JP3937723B2 - Vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle control apparatus that controls an internal combustion engine in response to a torque request from a vehicle control system.
[0002]
[Prior art]
As one form of vehicle using an internal combustion engine as a power source, in addition to the engine control device that controls the internal combustion engine based on the engine operating state, vehicle stability control such as yaw control by braking force, automatic transmission shift control, etc. Some vehicles are provided with various vehicle control devices. In this vehicle, since the output of the internal combustion engine may affect vehicle control, communication is performed between the engine control device and each vehicle control device. The internal combustion engine is controlled so as to satisfy a request issued from each vehicle control device to the engine control device. With regard to this communication, conventionally, communication items between the two control devices are set for each control by the engine control device, for each control by each vehicle control device, and for each type of internal combustion engine. For this reason, each control device requires a control specification tailored to each communication item.
[0003]
In contrast, each vehicle control device requests the engine control device for torque for realizing predetermined vehicle driving characteristics, and the engine control device controls the internal combustion engine so that the requested torque is generated. So-called torque demand control has been proposed (see, for example, JP-A-6-219191). According to this control technique, since the output of the internal combustion engine is controlled by torque, each vehicle control device does not have to prepare different control specifications for each type of internal combustion engine, for example, a gasoline engine or a diesel engine. Further, since the engine control device receives all requests with torque, the engine control device can satisfy the system requirements by controlling the torque to be generated.
[0004]
[Problems to be solved by the invention]
However, if it is going to implement the control technique described in the publication, it is necessary to change all the control contents of the engine control device from the existing ones to the control contents according to the torque request. The control specifications must be changed significantly, which takes a lot of time and effort. On the other hand, for each vehicle control device, by performing the torque demand control, there is a great merit that the control specifications can be made common regardless of the type of the internal combustion engine. Therefore, if waiting for a significant change in the control content of the engine control device described above, the merit of the vehicle control device cannot be obtained at least during that time.
[0005]
The present invention has been made in view of such circumstances, and its purpose is to reduce the change of the control specifications in the engine control system when shifting to torque demand control, and to facilitate the design and shorten the time. It is an object of the present invention to provide a vehicle control apparatus that can achieve the advantage of sharing control specifications in a vehicle control system at an early stage.
[0006]
[Means for Solving the Problems]
In the following, means for achieving the above object and its effects are described.
The invention according to claim 1 includes a control execution means that is applied to a diesel engine that generates torque according to the fuel injection amount, and controls the fuel injection amount based on the opening of the accelerator operation member. In a vehicle control apparatus comprising: engine control means for generating torque in the diesel engine by means of means; and vehicle control means for controlling a vehicle using the diesel engine as a power source, the vehicle control means is a predetermined vehicle. Torque request means for requesting torque for realizing the operating characteristics to the engine control means, and the engine control means sends the torque requested from the torque request means to the diesel prior to control by the control execution means. engine Depart And a conversion means for converting to a pseudo required accelerator opening that is different from an actual opening of the accelerator operating member, and the control execution means is converted by the conversion means. Requested accelerator opening When the accelerator operation member is smaller than the actual opening of the accelerator operating member It is assumed that the fuel injection amount is obtained based on the above and that amount of fuel is injected.
[0007]
According to said structure, the torque for implement | achieving a predetermined vehicle driving characteristic is requested | required with respect to the engine control means from the torque request means of a vehicle control means. Since torque is generated as output in any type of diesel engine, it can be a common parameter regardless of the type of diesel engine. In the engine control means, Conversion means Torque requested from the torque request means The diesel engine Depart Accelerator opening required to generate the engine is converted to a pseudo required accelerator opening that is different from the actual opening of the accelerator operating member You The In the control execution means ,in front Required accelerator opening converted as described above Is smaller than the actual opening of the accelerator operating member, the required accelerator opening Based on this, the fuel injection amount is determined, and that amount of fuel is injected. By this control, the diesel engine generates a torque having a magnitude requested from the vehicle control means.
[0008]
As described above, regarding the engine control means that is the engine control system, the control execution means for performing control according to the existing control specifications is diverted, and the conversion means is added thereto. For this reason, when changing to torque demand control, the change of the control specification can be reduced, and the design can be facilitated and the time can be shortened. With this, regarding the vehicle control means which is a vehicle control system, diesel engine Regardless of the type, it is possible to enjoy the advantage of being able to share control specifications at an early stage.
[0012]
Claim 2 In the described invention, the claims 1 In the described invention, further comprising a rotation speed detection means for detecting a rotation speed of the diesel engine, wherein the conversion means stores the required accelerator opening degree in advance in association with the rotation speed and the required torque of the diesel engine. Means for reading out the required accelerator opening corresponding to the actual rotational speed by the rotational speed detecting means and the required torque from the torque requesting means from the storage means when the required torque is converted. To do.
[0013]
According to said structure, in the memory | storage means in a conversion means, the request | requirement accelerator opening is matched and memorize | stored corresponding to the rotational speed and request | requirement torque of a diesel engine. When converting the required torque into the required accelerator opening, the required accelerator opening corresponding to the actual rotational speed of the diesel engine detected by the rotational speed detecting means and the required torque from the torque requesting means is stored in the memory means. Is read from. The required accelerator opening read in this way takes into account the actual rotational speed of the diesel engine. The required accelerator opening is used for fuel injection control of the diesel engine by the control execution means.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment embodying the present invention will be described with reference to the drawings.
As shown in FIG. 1, a vehicular pressure diesel engine 11 which is one form of an internal combustion engine is mounted on the vehicle as a power source. The diesel engine 11 includes a cylinder head 12 and a cylinder block 14 having a plurality of cylinders (cylinders) 13. A piston 15 is accommodated in each cylinder 13 so as to reciprocate. Each piston 15 is connected via a connecting rod 20 to a crankshaft (not shown) that is an output shaft of the diesel engine 11. The reciprocating motion of each piston 15 is converted into rotational motion by the connecting rod 20 and then transmitted to the crankshaft.
[0015]
An intake passage 16 is connected to the combustion chamber of each cylinder 13, and air outside the diesel engine 11 is taken into the combustion chamber through the intake passage 16. An exhaust passage 17 is connected to the combustion chamber. The cylinder head 12 is provided with an intake valve 18 and an exhaust valve 19 for each cylinder 13. These intake / exhaust valves 18, 19 reciprocate in conjunction with the rotation of the crankshaft, thereby opening and closing the connection portion between the intake / exhaust passages 16, 17 and the combustion chamber.
[0016]
The cylinder head 12 is provided with an injector 21 that injects fuel into the combustion chamber of each cylinder 13. Fuel injection from each injector 21 to each combustion chamber is controlled by a solenoid valve 22. The injector 21 is connected to a common rail 23 that is a common pressure piping for each cylinder 13, and fuel in the common rail 23 is injected from the injector 21 into a corresponding combustion chamber while the electromagnetic valve 22 is open. A relatively high pressure corresponding to the fuel injection pressure is accumulated in the common rail 23. In order to realize this stock pressure, the common rail 23 is connected to a discharge port 26 of a supply pump 25 via a supply pipe 24. A check valve 27 is provided in the middle of the supply pipe 24 to allow fuel to be supplied from the supply pump 25 to the common rail 23 and to restrict the backflow of fuel from the common rail 23 to the supply pump 25. Yes.
[0017]
The suction port 28 of the supply pump 25 is connected to the fuel tank 31 via a filter 29, and the supply pump 25 sucks fuel from the fuel tank 31 via the filter 29. At the same time, the supply pump 25 reciprocates the plunger by a cam (not shown) synchronized with the rotation of the diesel engine 11 to increase the fuel to a predetermined pressure and supply the fuel to the common rail 23.
[0018]
In the vicinity of the discharge port 26 of the supply pump 25, a pressure control valve 32 is provided for controlling the fuel pressure discharged from the discharge port 26 toward the common rail 23 and thus the discharge amount. By opening the pressure control valve 32, surplus fuel that is not discharged from the discharge port 26 is returned from the return port 33 of the supply pump 25 to the fuel tank 31 via the return pipe 34.
[0019]
Then, the fuel is injected from the injector 21 into the high-temperature and high-pressure intake air introduced into the cylinder 13 through the intake passage 16 and compressed by the piston 15. This injected fuel self-ignites and burns. The piston 15 is reciprocated by the combustion gas generated at this time, the crankshaft is rotated, and the driving force (output torque) of the diesel engine 11 is obtained. The combustion gas is discharged to the outside of the diesel engine 11 through the exhaust passage 17.
[0020]
Various sensors are used to detect the operating state of the diesel engine 11. An intake air temperature sensor 41 that detects an intake air temperature that is the temperature of the intake air is attached to the intake passage 16. An intake pressure sensor 42 that detects an intake pressure that is the pressure of intake air is attached to the intake passage 16 via a filter 35 and a vacuum switching valve (VSV) 36. A water temperature sensor 43 that detects the cooling water temperature, which is the temperature of the cooling water, is attached to the cylinder block 14. A rotation speed sensor 44 that detects an engine rotation speed ene that is the rotation speed is disposed in the vicinity of the crankshaft. Further, an accelerator sensor 45 that detects an accelerator opening eaccp that is an amount of depression (depression opening) of the pedal 37 by the driver is disposed in the vicinity of the accelerator pedal 37 that is an accelerator operating member.
[0021]
The vehicle is provided with an engine electronic control unit (hereinafter referred to as “engine ECU”) 46 as means for controlling each part of the engine based on the detection values of the various sensors 41 to 45, that is, the engine operating state. Further, as a means for performing vehicle stability control (vehicle stability control, hereinafter referred to as “VSC”), which is one form of vehicle control, a VSC electronic control unit (hereinafter referred to as “VSCUCU”) 47 is provided in the vehicle. Yes. The VSC is a type of control in which the vehicle side assists a driving operation that is difficult for a general driver when the vehicle is running near the limit of the frictional force with the road surface. It is a technology that controls the direction of the vehicle by applying automatic braking to these wheels or controlling engine output.
[0022]
Each of the ECUs 46 and 47 is configured around a microcomputer, and a central processing unit (CPU) performs arithmetic processing according to a control program and initial data stored in a read-only memory (ROM), and based on the calculation result. Various controls. The calculation result by the CPU is temporarily stored in a random access memory (RAM).
[0023]
Both ECUs 46 and 47 are connected to each other, and data such as the calculation result can be communicated between the ECUs 46 and 47. The control specifications of the VSC ECU 47 are common regardless of the type of internal combustion engine. That is, not only the diesel engine 11 in the present embodiment but also other types of internal combustion engines, for example, gasoline engines, the control specifications of the VSC ECU 47 are the same. On the other hand, the control specifications of the engine ECU 46 are different for each type of internal combustion engine.
[0024]
As shown in FIG. 2, the data transmitted from the VSC ECU 47 to the engine ECU 46 is a torque (requested torque etqer) required for the diesel engine 11 to realize vehicle stability which is a predetermined vehicle driving characteristic. On the contrary, the data transmitted from the engine ECU 46 to the VSC ECU 47 is the actual torque etqcur and the accelerator required torque etqacbse. The actual torque etqcur is a torque (estimated value) actually generated by the diesel engine 11, and is obtained based on the engine speed ene and the injection amount command value eqfin. The accelerator request torque etqacbse is a torque requested by the driver through the depression operation of the accelerator pedal 37, and is obtained based on the accelerator opening eaccp and the engine speed ene.
[0025]
The control program stored in the ROM of the engine ECU 46 functionally includes an existing engine control unit 51 and an interface unit 52 interposed between the VSCU ECU 47 and the existing engine control unit 51. The existing engine control unit 51 controls a parameter related to the torque of the internal combustion engine (here, the diesel engine 11) based on the engine operating state, and generates torque in the internal combustion engine by the control. Occupies most of the control program. Examples of this parameter include the intake air amount, the fuel injection amount, and the ignition timing, although depending on the type of the internal combustion engine.
[0026]
Prior to the control by the existing engine control unit 51, the interface unit 52 takes in the required torque etqer transmitted from the VSC ECU 47 and converts it into a VSC required accelerator opening eacdown for causing the diesel engine 11 to generate the required torque etqer. The interface unit 52 takes in the accelerator opening eaccp, the engine speed ene, and the injection amount command value eqfin from the existing engine control unit 51, calculates the actual torque etqcur and the accelerator required torque etqacbse, and transmits them to the VSC ECU 47. .
[0027]
The control program for the existing engine control unit 51 is created for each type in order to control the internal combustion engine in an optimum state, and accordingly, the control program for the interface unit 52 is also different for each type of internal combustion engine. .
[0028]
Next, the operation of the present embodiment configured as described above will be described. The flowchart of FIG. 3 shows a routine for controlling fuel injection in the diesel engine 11 among the processes executed by the existing engine control unit 51.
[0029]
In step S110, the existing engine control unit 51 first compares the actual accelerator opening eaccp detected by the accelerator sensor 45 with the VSC required accelerator opening eacdown converted by the interface unit 52. Is set as the accelerator opening eaccpf for injection amount calculation.
[0030]
Subsequently, in step S120, based on the accelerator opening eaccpf for calculating the injection amount in step S110 and the engine rotational speed ene detected by the rotational speed sensor 44, or in addition to the detection values of other sensors, The injection amount command value eqfin is calculated according to the above equation or referring to a predetermined control map. Examples of detection values of other sensors include intake pressure by the intake pressure sensor 42, cooling water temperature by the water temperature sensor 43, intake air temperature by the intake temperature sensor 41, and the like.
[0031]
In step S130, the electromagnetic valve 22 is controlled in accordance with the injection amount command value eqfin to inject fuel from the injector 21. Thereafter, this routine is terminated.
[0032]
On the other hand, the flowchart of FIG. 4 shows a routine executed by the interface unit 52. In this routine, the interface unit 52 first takes in the requested torque etqer transmitted from the VSC ECU 47 in step S210.
[0033]
In step S220, the required accelerator opening eaccpreq is calculated based on the required torque etqer in step S210 and the engine speed ene taken from the existing engine control unit 51. For this calculation, a control map stored in advance in the ROM is referred to. This control map is for converting the required torque etqer into the required accelerator opening eaccpreq, and the required accelerator opening eaccpreq corresponding to the required torque etqer and the engine speed ene is defined. Then, the required accelerator opening eaccpreq corresponding to the required torque etqer and the engine speed ene is read from the control map.
[0034]
Next, in step S230, it is determined whether or not the diesel engine 11 is being started. This determination is performed based on, for example, the state (on or off) of the starter signal. The starter signal is output as ON when the ignition key is operated by the driver and the starter is operating. In addition, in this step S230, it is determined whether or not an abnormality has occurred in the diesel engine 11. This determination is performed based on, for example, a determination result of a separately provided abnormality determination routine.
[0035]
If both of these determination conditions are not satisfied, that is, if the diesel engine 11 is started and operates normally thereafter, in step S250, the required accelerator opening eaccpreq calculated in step S220 is set to the VSC required accelerator opening. Set as degrees eacdown. As described above, the VSC required accelerator opening eacdown is a value used when the existing engine control unit 51 calculates the injection amount calculating accelerator opening eaccpf.
[0036]
On the other hand, if either one of the determination conditions is satisfied, the predetermined value α is set as the VSC required accelerator opening eacdown in step S240. The predetermined value α is a value larger than a value that can normally be taken. In the present embodiment, the predetermined value α is set to 127.5%, but can be changed as appropriate. In this way, the predetermined value α is set as the VSC required accelerator opening eacdown at the time of starting or when the engine is abnormal, so that the required accelerator opening eaccpreq is not set as the injection amount calculating accelerator opening eaccpf. In other words, conversion from the required torque etqer to the VSC required accelerator opening eacdown is prohibited.
[0037]
Next, in step S260, the actual torque etqcur is calculated based on the injection amount command value eqfin calculated by the existing engine control unit 51 and the engine rotational speed ene used in step S220. For this calculation, a control map stored in advance in the ROM is referred to. In this control map, an actual torque etqcur corresponding to the injection amount command value eqfin and the engine speed ene is defined.
[0038]
In step S270, the accelerator required torque etqacbse is calculated based on the accelerator opening eaccp used when the existing engine control unit 51 calculates the accelerator opening eaccpf for injection amount calculation and the engine speed ene. For this calculation, a control map stored in advance in the ROM is referred to. This control map defines an accelerator required torque etqacbse corresponding to the accelerator opening eaccp and the engine rotational speed ene.
[0039]
In step S280, the actual torque etqcur calculated in step S260 and the accelerator required torque etqacbse calculated in step S270 are transmitted to the VSC ECU 47, and then this routine is terminated.
[0040]
According to both the above routines, in the diesel engine 11 that generates a torque according to the fuel injection amount and uses the depression opening degree (acceleration opening degree eaccp) of the accelerator pedal 37 as a parameter for adjusting the fuel injection amount, The transmitted request torque etqer is taken into the interface unit 52 of the engine ECU 46 (step S210). In order to obtain the required fuel injection amount for generating the required torque etqer, it is converted into the VSC required accelerator opening eacdown (steps S220 to S250). In other words, the required torque etqer is pseudo-converted into the VSC required accelerator opening eacdown separately from the actual depression degree (accelerator opening eaccp) of the accelerator pedal 37 when the required torque etqer is realized. .
[0041]
The VSC required accelerator opening eacdown is used for calculation of the injection amount command value eqfin in the existing engine control unit 51. That is, the accelerator opening eaccpf for calculating the injection amount is obtained based on the VSC required accelerator opening eacdown (step S110), and the injection amount command value eqfin is calculated using the value (step S120). Then, the electromagnetic valve 22 is controlled based on the injection amount command value eqfin (step S130). An amount of fuel corresponding to the injection amount command value eqfin is injected from the injector 21, and the diesel engine 11 generates a torque having a magnitude corresponding to the required torque etqer.
[0042]
According to the embodiment described above in detail, the following effects can be obtained.
(1) For the engine ECU 46 that is an engine control system, an existing engine control unit 51 that performs processing according to the flowchart of FIG. 3 that is an existing control specification is diverted, and an interface unit that performs processing according to the flowchart of FIG. 52 is added. For this reason, when changing to torque demand control, the change of the control specification can be reduced, and the design can be facilitated and the time can be shortened. Accordingly, with respect to the VSC ECU 47 that is a vehicle control system, it is possible to enjoy the advantage that the control specifications can be made common regardless of the type of the internal combustion engine.
[0043]
(2) When converting the required torque etqer to the required accelerator opening eaccpreq, the accelerator opening corresponding to the actual engine speed ene and the required torque etqer is read from the control map as the required accelerator opening eaccpreq. Therefore, the required accelerator opening degree eaccpreq read in this way takes into consideration the actual engine speed ene, and the conversion accuracy is improved.
[0044]
(3) It is determined whether or not the diesel engine 11 is started or abnormal (step S230). When starting or abnormal, the conversion from the required torque etqer to the VSC required accelerator opening eacdown is prohibited and a predetermined value α Is set as the VSC required accelerator opening eacdown (step S240). For this reason, when the operation of the diesel engine 11 is not stable or abnormal, the converted VSC required accelerator opening eacdown calculates the injection amount calculation accelerator opening eaccpf, the injection amount command value eqfin, and thus It is possible to prevent the fuel injection from being adversely affected.
[0045]
(4) As one of the control specifications of the interface unit 52, the actual torque etqcur generated by the diesel engine 11 is calculated based on the injection amount command value eqfin and the engine rotational speed ene (step S260) and transmitted to the VSC ECU 47. (Step S280). Therefore, based on the transmitted actual torque etqcur, it becomes possible for the VSC ECU 47 to grasp how the required torque etqer is reflected in the control in the engine ECU 46.
[0046]
(5) As one of the control specifications of the interface unit 52, an accelerator required torque etqacbse, which is a torque required by the driver through operation of the accelerator pedal 37, is calculated based on the accelerator opening eaccp and the engine speed ene (step S270), and is transmitted to the VSC ECU 47 (step S280). For this reason, based on the transmitted accelerator request torque etqacbse, it becomes possible for the VSC ECU 47 to grasp how the request torque etqer is reflected in the control in the engine ECU 46.
[0047]
Note that the present invention can be embodied in another embodiment described below.
The present invention can be applied not only to VSC but also to vehicles that are affected by the output of the internal combustion engine among vehicle controls, for example, vehicles that perform shift control, traction control, etc. of an automatic transmission.
[0048]
As a control specification of the interface unit 52, the required torque etqer from the VSC ECU 47 may be converted into a fuel injection amount instead of the required accelerator opening eaccpreq.
[0049]
In the embodiment, the control map stored in the ROM is used for calculating the required accelerator opening eaccpreq, the actual torque etqcur, and the accelerator required torque etqacbse, but it may be calculated according to a predetermined arithmetic expression. Good.
[0050]
In addition, technical ideas that can be grasped from the respective embodiments will be described below. In addition, the effect is also demonstrated as needed.
(1) In the vehicle control apparatus according to claim 2 or 3, when the determination unit determines whether the diesel engine is started or abnormal, and when the determination unit determines that the engine is starting or abnormal, the conversion unit Conversion prohibiting means for prohibiting conversion according to.
[0051]
(2) The vehicle control device according to (1), further comprising setting means for setting a predetermined value as the required accelerator opening when conversion is prohibited by the conversion prohibiting means.
[0052]
According to the above configurations (1) and (2), it is possible to prevent the required accelerator opening after conversion from adversely affecting the calculation of the fuel injection amount and the fuel injection when the diesel engine is started or when an abnormality occurs. be able to.
[0053]
(3) The vehicle control device according to any one of claims 2 and 3, or (1) and (2), further comprising a rotation speed detecting means for detecting a rotation speed of the diesel engine, wherein the engine The control means includes an actual torque calculation means for calculating an actual torque generated by the diesel engine based on a fuel injection amount by the control execution means and a rotation speed by the rotation speed detection means, and an actual torque by the actual torque calculation means. Is further provided with an actual torque transmitting means for transmitting to the vehicle control means.
[0054]
According to the above configuration, the actual torque that is considered to be generated in the diesel engine is obtained based on the fuel injection amount and the rotational speed by the actual torque calculating means, and transmitted from the actual torque transmitting means to the vehicle control means. . Based on the transmitted actual torque, it becomes possible for the vehicle control means to grasp how the required torque is reflected in the control by the engine control means.
[0055]
(4) In the vehicle control device according to any one of claims 2 and 3 or (1) to (3), an accelerator opening detecting means for detecting an opening of an accelerator operating member, and the diesel engine A rotation speed detection means for detecting the rotation speed of the accelerator operation member, based on the accelerator opening degree by the accelerator opening degree detection means and the rotation speed by the rotation speed detection means. Accelerator demand torque calculating means for calculating the torque requested by the driver through, and accelerator demand torque transmitting means for transmitting the accelerator demand torque by the accelerator demand torque calculating means to the vehicle control means.
[0056]
According to the above configuration, the torque that is considered to be generated in the diesel engine is obtained by the accelerator request torque calculation means based on the accelerator opening and the rotation speed, and is transmitted from the accelerator request torque transmission means to the vehicle control means. The Based on this transmitted accelerator demand torque, it becomes possible for the vehicle control means to grasp how the demand torque is reflected in the control by the engine control means.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing the configuration of an embodiment of a vehicle control apparatus of the present invention.
FIG. 2 is a block diagram showing a configuration of a control system.
FIG. 3 is a flowchart showing a procedure for controlling fuel injection in a process executed by an existing engine control unit in an engine ECU.
FIG. 4 is a flowchart showing processing by an interface unit in the engine ECU.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 11 ... Diesel engine, 37 ... Accelerator pedal, 44 ... Rotational speed sensor, 46 ... Engine ECU, 47 ... VSCUCU, 51 ... Existing engine control part, 52 ... Interface part.

Claims (2)

Applied to a diesel engine that generates torque according to the fuel injection amount, and includes control execution means for controlling the fuel injection amount based on the opening of the accelerator operation member, and the diesel engine is controlled by the control execution means. Engine control means for generating torque;
In a vehicle control device comprising vehicle control means for controlling a vehicle using the diesel engine as a power source,
The vehicle control means includes torque request means for requesting the engine control means for torque for realizing predetermined vehicle driving characteristics,
The engine control unit, prior to the control by the control execution means, the torque required from the torque request means, the actual opening of the accelerator operation member a accelerator opening for produce originating in the diesel engine Further including conversion means for converting to a pseudo required accelerator opening different from
The control execution means obtains a fuel injection amount based on the required accelerator opening when the required accelerator opening converted by the converting means is smaller than the actual opening of the accelerator operating member , and the amount of fuel The vehicle control apparatus characterized by injecting fuel. A rotation speed detecting means for detecting the rotation speed of the diesel engine;
The conversion means includes storage means for storing the required accelerator opening in advance in association with the rotational speed and the required torque of the diesel engine, and at the time of conversion of the required torque, the actual rotational speed by the rotational speed detecting means 2. The vehicle control apparatus according to claim 1, wherein a required accelerator opening corresponding to a required torque from the torque request means is read from the storage means.

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