced. Clutch control means for releasing and engaging the clutch mechanism so as to be automatically connected and disconnected, and at the time of shifting the transmission, the fuel injection amount is temporarily reduced regardless of the output request, and the engine output torque is reduced. Instead of controlling the EGR amount adjusting means based on the fuel injection amount at the time of shifting of the transmission, and controlling the EGR amount adjusting means based on the output request. And a R control unit.
[0013]
When shifting the transmission, the fuel injection amount is temporarily reduced regardless of the output request to the in-vehicle internal combustion engine, thereby suppressing an excessive increase in engine speed when the clutch mechanism is released due to the shift. Further, after the transmission operation of the transmission is performed, the fuel injection amount reduced as described above is increased to a value corresponding to the output request to the engine, and the engagement of the clutch mechanism is started. Both are joined in a state where the rotations of the engine and the transmission are matched. As described above, when the fuel injection amount is temporarily reduced at the time of shifting of the transmission, the EGR amount adjusting means is controlled based on the output request. Therefore, the exhaust gas recirculation amount is changed as the fuel injection amount is reduced. It will never be done. Therefore, when the fuel injection amount is increased from the reduced state toward a value corresponding to the output request to the engine, a response delay occurs in the change in the exhaust gas recirculation amount with respect to the change, and the exhaust gas recirculation amount is excessive. It can be suppressed. Therefore, when shifting the transmission, the amount of intake air becomes smaller than the required amount for the fuel injection amount due to the excessive amount of exhaust gas recirculation, and the fuel is burned in a state where oxygen is insufficient to reduce the amount of particulates in the exhaust gas. The increase can be suppressed.
[0014]
According to a second aspect of the present invention, in the first aspect of the invention, the EGR control means is based on an accelerator operation amount indicating a magnitude of an output request to the internal combustion engine at the time of shifting of the transmission. The output torque of the engine obtained during normal engine operation by the accelerator operation is calculated as the estimated torque, and the EGR amount adjusting means is controlled based on the estimated torque.
[0015]
The output torque of the in-vehicle internal combustion engine changes according to the fuel injection amount. For this reason, the estimated torque is a value corresponding to an output request to the in-vehicle internal combustion engine at the time of shifting of the transmission, that is, a fuel injection amount corresponding to the accelerator operation amount. Therefore, by controlling the EGR amount adjusting means based on the estimated torque, the exhaust gas recirculation amount is not changed with a temporary decrease in the fuel injection amount at the time of shifting of the transmission.
[0016]
According to a third aspect of the present invention, the EGR amount adjusting means for controlling the fuel injection amount in response to an output request to the in-vehicle internal combustion engine and adjusting the recirculation amount of the exhaust gas from the exhaust passage of the engine to the intake passage. In a control device for an on-vehicle internal combustion engine controlled based on a fuel injection amount, when the transmission connected to the internal combustion engine via a clutch mechanism is shifted, the engine and the transmission are automatically connected and disconnected. Clutch control means for releasing and engaging the clutch mechanism, torque control means for temporarily reducing the fuel injection amount and reducing the output torque regardless of the output request at the time of shifting of the transmission, Instead of controlling the EGR amount adjusting means based on the fuel injection amount at the time of shifting of the transmission, an EGR control hand for performing a fixing control for fixing the EGR amount adjusting means to a state immediately before the shifting. With the door.
[0017]
When shifting the transmission, the fuel injection amount is temporarily reduced regardless of the output request to the in-vehicle internal combustion engine, thereby suppressing an excessive increase in engine speed when the clutch mechanism is released due to the shift. Further, after the transmission operation of the transmission is performed, the fuel injection amount reduced as described above is increased to a value corresponding to the output request to the engine, and the engagement of the clutch mechanism is started. Both are joined in a state where the rotations of the engine and the transmission are matched. As described above, when the fuel injection amount is temporarily reduced at the time of shifting of the transmission, the EGR amount adjusting means is fixed to fix the state immediately before the shifting of the transmission, so that the fuel injection amount is reduced. Accordingly, the exhaust gas recirculation amount is not changed. Therefore, when the fuel injection amount is increased from the reduced state toward a value corresponding to the output request to the engine, a response delay occurs in the change in the exhaust gas recirculation amount with respect to the change, and the exhaust gas recirculation amount is excessive. It can be suppressed. Therefore, when shifting the transmission, the amount of intake air becomes smaller than the required amount for the fuel injection amount due to the excessive amount of exhaust gas recirculation, and the fuel is burned in a state where oxygen is insufficient to reduce the amount of particulates in the exhaust gas. The increase can be suppressed.
[0018]
According to a fourth aspect of the present invention, the EGR amount adjusting means for controlling the fuel injection amount in response to an output request to the in-vehicle internal combustion engine and adjusting the recirculation amount of the exhaust gas from the exhaust passage of the engine to the intake passage. In a control device for an on-vehicle internal combustion engine controlled based on a fuel injection amount, when the transmission connected to the internal combustion engine via a clutch mechanism is shifted, the engine and the transmission are automatically connected and disconnected. Clutch control means for releasing and engaging the clutch mechanism, torque control means for temporarily reducing the fuel injection amount and reducing the output torque regardless of the output request at the time of shifting of the transmission, Instead of controlling the EGR amount adjusting means based on the fuel injection amount at the time of shifting the transmission, a shift predicted from the output request to the on-vehicle internal combustion engine at that time and the shifting mode of the transmission And a EGR control means for controlling the EGR amount adjusting means based on the output torque of the engine after.
[0019]
When shifting the transmission, the fuel injection amount is temporarily reduced regardless of the output request to the in-vehicle internal combustion engine, thereby suppressing an excessive increase in engine speed when the clutch mechanism is released due to the shift. Further, after the transmission operation of the transmission is performed, the fuel injection amount reduced as described above is increased to a value corresponding to the output request to the engine, and the engagement of the clutch mechanism is started. Both are joined in a state where the rotations of the engine and the transmission are matched. As described above, when the fuel injection amount is temporarily reduced at the time of shifting of the transmission, the EGR amount adjusting means is controlled based on the predicted value of the output torque of the engine immediately after the shifting, so that the fuel injection amount is reduced. Accordingly, the exhaust gas recirculation amount is not changed. Therefore, when the fuel injection amount is increased from the reduced state toward a value corresponding to the output request to the engine, a response delay occurs in the change in the exhaust gas recirculation amount with respect to the change, and the exhaust gas recirculation amount is excessive. It can be suppressed. Therefore, when shifting the transmission, the amount of intake air becomes smaller than the required amount for the fuel injection amount due to the excessive amount of exhaust gas recirculation, and the fuel is burned in a state where oxygen is insufficient to reduce the amount of particulates in the exhaust gas. The increase can be suppressed.
[0020]
According to a fifth aspect of the present invention, in the fourth aspect of the present invention, the EGR control means, based on an accelerator operation amount indicating a magnitude of an output request to the internal combustion engine, when the transmission is shifted, The output torque of the engine obtained during normal engine operation by the accelerator operation immediately before the shift is calculated as an estimated torque, and the output torque of the engine immediately after the shift is predicted based on the estimated torque and the shift mode of the transmission. It was supposed to be.
[0021]
The output torque of the in-vehicle internal combustion engine changes according to the fuel injection amount. For this reason, the estimated torque is a value corresponding to an output request to the in-vehicle internal combustion engine immediately before the shift of the transmission, that is, a fuel injection amount corresponding to the accelerator operation amount. Further, the predicted value of the engine output torque immediately after the shift based on the estimated torque and the shift mode of the transmission corresponds to the output request to the in-vehicle internal combustion engine immediately after the shift, that is, the fuel injection amount immediately after the shift according to the accelerator operation amount. It becomes the value. Therefore, by controlling the EGR amount adjusting means based on the predicted value, the exhaust gas recirculation amount is not changed with a temporary decrease in the fuel injection amount at the time of shifting of the transmission.
[0022]
The invention according to claim 6 is the invention according to any one of claims 1 to 5, wherein the EGR amount adjusting means includes an EGR valve provided in an EGR passage through which exhaust in the exhaust passage flows into the intake passage, The gist is that it is at least one of a throttle valve provided in the intake passage.
[0023]
The exhaust gas recirculation amount is controlled by adjusting the opening degree of at least one of the EGR valve and the throttle valve. The exhaust gas recirculation amount can be controlled in this way because the exhaust gas flow area of the EGR passage changes by adjusting the opening of the EGR valve, and the pressure of the intake passage changes by adjusting the opening of the throttle valve. This is because the pressure difference between the exhaust passage and the intake passage changes. Therefore, the control of the exhaust gas recirculation amount at the time of shifting of the transmission is performed through the opening control of the EGR valve and the throttle valve, and this control suppresses the exhaust gas recirculation amount from being excessive at the time of shifting. .
[0024]
According to a seventh aspect of the invention, in the sixth aspect of the invention, during normal engine operation, a target intake air amount is calculated based on the fuel injection amount at that time, and the actual intake air amount of the engine is the target intake air amount. A correction means for correcting the opening of at least one of the EGR valve and the throttle valve so as to approach the amount is further provided.
[0025]
The intake air amount of the internal combustion engine is controlled by adjusting the opening of at least one of the EGR valve and the throttle valve. The amount of intake air can be controlled in this way because the amount of exhaust gas drawn into the combustion chamber changes by adjusting the opening of the EGR valve, and the air flow area of the intake passage by adjusting the opening of the throttle valve This is because of changes. During normal engine operation, the opening degree of the EGR valve and the throttle valve is corrected so that the actual intake air amount approaches the target intake air amount, so that an intake air amount appropriate for the fuel injection amount can be obtained. Assuming that the EGR valve and the throttle valve reduce the exhaust gas recirculation amount as the fuel injection amount temporarily decreases when the transmission shifts. Increase If it is controlled to the amount side, when the opening of the EGR valve or the throttle valve is corrected to converge the actual intake air amount to the target intake air amount after the shift of the transmission is completed, the convergence is reduced. To do. This is because the EGR valve and throttle valve reduce the exhaust gas recirculation amount as described above. Increase The actual intake air amount when it is controlled to the measuring side is significantly larger than the target intake air amount after the shift of the transmission is completed. Decrease This is because the value is on the quantity side. However, according to the above configuration, when the fuel injection amount is temporarily reduced at the time of shifting the transmission, the EGR valve and the throttle valve reduce the exhaust gas recirculation amount based on the fuel injection amount. Increase Since it is not controlled to the amount to be measured, it is possible to suppress a decrease in convergence of the actual intake air amount to the target intake air amount as described above.
[0026]
According to an eighth aspect of the present invention, in the seventh aspect of the present invention, the correction means is configured to change an accelerator at that time based on an accelerator operation amount representing a magnitude of an output request to the internal combustion engine when shifting the transmission. The engine output torque obtained during normal engine operation by operation is calculated as an estimated torque, and at least the EGR valve and the throttle valve are set so that the actual intake air amount approaches the target intake air amount calculated based on the estimated torque. One opening was corrected.
[0027]
The output torque of the in-vehicle internal combustion engine changes according to the fuel injection amount. For this reason, the estimated torque is a value corresponding to an output request to the in-vehicle internal combustion engine at the time of shifting of the transmission, that is, a fuel injection amount corresponding to the accelerator operation amount. Therefore, when the transmission is shifted, the EGR valve and the throttle valve are corrected so that the actual intake air amount approaches the target intake air amount calculated based on the estimated torque, so that the actual intake air amount is corrected after the transmission shift is completed. The intake air amount can be quickly converged to the target intake air amount. This is because the actual intake air amount when the opening degree of the EGR valve and the throttle valve is corrected at the time of shifting of the transmission becomes a value close to the target intake air amount after completion of the shift of the transmission.
[0028]
The invention according to claim 9 is the invention according to any one of claims 1 to 8, wherein the transmission is automatically shifted according to an operating condition, and the EGR control means is provided for the transmission. The control of the EGR amount adjusting means is started when a shift request is made.
[0029]
When a shift request is made to automatically shift the transmission according to the driving situation, control of the EGR amount adjusting means by the EGR control means is started, and the exhaust gas recirculation amount is excessive when the transmission is shifted by the control. It is suppressed to become. Therefore, when a transmission that performs a shift as described above is employed, the control of the EGR amount adjusting means by the EGR control means for suppressing an excessive exhaust gas recirculation amount can be accurately started. become.
[0030]
According to a tenth aspect of the present invention, in the invention according to any one of the first to eighth aspects, the transmission is shifted in response to a driver's shift operation, and the EGR control means is provided for the transmission. The control of the EGR amount adjusting means is started when a shift request is made.
[0031]
When a shift request is made to shift the transmission according to the driver's shift operation, control of the EGR amount adjusting means by the EGR control means is started, and the exhaust gas recirculation amount is excessive when shifting the transmission by the control. It is suppressed. Therefore, when a transmission that performs a shift as described above is employed, the control of the EGR amount adjusting means by the EGR control means for suppressing an excessive exhaust gas recirculation amount can be accurately started.
[0032]
DETAILED DESCRIPTION OF THE INVENTION
[First Embodiment]
Hereinafter, a first embodiment in which the present invention is applied to an automobile diesel engine will be described with reference to FIGS.
[0033]
In the diesel engine 1 shown in FIG. 1, the air passing through the intake passage 2 and the fuel injected from the fuel injection valve 3 are supplied into the combustion chamber 4, and the piston 5 is driven by the combustion energy when the fuel is burned. Is reciprocated. The exhaust gas in the combustion chamber 4 after the fuel is combusted is sent out to the exhaust passage 6. The reciprocating movement of the piston 5 is converted into rotation of the crankshaft 8 that is the output shaft of the diesel engine 1 by the connecting rod 7. The rotation of the crankshaft 8 is transmitted to a vehicle wheel (not shown) via the transmission 9 or the like.
[0034]
The transmission 9 has, for example, a plurality of shift stages such as 1st to 5th speeds, and performs switching of the shift stages in accordance with the driving state (driving state) of the automobile and a request from the driver. The input shaft 9a of the transmission 9 and the crankshaft 8 of the diesel engine 1 are connected via a clutch mechanism 10 that connects and disconnects the two. When the transmission 9 is shifted, the clutch mechanism 10 is first disengaged so that no rotation is transmitted between the diesel engine 1 and the transmission 9. In this state, the transmission of the transmission 9 is changed. After the operation is performed, the clutch mechanism 10 is engaged.
[0035]
Further, the diesel engine 1 is provided with an EGR passage 11 through which exhaust gas in the exhaust passage 6 flows into the intake passage 2. The exhaust gas recirculation from the exhaust passage 6 to the intake passage 2 through the EGR passage 11 reduces the NOx emission of the diesel engine 1 by, for example, reducing the combustion temperature of the fuel to suppress the generation of nitrogen oxides (NOx). It is executed for the purpose of planning.
[0036]
The exhaust gas recirculation amount (EGR amount) is controlled by adjusting the opening degree of the EGR valve 12 provided in the EGR passage 11 and adjusting the opening degree of the throttle valve 13 provided in the intake passage 2. The amount of EGR can be controlled in this way because the exhaust flow area of the EGR passage 11 is changed by adjusting the opening of the EGR valve 12 and the pressure in the intake passage 2 is adjusted by adjusting the opening of the throttle valve 13. This is because the pressure difference between the exhaust passage 6 and the intake passage 2 changes.
[0037]
Next, the electrical configuration of the control device for the diesel engine 1 will be described.
The control device includes an engine control computer 14 and a transmission control computer 15 mounted on the automobile. The engine control computer 14 performs engine control such as fuel injection amount control in the diesel engine 1, opening control of the EGR valve 12, and opening control of the throttle valve 13. The transmission control computer 15 controls the drive of the transmission 9 and the clutch mechanism 10. The engine control computer 14 and the transmission control computer 15 are communicably connected to each other.
[0038]
Various signals shown below are input to the engine control computer 14.
A detection signal from the accelerator position sensor 17 that detects the depression amount (accelerator depression amount) of the accelerator pedal 16 operated by the driver of the automobile.
[0039]
A detection signal from a crank position sensor 18 that outputs a signal corresponding to the rotation of the crankshaft 8.
A detection signal from an air flow meter 19 that detects the amount of air passing through the intake passage 2 (intake air amount).
[0040]
In the diesel engine 1, the output torque is adjusted by fuel injection amount control by the engine control computer 14. Such fuel injection amount control is performed by controlling the fuel injection valve 3 based on the fuel injection amount command value Qfin calculated from the accelerator depression amount ACCP, the engine speed NE, and the like. The accelerator depression amount ACCP is obtained based on the detection signal from the accelerator position sensor 17, and the engine speed NE is obtained based on the detection signal from the crank position sensor 18.
[0041]
By driving and controlling the fuel injection valve 3 through the engine control computer 14 as described above, an amount of fuel corresponding to the fuel injection amount command value Qfin is injected and the output torque of the diesel engine 1 is adjusted. The accelerator depression amount ACCP used for calculation of the fuel injection amount command value Qfin is a parameter that represents a driving request to the automobile by the driver, in other words, an output request to the diesel engine 1. Therefore, by controlling the fuel injection amount based on the fuel injection amount command value Qfin, the output torque of the diesel engine 1 is adjusted so as to obtain the output torque required by the driver.
[0042]
In addition, the engine control computer 14 controls the EGR amount by adjusting the valve opening degrees of the EGR valve 12 and the throttle valve 13. As this EGR amount increases, NOx in the exhaust gas can be reduced as the amount increases. However, as the EGR amount increases, the amount of exhaust gas existing in the combustion chamber 4 increases, so that it becomes difficult for air to be sucked into the combustion chamber 4 from the intake passage 2 and the intake air amount decreases. When the intake air amount becomes excessively small with respect to the fuel injection amount, the fuel is burned in a state in which the amount of oxygen is small with respect to the fuel, and particulates (particulates) whose main component is soot increase in the exhaust gas. .
[0043]
Accordingly, the opening adjustment of the EGR valve 12 and the throttle valve 13 for controlling the EGR amount is performed based on the fuel injection amount command value Qfin or the like so that the intake air amount does not become insufficient with respect to the fuel injection amount. .
[0044]
That is, based on the fuel injection amount command value Qfin and the engine speed NE, the EGR opening command value Et used for opening control of the EGR valve 12 and the throttle opening command value TAt used for opening control of the throttle valve 13 Is calculated. The EGR opening command value Et is made smaller as the fuel injection amount command value Qfin becomes larger and smaller as the fuel injection amount command value Qfin becomes smaller under the condition that the engine speed NE is constant. . Further, the throttle opening command value TAt becomes larger as the fuel injection amount command value Qfin becomes larger under the condition that the engine speed NE is constant, and becomes smaller as the fuel injection amount command value Qfin becomes smaller. Is done.
[0045]
Then, the EGR valve 12 is driven based on the EGR opening command value Et through the engine control computer 14, and the throttle valve 13 is driven based on the throttle opening command value TAt, so that the valve opening of the EGR valve 12 and the throttle valve 13 is increased. Is adjusted. As a result, the EGR amount decreases as the fuel injection amount command value Qfin increases and increases as the fuel injection amount command value Qfin decreases, and the intake air amount is excessive with respect to the fuel injection amount (fuel injection amount command value Qfin). The maximum amount of EGR that never decreases is obtained.
[0046]
By controlling the amount of EGR, it is possible to obtain the maximum NOx reduction effect while securing the amount of intake air necessary to keep the amount of particulates in the exhaust gas below an allowable value.
[0047]
Further, in the diesel engine 1, feedback control of the intake air amount is also performed in order to ensure the necessary intake air amount. For this control, the actual intake air amount GAr obtained based on the detection signal from the air flow meter 19 is set to the target intake air amount GAt, which is the intake air amount required to keep the particulate amount below the allowable value at that time. This is realized by correcting the valve openings of the EGR valve 12 and the throttle valve 13 so as to approach each other.
[0048]
By executing such feedback control, the actual intake air amount GAr of the diesel engine 1 converges to the target intake air amount GAt. The intake air amount can be controlled by adjusting the opening degrees of the EGR valve 12 and the throttle valve 13 because the amount of exhaust gas taken into the combustion chamber 4 changes by adjusting the opening degree of the EGR valve 12 and the throttle valve. This is because the air flow area of the intake passage 2 is changed by adjusting the opening of the valve 13.
[0049]
On the other hand, various signals shown below are input to the transmission control computer 15.
A signal from the input rotational speed sensor 20 that detects the rotational speed of the input shaft 9a of the transmission 9.
[0050]
A detection signal from a vehicle speed sensor 21 that detects the vehicle speed of the automobile.
A signal corresponding to the position of the shift lever 22 operated by the driver.
The shift lever 22 includes a shift mode for shifting the transmission 9 such as upshifting and downshifting, an automatic mode in which the shifting is automatically performed according to the driving state of the vehicle and a driving request, and a shift by the driver. It is used to switch between the manual mode in which the gear shift is performed based on the operation of the lever 22. The shift of the transmission 9 is automatically performed based on the vehicle speed obtained from the detection signal from the vehicle speed sensor 21 and the accelerator depression amount ACCP in the automatic mode, and in the manual mode, the shift operation of the shift lever 22 by the driver ( Shift operation).
[0051]
The transmission control computer 15 shifts the transmission 9 based on a change in driving state such as the vehicle speed and the accelerator depression amount ACCP in the automatic mode or a shift operation of the shift lever 22 in the manual mode. At this time, a signal indicating that there is a shift request and a signal (shift signal) corresponding to the shift information such as which shift stage of each shift stage to which shift stage is a transmission control computer. 15 is output to the engine control computer 14.
[0052]
Next, various controls of the diesel engine 1, the clutch mechanism 10, and the transmission 9 when the transmission 9 is shifted will be described with reference to the time chart of FIG.
[0053]
The clutch mechanism 10 is driven and controlled through the transmission control computer 15 so that the rotation transmission (power transmission) is not performed between the diesel engine 1 and the transmission 9 when the transmission 9 is shifted. Done automatically.
[0054]
That is, first, before the start of the shift operation of the transmission 9, for example, when a shift request is made as shown in FIG. 2A, the clutch mechanism 10 is released, and the power between the diesel engine 1 and the transmission 9 is released. Transmission is temporarily interrupted (timing t1). In this state, a speed change operation of the transmission 9 such as a shift up or a shift down is performed. While the clutch mechanism 10 is released, the rotational resistance of the diesel engine 1 decreases, so that the fuel injection amount is set regardless of the output request to the diesel engine 1 so that the engine rotational speed NE does not increase excessively. Torque control is performed to temporarily reduce the amount and reduce the output torque of the engine 1.
[0055]
The reduction in the fuel injection amount for torque control is performed by changing the fuel injection amount command value Qfin calculated based on the accelerator depression amount ACCP (output request) or the like to the accelerator depression amount ACCP shown in FIG. Regardless, it is realized by reducing it to a predetermined value as shown in FIG. As the predetermined value, for example, it is preferable to adopt a value such that the output torque of the diesel engine 1 is “0 Nm”. By reducing the fuel injection amount command value Qfin as described above, the fuel injection amount of the diesel engine 1 is reduced, and the output torque of the engine 1 is reduced as shown by the solid line in FIG.
[0056]
By executing the torque control, the engine speed NE while the clutch mechanism 10 is released gradually decreases as shown by a broken line in FIG. Further, the input rotational speed NI, which is the rotational speed of the input shaft 9 a of the transmission 9, changes according to the transmission mode of the transmission 9 after the clutch mechanism 10 is released. This input rotational speed NI is obtained based on a detection signal from the input rotational speed sensor 20. The solid line in FIG. 2B shows the transition of the input rotational speed NI when the transmission 9 is shifted up. In this case, after the clutch mechanism 10 is released, the input rotational speed NI gradually decreases based on the change in the gear ratio accompanying the upshift.
[0057]
When the shifting operation for the upshift is completed (timing t2), the fuel injection amount command value Qfin is a value corresponding to the accelerator depression amount ACCP (output request) and the engine speed NE as shown in FIG. The fuel injection amount is gradually increased toward the direction of the fuel injection amount, and the engagement of the clutch mechanism 10 is started. Thereby, the rotations of the engine rotation speed NE and the input rotation speed NI are combined, and the crankshaft 8 and the input shaft 9a are joined by the engagement of the clutch mechanism 10 (timing t3). Then, the transmission is completed (in this case, upshifting) by the transmission.
[0058]
By the way, when the fuel injection amount is temporarily reduced for the torque control, the fuel injection amount command value Qfin is reduced to a predetermined value regardless of the accelerator depression amount ACCP (output request), and then the accelerator depression amount. The value is increased to a value corresponding to ACCP. This fuel injection amount command value Qfin is used to calculate the EGR opening command value Et and the throttle opening command value TAt.
[0059]
Therefore, when the fuel injection amount command value Qfin is temporarily reduced, the EGR opening command value Et is temporarily increased as shown by a thin solid line in FIG. The opening command value TAt temporarily becomes a small value as shown by a thin solid line in FIG. As a result, the EGR valve 12 is controlled to the opening side, which is a side to temporarily increase the EGR amount as shown by the broken line in FIG. 2G, and the throttle valve 13 is shown by the broken line in FIG. As shown, it is controlled to the closing side, which is the side that temporarily increases the EGR amount.
[0060]
The above EGR valve 12 and throttle valve With the opening degree control of 13, the EGR amount is temporarily increased corresponding to the fuel injection amount command value Qfin that is temporarily reduced. The change in the EGR amount at this time is ideally performed in response to the change in the fuel injection amount command value Qfin as shown by a thin solid line in FIG. 2 (h). A response delay occurs as indicated by a broken line with respect to the change of the quantity command value Qfin.
[0061]
Even if the EGR opening command value Et and the throttle opening command value TAt change immediately in accordance with the change in the fuel injection amount command value Qfin, the operation of the EGR valve 12 and the throttle valve 13 will be described with reference to FIG. One reason is that a response delay as shown by a broken line in FIG. There is also a response delay in the actual change of the EGR amount with respect to the operation of the EGR valve 12 and the throttle valve 13, and this also changes the EGR amount with respect to the temporary change of the fuel injection amount command value Qfin. Cause a delay in response.
[0062]
If a response delay occurs in the change in the EGR amount, when the fuel injection amount is once reduced for torque control and then increased toward the value corresponding to the accelerator depression amount ACCP, the change in the fuel injection amount It is difficult to accurately change the EGR amount following the above. For this reason, when the fuel injection amount is once increased and then increased as described above, there is a delay in reducing the EGR amount to a value suitable for the fuel injection amount after the increase. On the other hand, the EGR amount becomes excessive by an amount corresponding to the area indicated by the oblique lines in FIG. When the EGR amount becomes excessive in this way, the amount of air that can be taken into the combustion chamber 4 is reduced by the excess amount, and the intake air amount of the diesel engine 1 becomes smaller than the required amount for the fuel injection amount. As a result, since the fuel is burned in a state where oxygen is insufficient, it is inevitable that the amount of particulates in the exhaust gas increases.
[0063]
In order to solve these problems, in this embodiment, when the transmission 9 is shifted, instead of calculating the EGR opening command value Et and the throttle opening command value TAt based on the fuel injection amount command value Qfin and the like, the accelerator depression amount Based on ACCP (output request) or the like, an EGR opening command value Et and a throttle opening command value TAt are calculated.
[0064]
That is, first, based on the accelerator depression amount ACCP and the engine rotational speed NE, the output torque obtained during normal engine operation based on the accelerator depression amount ACCP (output request) at that time is calculated as the estimated torque Te. When the fuel injection amount is temporarily reduced, the estimated torque Te calculated in this way changes so as to be substantially constant as shown by a broken line in FIG. Based on this estimated torque Te and engine speed NE, an EGR opening command value Et and a throttle opening command value TAt are calculated.
[0065]
As a result, the EGR opening command value Et changes so as to be substantially constant corresponding to the estimated torque Te or the like as shown by a thick solid line in FIG. 2G, and the throttle opening command value TAt is shown in FIG. As indicated by a thick solid line in f), the transition is made to be substantially constant corresponding to the estimated torque Te or the like. Therefore, the EGR valve 12 whose opening is controlled based on the EGR opening command value Et changes so as to be substantially constant corresponding to the change in the EGR opening command value Et, and opens based on the throttle opening command value TAt. The throttle valve 13 that is controlled to a certain degree changes so as to be substantially constant corresponding to the change in the throttle opening command value TAt.
[0066]
Therefore, when the fuel injection amount is temporarily reduced during the shift of the transmission 9, the opening of the EGR valve 12 and the throttle valve 13 is changed to the side for temporarily reducing the EGR amount in accordance with the reduction. However, the EGR amount also changes so as to be substantially constant as shown in FIG. 2 (h). For this reason, when the fuel injection amount is increased from the temporarily reduced state toward the value corresponding to the accelerator depression amount ACCP (output request), there is no response delay in the reduction of the EGR amount with respect to the change. It is possible to suppress an excessive amount of EGR due to a response delay. As the EGR amount is excessive, the intake air amount of the diesel engine 1 becomes smaller than the required amount with respect to the fuel injection amount, and fuel is burned in a state where oxygen is insufficient to increase the amount of particulates in the exhaust gas. Can be suppressed.
[0067]
Next, the calculation procedure of the EGR opening command value Et and the throttle opening command value TAt will be described with reference to the flowcharts of FIGS. 3 and 4 showing the valve opening command value calculation routine. The valve opening command value calculation routine is executed through the engine control computer 14 by, for example, interruption at predetermined time intervals.
[0068]
In the valve opening command value calculation routine, the shift flag F for determining whether or not the transmission 9 is shifting is “0 (not shifting)” (S101: YES in FIG. 3), and the shifting is performed. When there is no request (S102: YES), normal EGR opening command value Et and throttle opening command value TAt are calculated (S103). That is, the EGR opening command value Et and the throttle opening command value TAt are calculated based on the fuel injection amount command value Qfin and the engine speed NE.
[0069]
Subsequently, the target intake air amount GAt used for feedback control of the intake air amount in the diesel engine 1 is based on the fuel injection amount command value Qfin and the engine rotational speed NE, and the particulate amount in the exhaust at that time is less than the allowable value. It is calculated as the amount of intake air necessary to suppress the pressure (S104). Thereafter, based on the difference between the actual intake air amount GAr and the target intake air amount GAt, the feedback correction values H1, H2 used for correcting the EGR opening command value Et and the throttle opening command value TAt are increased or decreased (S105). .
[0070]
That is, the feedback correction value H1 used for correcting the EGR opening command value Et is gradually set to decrease the EGR opening command value Et while the actual intake air amount GAr is smaller than the target intake air amount GAt. Decrease. On the contrary, while the actual intake air amount GAr is larger than the target intake air amount GAt, the feedback correction value H1 gradually increases so as to increase the EGR opening command value Et. The feedback correction value H2 used for correcting the throttle opening command value TAt is gradually increased to increase the throttle opening command value TAt while the actual intake air amount GAr is smaller than the target intake air amount GAt. To increase. Conversely, while the actual intake air amount GAr is larger than the target intake air amount GAt, the feedback correction value H2 gradually decreases to reduce the throttle opening command value TAt.
[0071]
The EGR opening command value Et and the throttle opening command value TAt are corrected using these feedback correction values H1 and H2 (S106), and the EGR valve 12 and the throttle valve 13 are controlled based on the corrected opening command values Et and TAt. The opening degree is controlled. By controlling the opening degree of the EGR valve 12 and the throttle valve 13, the maximum amount of NOx can be reduced while ensuring the intake air amount required for the EGR amount to keep the particulate amount in the exhaust gas below the allowable value. Is controlled to a value that can be obtained.
[0072]
In the valve opening command value calculation routine, if a negative determination is made in the process of step S102 and it is determined that there is a shift request, the process proceeds to step S109 (FIG. 4) and the shift flag F is set to “1 (during gear change)”. Then, the processes of steps S110 to S112 are executed. When the shift flag F is set to “1”, a negative determination is made in the subsequent step S101 (FIG. 3), and the process proceeds to steps S110 to S112. Accordingly, the processes of steps S110 to S112 are executed during the shift of the transmission 9.
[0073]
As this process, in step S110, the estimated torque Te is calculated based on the accelerator depression amount ACCP and the engine speed NE. In step S111, the EGR opening command value Et and the throttle opening command value TAt are calculated based on the engine speed NE and the estimated torque Te with reference to the maps of FIGS. 5 and 6, for example. Further, in step S112, a target intake air amount GAt used for feedback control of the intake air amount in the diesel engine 1 is calculated based on the estimated torque Te and the engine rotational speed NE.
[0074]
Therefore, during the shift of the transmission 9, instead of calculating the EGR opening command value Et and the throttle opening command value TAt based on the fuel injection amount command value Qfin and the like, the estimated torque Te and the like obtained from the accelerator depression amount ACCP, etc. Based on this, the EGR opening command value Et and the throttle opening command value TAt are calculated. Further, during the shift of the transmission 9, instead of calculating the target intake air amount GAt based on the fuel injection amount command value Qfin and the like, the target intake air amount GAt is calculated based on the estimated torque Te and the like. Become.
[0075]
As shown in FIG. 6, the EGR opening degree command value Et becomes smaller as the estimated torque Te becomes larger and the estimated torque Te becomes smaller under the condition that the engine rotational speed NE is constant, for example. Become big. Further, as shown in FIG. 5, the throttle opening command value TAt increases as the estimated torque Te increases and the estimated torque Te decreases as the engine rotational speed NE is constant, for example. Become small.
[0076]
After the processing of steps S110 to S112 is executed, step S105 (FIG. 3 ) Then, after the feedback correction values H1 and H2 are increased or decreased (S105), and the EGR opening command value Et and the throttle opening command value TAt are corrected by the correction values H1 and H2 (S106), the transmission 9 It is determined whether or not the shift has been completed (S107). If the determination is affirmative, the shift flag F is set to “0 (non-shifting)” (S108).
[0077]
According to the embodiment described in detail above, the following effects can be obtained.
(1) When the transmission 9 is shifted, when the fuel injection amount command value Qfin is temporarily reduced regardless of the accelerator depression amount ACCP (output request), the EGR opening command value Et and the throttle opening command value TAt Is calculated based on the estimated torque Te or the like obtained from the accelerator depression amount ACCP instead of the fuel injection amount command value Qfin. This estimated torque Te is a theoretical output torque obtained during normal engine operation by the accelerator depression amount ACCP when the transmission 9 is shifted. Since the output torque of the diesel engine 1 changes according to the fuel injection amount, the estimated torque Te becomes a value corresponding to the fuel injection amount according to the accelerator depression amount ACCP (output request) when the transmission 9 is shifted. Therefore, by controlling the EGR valve 12 and the throttle valve 13 based on the EGR opening command value Et and the throttle opening command value TAt obtained from the estimated torque Te or the like, the fuel injection amount command value Qfin can be obtained when the transmission 9 is shifted. Even if temporarily reduced, the valves 12 and 13 are made substantially constant. As a result, as the fuel injection amount command value Qfin is temporarily reduced, the EGR amount is temporarily reduced. Increase Therefore, there is no response delay in the decrease in the EGR amount with respect to the increase in the fuel injection amount command value Qfin from the decrease state. For this reason, when the transmission 9 shifts, the EGR amount becomes excessive due to the response delay, and accordingly, the intake air amount becomes smaller than the required amount with respect to the fuel injection amount. It is possible to suppress an increase in the amount of particulates in the exhaust due to the combustion of.
[0078]
(2) During normal engine operation, feedback of the intake air amount that corrects the opening degrees of the EGR valve 12 and the throttle valve 13 based on the feedback correction values H1 and H2 so that the actual intake air amount GAr approaches the target intake air amount GAt. Control is performed. If the fuel injection amount command value Qfin is temporarily reduced when the transmission 9 is shifted, the EGR valve 12 and the throttle valve 13 temporarily reduce the EGR amount. Increase If controlled to the measuring side, the convergence at the time of converging the actual intake air amount GAr to the target intake air amount GAt after the end of the shift is lowered. This is because the EGR valve 12 and the throttle valve 13 reduce the EGR amount as described above. Increase The actual intake air amount GAr when controlled to the amount side is greatly larger than the target intake air amount GAt. Decrease This is because the value is on the quantity side. However, when the fuel injection amount command value Qfin is temporarily reduced during the shift of the transmission 9, the EGR valve 12 and the throttle valve 13 reduce the EGR amount. Increase Therefore, the convergence of the actual intake air amount GAr to the target intake air amount GAt can be suppressed.
[0079]
(3) When the transmission 9 is shifted, the target intake air amount GAt used for feedback control of the intake air amount is calculated based on the estimated torque Te instead of the fuel injection amount command value Qfin. The estimated torque Te is a value corresponding to the fuel injection amount corresponding to the accelerator depression amount ACCP (output request) when the transmission 9 is shifted. Therefore, when the transmission 9 is shifted, the opening of the EGR valve 12 and the throttle valve 13 is corrected based on the feedback correction values H1 and H2 so that the actual intake air amount GAr approaches the target intake air amount GAt. The actual intake air amount GAr can be quickly converged to the target intake air amount GAt after the shift of the machine 9 is completed. This is because when the opening degree of the EGR valve 12 and the throttle valve 13 is corrected as described above at the time of shifting of the transmission 9, the actual intake air amount GAr becomes the target intake air amount GAt after the shift of the transmission 9 is completed. This is because the values are close to each other.
[0080]
(4) When the automatic shift based on the driving state in the automatic mode and the shift based on the shift operation of the driver in the manual mode are performed, the transmission control computer 15 requests the engine control computer 14 to shift the gear. Is output. When this shift request is made, the opening control of the EGR valve 12 and the throttle valve 13 based on the EGR opening command value Et and the throttle opening command value TAt calculated from the estimated torque Te or the like is started, and the transmission It is suppressed that the EGR amount becomes excessive due to the response delay at the time of the 9 shift. Therefore, in the case where the transmission 9 that performs a shift as described above is employed, the opening control of the EGR valve 12 and the throttle valve 13 for suppressing an excessive amount of EGR can be accurately started. .
[0081]
[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIGS.
In this embodiment, at the time of shifting of the transmission 9, fixing control is performed to fix the opening degrees of the EGR valve 12 and the throttle valve 13 to the state immediately before the shifting. Even if the fuel injection amount command value Qfin is temporarily reduced during the shift of the transmission 9 by this fixed control, the EGR valve 12 and the throttle valve 13 reduce the EGR amount. Increase It is no longer controlled by the measuring side. Accordingly, there is no response delay in the decrease in the EGR amount with respect to the increase in the fuel injection amount command value Qfin from the decrease state, and the EGR amount is suppressed from being excessive due to the response delay.
[0082]
Here, the fixed control will be described in detail with reference to the time chart of FIG.
When a shift request is made (timing t1), an EGR opening command value Et and a throttle opening command value TAt are calculated based on the fuel injection amount command value Qfin and the engine speed NE. During the shift of the transmission 9, the EGR opening command value Et is fixed to the value calculated as described above, and is made constant as shown by a thick solid line in FIG. The command value TAt is also fixed to the value calculated as described above and is made constant as shown by a thick solid line in FIG. As a result, the EGR valve 12 whose opening is controlled based on the EGR opening command value Et and the throttle valve 13 whose opening is controlled based on the throttle opening command value TAt are constant, and the EGR amount is also shown in FIG. 7 It becomes constant as shown by a thick solid line in (h).
[0083]
During the shift of the transmission 9, the fuel injection amount (fuel injection amount command value Qfin) is temporarily reduced. However, the EGR valve 12 and the throttle valve 13 are constant as described above, and the EGR amount is reduced. Increase Since the opening degree is not changed to the measuring side, the EGR amount is made constant. For this reason, when the fuel injection amount is increased from a temporarily reduced state toward a value corresponding to the accelerator depression amount ACCP (output request) (after timing t2), a response delay occurs in the decrease in the EGR amount with respect to the change. EGR amount 7 Excessive amount corresponding to the area indicated by the oblique lines in (h) is suppressed.
[0084]
Next, a procedure for calculating the EGR opening command value Et and the throttle opening command value TAt will be described. In this embodiment, steps S109 to S112 in the valve opening command value calculation routine of the first embodiment are used as a valve opening command value calculation routine for calculating the EGR opening command value Et and the throttle opening command value TAt. 3 is used instead of the processing in steps S201 to S204 shown in FIG.
[0085]
Therefore, in the valve opening command value calculation routine of the present embodiment, when a shift request is made, the shift flag F is set to “1 (during shifting)” in the process of step S201. Subsequently, in the process of step S202, a fixed EGR opening command value Et and a throttle opening command value TAt are calculated based on the fuel injection amount command value Qfin and the engine speed NE. The EGR opening command value Et and the throttle opening command value TAt are values immediately before the shift, and the EGR opening command value Et and the throttle opening command value TAt are fixed to the above values while the transmission 9 is shifting. The Rukoto.
[0086]
Further, during the shift of the transmission 9, the estimated torque Te is calculated based on the accelerator depression amount ACCP and the engine rotational speed NE (S203), and the intake air amount feedback control is performed based on the estimated torque Te and the engine rotational speed NE. A target intake air amount GAt to be used is calculated (S204). When the actual intake air amount GAr deviates from the target intake air amount GAt for some reason, the EGR opening command value Et and the throttle opening command value TAt are equal to the actual intake air amount GAr even during fixed control. The correction is made so as to approach the target intake air amount GAt.
[0087]
According to this embodiment, the following effects can be obtained.
(5) At the time of shifting of the transmission 9, since the fixed control for fixing the EGR opening command value Et and the throttle opening command value TAt to the values immediately before the shifting is executed, the fuel injection amount command value that is temporarily reduced Corresponding to Qfin, EGR valve 12 and throttle valve 13 reduce EGR amount. Increase There is no change in the opening to the side to be measured. For this reason, there is no response delay in the decrease in the EGR amount with respect to the increase in the fuel injection amount command value Qfin from the decrease state, and the excessive EGR amount due to the response delay is suppressed. Therefore, the amount of intake air becomes smaller than the required amount with respect to the fuel injection amount by the excess of the EGR amount, and the increase in the amount of particulates in the exhaust due to the combustion of fuel in a state of insufficient oxygen is suppressed. be able to.
[0088]
[Third Embodiment]
Next, a third embodiment of the present invention will be described with reference to FIGS.
In this embodiment, when the transmission 9 is shifted, the EGR opening command value Et is based on the post-shift torque Te2 that is the estimated torque Te immediately after the shift and the post-shift engine rotational speed NE2 that is the engine rotational speed NE immediately after the shift. And the throttle opening command value TAt is calculated. By controlling the opening of the EGR valve 12 and the throttle valve 13 based on the EGR opening command value Et and the throttle opening command value TAt, the fuel injection amount command value Qfin is temporarily reduced when the transmission 9 is shifted. However, the EGR valve 12 and the throttle valve 13 reduce the EGR amount. Increase It is no longer controlled by the measuring side. Accordingly, there is no response delay in the decrease in the EGR amount with respect to the increase in the fuel injection amount command value Qfin from the decrease state, and the EGR amount is suppressed from being excessive due to the response delay.
[0089]
Here, the calculation of the post-shift torque Te2 and the post-shift engine rotation speed NE2, and the opening control of the EGR valve 12 and the throttle valve 13 based on the EGR opening command value Et and the throttle opening command value TAt obtained from them. Will be described with reference to the time chart of FIG.
[0090]
When a shift request is made (timing t1), the estimated torque at that time is calculated as the pre-shift torque Te1 based on the accelerator depression amount ACCP (output request) and the engine speed NE. Further, the engine rotational speed NE at that time is used as the engine rotational speed NE1 before shifting. The pre-shift engine rotational speed NE1 and the pre-shift torque Te1 are multiplied by a predetermined coefficient corresponding to the post-shift gear stage, for example, and the post-shift engine rotational speed NE2, which is the engine rotational speed NE immediately after the shift, And it is converted into post-shift torque Te2, which is estimated torque Te immediately after the shift.
[0091]
Based on these post-shift engine speed NE2 and post-shift torque Te2, an EGR opening command value Et and a throttle opening command value TAt are calculated. During the shift of the transmission 9, the EGR opening command value Et is set to the value calculated as described above as shown by the thick solid line in FIG. 9G, and the thick solid line in FIG. 9F. As shown, the throttle opening command value TAt is also a value calculated as described above. Based on these EGR opening command value Et and throttle opening command value TAt, the opening control of the EGR valve 12 and the throttle valve 13 is performed.
[0092]
The changes in the EGR opening command value Et and the throttle opening command value TAt after the timing t1 may be performed suddenly as shown by the thick solid lines in FIGS. 9 (g) and 9 (f). Alternatively, it may be performed gradually as indicated by a thick broken line.
[0093]
At the time of shifting of the transmission 9, the fuel injection amount (fuel injection amount command value Qfin) is temporarily reduced. At this time, the EGR valve 12 and the throttle valve 13 are provided with the EGR opening command obtained from the post-shift torque Te2 and the like. Control is performed based on the value Et and the throttle opening command value TAt. Therefore, the EGR valve 12 and the throttle valve 13 reduce the EGR amount as the fuel injection amount temporarily decreases. Increase The opening degree is not changed to the measuring side, and accordingly, the EGR amount changes so as to be substantially constant as shown by a thick solid line in FIG. Therefore, when the fuel injection amount is increased from the temporarily reduced state toward the value corresponding to the accelerator depression amount ACCP (output request) (after timing t2), a response delay occurs in the decrease in the EGR amount with respect to the change. It is suppressed that the EGR amount becomes excessive by an amount corresponding to the area indicated by the oblique lines in FIG.
[0094]
Next, a procedure for calculating the EGR opening command value Et and the throttle opening command value TAt will be described. In this embodiment, steps S109 to S112 in the valve opening command value calculation routine of the first embodiment are used as a valve opening command value calculation routine for calculating the EGR opening command value Et and the throttle opening command value TAt. 3 is used instead of the processing in steps S301 to S306 shown in FIG.
[0095]
For this reason, in the valve opening command value calculation routine of the present embodiment, when a shift request is made, the shift flag F is set to “1 (during gear shift)” in the process of step S301, and then the post-shift torque Te2 is set. Based on the EGR opening command value Et and the throttle opening command value TAt, calculation is performed (S302 to S304).
[0096]
That is, in the process of step S302, the pre-shift torque Te1 is calculated based on the accelerator depression amount ACCP and the engine speed NE. In the process of step S303, the post-shift engine rotational speed NE2 and the post-shift torque Te2 are calculated based on the shift mode such as the pre-shift engine rotational speed NE1, the pre-shift torque Te1, and the shift speed. The In step S304, an EGR opening command value Et and a throttle opening command value TAt are calculated based on the post-shift torque Te2 and the post-shift engine speed NE2.
[0097]
Further, during transmission of the transmission 9, the estimated torque Te is calculated based on the accelerator depression amount ACCP and the engine rotational speed NE (S305), and the intake air amount feedback control is performed based on the estimated torque Te and the engine rotational speed NE. A target intake air amount GAt to be used is calculated (S306). When the actual intake air amount GAr deviates from the target intake air amount GAt for some reason, the EGR opening command value Et and the throttle opening command value TAt bring the actual intake air amount GAr closer to the target intake air amount GAt. Is corrected to the side.
[0098]
According to this embodiment, the following effects can be obtained.
(6) When the transmission 9 is shifted, when the fuel injection amount command value Qfin is temporarily reduced regardless of the accelerator depression amount ACCP (output request), the EGR opening command value Et and the throttle opening command value TAt Is calculated based on the post-shift torque Te2, which is the estimated torque Te immediately after the shift, instead of the fuel injection amount command value Qfin. The post-shift torque Te2 is a value predicted from the estimated torque Te immediately before the shift obtained from the accelerator depression amount ACCP (output request) immediately before the shift, the shift mode of the transmission 9, and the like. Since the output torque of the diesel engine 1 changes according to the fuel injection amount, the post-shift torque Te2 becomes a value corresponding to the fuel injection amount immediately after the shift of the transmission 9 according to the accelerator depression amount ACCP. Therefore, by controlling the EGR valve 12 and the throttle valve 13 on the basis of the EGR opening command value Et and the throttle opening command value TAt obtained from the post-shift torque Te2 and the like, the fuel injection amount command value Qfin when the transmission 9 is shifted. Is temporarily reduced, the valves 12 and 13 are substantially constant. As a result, as the fuel injection amount command value Qfin is temporarily reduced, the EGR amount is temporarily reduced. Increase Therefore, there is no response delay in the decrease in the EGR amount with respect to the increase in the fuel injection amount command value Qfin from the decrease state. For this reason, when the transmission 9 shifts, the EGR amount becomes excessive due to the response delay, and accordingly, the intake air amount becomes smaller than the required amount with respect to the fuel injection amount. It is possible to suppress an increase in the amount of particulates in the exhaust due to the combustion of.
[0099]
In addition, each said embodiment can also be changed as follows, for example.
In each of the above embodiments, the transmission 9 that can execute both the shift in the automatic mode and the shift in the manual mode is exemplified. However, a transmission that performs a shift in only one of the modes may be employed. Good.
[0100]
In each of the above embodiments, the intake air amount feedback control may be stopped while the transmission 9 is shifting.
The feedback control may be realized by only one of the EGR valve 12 opening correction and the throttle valve 13 opening correction.
[0101]
-It is not always necessary to carry out the feedback control.
In each of the above embodiments, the control of the EGR amount may be realized by only one of the opening adjustment of the EGR valve 12 and the opening adjustment of the throttle valve 13.
[0102]
In the first embodiment, the EGR opening command value Et and the throttle opening command value TAt are calculated based on the estimated torque Te obtained from the accelerator depression amount ACCP at the time of shifting of the transmission 9, but the present invention is not limited to this. Not. For example, when the transmission 9 is shifted, it is also conceivable to calculate the EGR opening command value Et and the throttle opening command value TAt based on the accelerator depression amount ACCP and the engine speed NE.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing an entire diesel engine to which a control device according to a first embodiment is applied.
FIGS. 2A to 2H are time charts used for explaining various controls of a diesel engine, a clutch mechanism, and a transmission during a shift of the transmission according to the first embodiment.
FIG. 3 is a flowchart showing a procedure for calculating an EGR opening command value and a throttle opening command value in the first embodiment.
FIG. 4 is a flowchart showing a procedure for calculating an EGR opening command value and a throttle opening command value in the first embodiment.
FIG. 5 is a map used for calculating a throttle opening command value.
FIG. 6 is a map used for calculating an EGR opening command value.
FIGS. 7A to 7H are time charts used for explaining various controls of the diesel engine, the clutch mechanism, and the transmission at the time of shifting of the transmission in the second embodiment.
FIG. 8 is a flowchart showing only a portion different from the first embodiment with respect to a calculation procedure of an EGR opening command value and a throttle opening command value in the second embodiment.
FIGS. 9A to 9H are time charts used for explaining various controls of the diesel engine, the clutch mechanism, and the transmission at the time of shifting of the transmission according to the third embodiment.
FIG. 10 is a flowchart showing only a part different from the first embodiment in the calculation procedure of the EGR opening command value and the throttle opening command value in the third embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Diesel engine, 2 ... Intake passage, 3 ... Fuel injection valve, 4 ... Combustion chamber, 5 ... Piston, 6 ... Exhaust passage, 7 ... Connecting rod, 8 ... Crankshaft, 9 ... Transmission, 9a ... Input shaft, DESCRIPTION OF SYMBOLS 10 ... Clutch mechanism, 11 ... EGR passage, 12 ... EGR valve (EGR amount adjusting means), 13 ... Throttle valve (EGR amount adjusting means), 14 ... Engine control computer (torque control means, EGR control means, correction means), DESCRIPTION OF SYMBOLS 15 ... Transmission control computer (clutch control means), 16 ... Accelerator pedal, 17 ... Accelerator position sensor, 18 ... Crank position sensor, 19 ... Air flow meter, 20 ... Input rotational speed sensor, 21 ... Vehicle speed sensor, 22 ... Shift lever.

Claims (10)

In-vehicle control that controls the fuel injection amount in response to an output request to the in-vehicle internal combustion engine and also controls an EGR amount adjusting means for adjusting the recirculation amount of the exhaust gas from the exhaust passage to the intake passage of the engine based on the fuel injection amount In a control device for an internal combustion engine,
Clutch control means for releasing / engaging the clutch mechanism so that the engine and the transmission are automatically connected / disconnected at the time of shifting of the transmission connected to the internal combustion engine via a clutch mechanism;
Torque control means for temporarily reducing the fuel injection amount regardless of the output request and reducing the engine output torque at the time of shifting of the transmission;
EGR control means for controlling the EGR amount adjusting means based on the output request instead of controlling the EGR amount adjusting means based on the fuel injection amount at the time of shifting of the transmission;
An on-board internal combustion engine control device comprising: The EGR control means determines the output torque of the engine obtained during normal engine operation by the accelerator operation based on the accelerator operation amount indicating the magnitude of the output request to the internal combustion engine when shifting the transmission. The on-vehicle internal combustion engine control device according to claim 1, wherein the control unit calculates the estimated torque and controls the EGR amount adjusting means based on the estimated torque. In-vehicle control that controls the fuel injection amount in response to an output request to the in-vehicle internal combustion engine and also controls an EGR amount adjusting means for adjusting the recirculation amount of the exhaust gas from the exhaust passage to the intake passage of the engine based on the fuel injection amount In a control device for an internal combustion engine,
Clutch control means for releasing / engaging the clutch mechanism so that the engine and the transmission are automatically connected / disconnected at the time of shifting of the transmission connected to the internal combustion engine via a clutch mechanism;
Torque control means for temporarily reducing the fuel injection amount regardless of the output request and reducing the engine output torque at the time of shifting of the transmission;
Instead of controlling the EGR amount adjusting means based on the fuel injection amount at the time of shifting of the transmission, an EGR control means for performing fixing control for fixing the EGR amount adjusting means to a state immediately before the shifting;
An on-board internal combustion engine control device comprising: In-vehicle control that controls the fuel injection amount in response to an output request to the in-vehicle internal combustion engine and also controls an EGR amount adjusting means for adjusting the recirculation amount of the exhaust gas from the exhaust passage to the intake passage of the engine based on the fuel injection amount In a control device for an internal combustion engine,
Clutch control means for releasing / engaging the clutch mechanism so that the engine and the transmission are automatically connected / disconnected at the time of shifting of the transmission connected to the internal combustion engine via a clutch mechanism;
Torque control means for temporarily reducing the fuel injection amount regardless of the output request and reducing the engine output torque at the time of shifting of the transmission;
Instead of controlling the EGR amount adjusting means based on the fuel injection amount at the time of shifting of the transmission, immediately after the shifting predicted from the output request to the on-vehicle internal combustion engine and the shifting mode of the transmission at that time EGR control means for controlling the EGR amount adjusting means based on the output torque of the engine;
An on-board internal combustion engine control device comprising: When the transmission is shifted, the EGR control means is based on an accelerator operation amount that indicates the magnitude of the output request to the internal combustion engine, and the EGR control means is obtained during normal engine operation by the accelerator operation immediately before the shift. The control apparatus for an on-vehicle internal combustion engine according to claim 4, wherein the output torque is calculated as an estimated torque, and the output torque of the engine immediately after the shift is predicted based on the estimated torque and a shift mode of the transmission. 6. The EGR amount adjusting means is at least one of an EGR valve provided in an EGR passage for flowing exhaust gas in the exhaust passage to the intake passage, and a throttle valve provided in the intake passage. A control apparatus for an on-vehicle internal combustion engine according to claim 1. The control apparatus for an on-vehicle internal combustion engine according to claim 6,
During normal engine operation, the target intake air amount is calculated based on the fuel injection amount at that time, and at least one of the EGR valve and the throttle valve is opened so that the actual intake air amount of the engine approaches the target intake air amount. A control device for an in-vehicle internal combustion engine, further comprising correction means for correcting the degree. The correction means estimates the output torque of the engine obtained during normal engine operation by the accelerator operation at the time based on the accelerator operation amount representing the magnitude of the output request to the internal combustion engine at the time of shifting the transmission. The in-vehicle internal combustion engine according to claim 7, wherein the opening of at least one of the EGR valve and the throttle valve is corrected so that the actual intake air amount is calculated as torque and approaches the target intake air amount calculated based on the estimated torque. Control device. 9. The transmission according to claim 1, wherein the transmission is automatically shifted according to a driving situation, and the EGR control means starts control of the EGR amount adjusting means when a shift request for the transmission is made. The control apparatus of the vehicle-mounted internal combustion engine in any one. 9. The transmission according to claim 1, wherein the transmission is shifted in accordance with a driver's shift operation, and the EGR control means starts control of the EGR amount adjusting means when a shift request for the transmission is made. The control apparatus of the vehicle-mounted internal combustion engine in any one.

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