JP4075395B2 - Control device for vehicle engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a control device for a vehicle engine.
[0002]
[Prior art]
  In a vehicle, an unpleasant vibration is often generated from the drive system at the time of acceleration when the engine load is increased. This unpleasant vibration is mainly caused by the torsional vibration of the drive shaft in the drive system, and is generated when the engine torque increased as the engine load increases includes the resonance frequency component of the drive system. The resonance frequency is different for each gear ratio of the transmission.
[0003]
  In order to reduce unpleasant vibrations generated from the drive system, Japanese Patent Application Laid-Open No. 8-232696 discloses a predetermined mode of acceleration that includes a resonance frequency component set according to the gear ratio of the transmission. It is disclosed that when the engine load increase mode is a predetermined mode, the engine torque is reduced by reducing the amount of fuel supplied. It is also disclosed that the amount of supplied fuel is reduced by delaying the engine speed by about one revolution from the detection timing of acceleration in a predetermined mode (phase matching).
[0004]
[Problems to be solved by the invention]
  By the way, in the publication described in the above publication, several acceleration modes that include the resonance frequency component of the drive system are typically set in advance, and it is detected that these are preset acceleration modes. As a condition, control of engine torque reduction for vibration reduction is executed.
[0005]
  However, the aspect of acceleration that includes the resonance frequency component of the drive system is practically infinite, and in addition to this, considering that the resonance frequency is different for each gear ratio, the resonance frequency component is set in advance. Setting the aspect of acceleration to be included in advance has room for improvement in sufficiently reducing the vibration of the drive system. That is, even in the acceleration mode including the resonance frequency component, unless this acceleration mode is set in advance, the engine torque reduction control is not executed, and the drive system is vibrated.
[0006]
  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a control device for a vehicle engine that can more reliably reduce vibration of a drive system during acceleration.
[0007]
[Means for Solving the Problems]
  In order to achieve the above object, in the present invention, basically, at the start of acceleration, a time change of a value related to the engine load that will be realized by the acceleration is predicted, and the resonance frequency of the drive system is determined from the predicted change. The components are extracted, and the engine torque is reduced so as to reduce the extracted resonance frequency components. Specifically:BasicSolution methodIt is premised on having. That is,
  An accelerator position detector that detects a value related to the accelerator position; an engine speed detector that detects a value related to the engine speed;
  When it is detected that an operation for increasing the accelerator opening by the driver is performed based on the detection result of the accelerator opening detecting means, the accelerator opening is determined based on the value related to the engine speed and the value related to the accelerator opening. Engine load change prediction means for predicting a time change of a value related to the engine load in a predetermined period range from the increase operation of
  Filter means for extracting a resonance frequency component of a drive system of the vehicle from a time change of a value related to the engine load predicted by the engine load change prediction means;
  Torque reduction means for reducing engine torque corresponding to the resonance frequency component at a timing corresponding to the resonance frequency component extracted by the filter means;
It is supposed to be equipped with. Examples of the value related to the accelerator opening include an accelerator opening and a throttle opening. Examples of the value related to the engine speed include an engine speed, a vehicle speed, and a turbine speed of a torque converter. Examples of the value related to the engine load include charging efficiency. Further, the timing corresponding to the resonance frequency component can be an elapsed time from the accelerator operation.
[0008]
  the aboveBasicAccording to the solution method, the resonance frequency component of the drive system is extracted from the time change of the value related to the engine load that is predicted to be realized, and the engine torque is reduced so as to reduce the extracted resonance frequency component. In addition, it is possible to reliably reduce the vibration of the drive system caused by the resonance frequency component while reliably grasping at the time of acceleration that the vibration of the drive system is generated because the resonance frequency component is included. Although it is conceivable to reduce the engine torque when the vehicle body vibration is detected (feedback control), in this case, there is a problem in terms of responsiveness (if the engine torque is reduced after the vehicle body vibration is detected, the engine torque is delayed). Too much) is virtually impossible to adopt.
[0009]
  The present invention provides the above basicAssuming the solution method, the following solution methods are combined.SelectivelyIt has been adopted.That is,The correction means corrects the timing corresponding to the resonance frequency component extracted by the filter means according to the engine speed, and corrects the torque reduction timing so that the torque reduction is performed earlier as the engine speed is lower. By(Claim 1)Further, it is possible to prevent a delay in engine torque reduction timing due to a calculation delay when the engine speed is low, and to more reliably reduce vibrations in the drive system.
[0010]
  In addition, when the engine load is smaller than a predetermined value, a prohibiting unit that prohibits the torque reduction control by the torque reducing unit can be further provided.(Claim 2). When the engine load is originally small, the vibration of the drive system itself is practically not a problem, which is preferable for sufficiently satisfying the simplification of control and the acceleration requirement.
[0011]
  When the transmission mounted on the vehicle is a continuously variable transmission, it is possible to reduce the engine torque that is reduced by a torque corresponding to the inertia of the continuously variable transmission at the time of shifting.(Claim 3). That is, in a continuously variable transmission, control is generally performed so that the gear ratio is changed to the low speed stage during acceleration. Since the transmission absorbs torque, reducing the engine torque that should be reduced by this amount further optimizes the amount of reduction in engine torque for reducing drive system vibration, and reduces drive system vibration. This is preferable for sufficiently carrying out.
[0012]
  Further, when the required torque reduction amount corresponding to the resonance frequency component is smaller than the first set value, the torque reducing means reduces the engine torque by retarding the ignition timing, while the torque reduction amount is the first set value. When the value is larger than the second set value set to a value greater than the value, the engine torque is reduced by fuel cut, and the required torque reduction amount is between the first set value and the second set value. The torque is reduced only by retarding the ignition timing at a timing corresponding to the resonance frequency component, and the required torque reduction amount is the first set value and the second set value. At a timing later than the above timing so that the trough of torque generated immediately after the peak of torque generated by the resonance frequency component becomes smaller. It may further include a torque increasing means for increasing the engine torque(Claim 4). In this case, when the torque to be reduced is small, which is not more than the first set value, the torque can be accurately reduced by retarding the ignition timing, and when the torque to be reduced is large, which is not less than the second set value. The torque can be sufficiently reduced by the fuel cut. Further, when the torque to be reduced is intermediate between the first set value and the second set value, the acceleration vibration corresponding to the resonance frequency component can be reduced. By increasing the torque so as to fill the torque valley, the acceleration vibration is sufficiently prevented or suppressed.
[0013]
  At that time, when the required torque reduction amount is between the first set value and the second set value, the torque reducing means retards the ignition timing to the maximum retard amount.(Corresponding to claim 5)The peak of torque at the beginning of acceleration can be made as small as possible, and the trough of the torque generated next can be made small. As a whole, acceleration vibration can be reduced more effectively. Further, by increasing the torque by the torque corresponding to the difference between the torque reduction amount obtained by the maximum retardation of the ignition timing by the torque reduction means and the required torque reduction amount,(Corresponding to claim 6)The torque increase amount can be easily set. The torque increasing means can increase the torque by at least one of the enrichment of the air-fuel ratio and the increase of the intake air amount, which is preferable for easily and accurately increasing the torque. It becomes.
[0014]
  Furthermore, the torque reducing means is set to a predetermined air-fuel ratio range in which the air-fuel ratio after the leaning correction necessary for obtaining the required torque reduction amount corresponding to the resonance frequency component is greater than or equal to a predetermined value. When not applicable, the required torque reduction amount is realized by the leaning correction, and when the air-fuel ratio after the leaning correction is within the predetermined air-fuel ratio range, the required torque reduction amount is reduced by retarding the ignition timing. By configuring to achieve(Corresponding to claim 7)Reduces engine torque to reduce acceleration vibrations while making effective use of lean correction of air-fuel ratio, which is advantageous for improving fuel efficiency, and effectively using ignition timing retardation to prevent NOx increase Alternatively, it can be suppressed.
[0015]
  Specifically, when the air-fuel ratio after the lean correction is leaner than a specific air-fuel ratio set as an air-fuel ratio leaner than the predetermined air-fuel ratio range, the air-fuel ratio is corrected to the specific air-fuel ratio. A reduction in engine torque is realized, and a torque reduction amount that is insufficient with respect to the required torque reduction amount only by using the specific air-fuel ratio is realized by retarding the ignition timing.(Corresponding to claim 8)Furthermore, when the sum of the torque reduction amount obtained by correcting to the specific air-fuel ratio and the torque reduction amount obtained by retarding the ignition timing is smaller than the required torque reduction amount, the fuel cut is performed. By configuring for torque reduction(Corresponding to claim 9)Reduces engine torque to reduce acceleration vibrations while making effective use of lean correction of air-fuel ratio, which is advantageous for improving fuel efficiency, and effectively using ignition timing retardation to prevent NOx increase Alternatively, it can be suppressed.
[0016]
【The invention's effect】
  According to the present invention, it is possible to reliably grasp that the acceleration mode includes a resonance frequency component of the drive system, and to reliably reduce the vibration of the drive system.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
  In FIG. 1, reference numeral 1 denotes an engine body having a multi-cylinder (in the embodiment, a spark ignition type in-line four cylinder), and an intake passage thereof is denoted by reference numeral 2. The intake passage 2 has a surge tank 3 in the middle, and the intake passage on the upstream side thereof is a common intake passage 4 common to each cylinder. In this common intake passage 4, an air cleaner 5, an air flow meter 6 as an engine load detecting means, and a throttle valve 7 are arranged in order from the upstream side to the downstream side. The intake passage 2 on the downstream side of the surge tank 3 is an independent intake passage 8 provided independently for each cylinder, and a fuel injection valve 9 as a fuel supply means is arranged in the independent intake passage 8. It is installed.
[0018]
  In FIG. 1, U is a control unit (controller) configured using a microcomputer. The control unit U includes an intake air amount signal as a value related to the engine load detected by the air flow meter 6, and a throttle opening sensor 7a that detects the opening of the throttle valve 7 (corresponding to a value related to the accelerator opening). A throttle opening signal, an engine speed signal detected by the engine speed sensor 10, and a gear ratio signal from a gear ratio detection sensor 11 that detects the gear ratio of the transmission are input. The control unit U outputs a fuel injection amount signal to the fuel injection valve 9 and an ignition timing signal to an igniter 13 that controls the ignition timing of the spark plug 12 for engine torque reduction control. .
[0019]
  FIG. 2 shows a change in engine speed (the same as a change in torque indicating vehicle vibration or a change in longitudinal acceleration of the vehicle) during a so-called step response when the accelerator pedal is depressed at a stroke. When the accelerator pedal is stepped in step response, it includes substantially all frequency components, and therefore includes the resonance frequency component of the drive system during acceleration, resulting in a large torque change at the beginning of acceleration. (Increase). In particular, the first large torque increase at the initial stage of acceleration enclosed by a broken-line circle in FIG. 2 is caused by an unpleasant vibration in which the drive system resonates, and it is immediately after this large torque increase is prevented. This also prevents or suppresses a large drop in torque, and is effective in effectively reducing unpleasant vibrations generated by the drive system.
[0020]
  FIG. 3 shows the resonance frequency of the drive system for each gear ratio. In the example of FIG. 3, the resonance frequency is around 2 Hz at the first speed, around 4 Hz at the second speed, and around 6 Hz at the third speed. In the 4th speed, it is around 8 Hz, and in the 5th speed, it is around 10 Hz. The resonance frequencies of 2 Hz to 10 Hz are all included when the accelerator pedal is stepped on.
[0021]
  The control unit U extracts the resonance frequency component corresponding to the gear ratio from the time change of the intake air amount signal predicted at the start of acceleration in order to prevent vibration of the drive system at the time of acceleration. After adjusting the phase for the calculation delay in order to adapt the frequency component torque to the fuel injection timing, the engine torque is controlled to be reduced by the amount of the resonance frequency component torque. FIG. 4 schematically shows the control contents of the control unit U.
[0022]
  4 will be described. In FIG. 4, the time is set with reference to the fuel injection timing. First, the change predicting means 20 predicts and calculates the time change of the charging efficiency (Ce) based on the intake air amount signal detected by the air flow meter 6, and the calculation result (a mode as indicated by reference numeral 31) is a bandpass filter. 21 is input. The filter coefficient of the band pass filter 21 is set and changed so as to extract the resonance frequency component corresponding to the gear ratio, and the resonance frequency component corresponding to the gear ratio is output. Indicated. Here, Cesnf is the ratio of the torque causing the shock due to the resonance of the drive system to the entire Ce.
[0023]
  The phase of the output from the band pass filter 21 is advanced by the phase matching means 22 in order to compensate for the delay in the control execution timing due to the calculation. This phase matching (phase correction) is preferably performed using the engine speed as a parameter. For example, as the engine speed decreases (lowers), the degree of phase advance is increased so that torque reduction is performed faster. That is, fuel injection timing and ignition timing are normally set based on the engine speed, but detection of the engine speed itself is usually obtained by calculation based on the period of a pulse generated every engine rotation. Therefore, when the engine speed is small, the period of the generated pulse becomes long and the response delay due to the calculation becomes large. Therefore, the phase is advanced as the engine speed is small as described above. A state in which the phase is matched by the phase matching means 22 is indicated by reference numeral 33.
[0024]
  The magnitude of the torque of the resonance frequency component after phase matching as described above is set as a reduction amount of the engine torque by the reduced torque conversion means 23, and this set reduction amount of the engine torque is indicated by reference numeral 34. It is. As a method for reducing engine torque, only ignition timing adjustment (ignition timing retardation), fuel injection amount adjustment (fuel injection amount decrease correction), or adjustment of both ignition timing and fuel injection amount are appropriately performed. be able to. Also, the calculated torque reduction amount is based on values related to the driver's accelerator pedal operation speed (accelerator opening change speed, throttle opening change speed, etc.), and the torque reduction amount decreases as the accelerator operation speed increases. (If the accelerator opening degree and the accelerator operation speed each exceed a predetermined value, the torque reduction amount may be set to zero). This correction based on the accelerator operation speed can ensure the output when the driver wants to increase the engine output, and can prevent the driver from feeling uncomfortable with the control.
[0025]
  FIG. 5 is a flowchart showing more specifically the control contents of the control unit U shown in FIG. 4, and this flowchart will be described below. In the following description, Q indicates a step. First, in Q1, various data such as the intake air amount, the engine speed, the gear ratio, and the throttle valve opening are read. In Q2, a resonance frequency corresponding to the current gear position is set. In Q3, the filter coefficient of the bandpass filter 21 is set based on the resonance frequency and the engine speed. This filter coefficient sets the center value of the resonance frequency and the size of the band before and after that. The bandpass filter can be a two-dimensional digital filter, for example, and the transfer function H (z) is expressed by the following equation using the following five filter coefficients a0, a1, a2, b1, and b2. (“−2” in the equation is “minus-square”), and Q3 is a process for setting (changing) these five filter coefficients.
[0026]
  H (z) = (a0 · z−2 + a1 · z + a2) / (z−2 + b1 · z + b2)
[0027]
  In Q4, it is determined whether or not the intake air amount as the engine load is at a high load of a predetermined value or more. If the determination in Q4 is NO, that is, if the load is low, the engine torque reduction control is not necessary and the routine returns. If YES in Q4, the resonance frequency component is extracted in Q5 (corresponding to the processing of the bandpass filter 21 in FIG. 3. The extraction result is represented by the ratio Cesnf of the torque in the entire Ce. ). Next, in Q6, the extracted resonance frequency components are phase-matched (corresponding to the processing of the phase matching means 22 in FIG. 3).
[0028]
  In Q7, the resonance frequency component subjected to phase matching is converted into torque (corresponding to the process of the reduced torque conversion means 23 in FIG. 3). This conversion of Q7 is performed by multiplying Cesnf by a predetermined conversion coefficient.
[0029]
  After Q7, in order to reduce the torque corresponding to the resonance frequency component, the torque down timing and the required torque down amount are determined, and the ignition timing retardation correction amount and the fuel injection amount for realizing the required torque down amount are determined. The reduction correction amount is determined based on a map of preset ignition timing, fuel injection amount, and torque down amount, and is executed at the torque down timing (processing of Q10). However, in the embodiment, the processing of Q8 and Q9 is separately set to cope with the case where the transmission is a continuously variable transmission. That is, in Q8, it is determined whether or not there is a change in gear ratio. If the determination is YES, in Q9, assuming that the transmission is a continuously variable transmission, the transmission of the continuously variable transmission is changed. The amount of reduction in engine torque is corrected so as to be reduced by an amount corresponding to the accompanying inertia. The torque corresponding to the inertia in Q9 is calculated by multiplying “(current gear ratio−previous gear ratio) / engine speed” by a predetermined conversion coefficient. When the determination in Q8 is NO or after Q9, the engine torque is reduced at Q10. Alternatively, the driver's output request may be secured by detecting the driver's accelerator operation speed and correcting the decrease in the torque reduction amount as the accelerator operation speed increases.
[0030]
  The details of Q10 in FIG. 5 will be described with reference to the flowchart of FIG. First, in Q21, it is determined whether or not the torque down amount to be reduced (torque down rate in the embodiment) is larger than a first set value (for example, 30%). If the determination in Q21 is NO, in Q22, torque reduction is performed by retarding the ignition timing.
[0031]
  If YES in Q21, it is determined in Q23 whether the amount of torque reduction to be reduced is smaller than a second set value (greater than the first set value, for example, 70%). If the determination in Q23 is NO, in Q24, the torque is reduced by fuel cut.
[0032]
  When YES is determined in Q23, the torque reduction amount to be reduced is in a range between the first set value and the second set value. At this time, first, at Q25, the ignition timing is set to the maximum retardation amount within a range where no misfire occurs. Next, in Q26, a torque decrease at a portion indicated as a trough of torque to be filled in FIG. 2 is calculated. This can be set in accordance with the required torque reduction amount. It can be set as a ratio (for example, 70%).
[0033]
  Thereafter, a torque increase amount is calculated as a torque increase corresponding to the torque decrease calculated in Q26 (for example, an increase in intake air amount corresponding to the required torque increase, a fuel injection amount Calculation of increase correction). In Q28, when it is possible to confirm the timing at which the torque trough generated next to the first torque peak is confirmed, torque increase is executed in Q29.
[0034]
  Here, the torque increase amount in Q27 can be a torque difference obtained by subtracting the torque reduction amount that is reduced by setting the maximum retardation amount from the required torque reduction amount to be reduced. That is, by retarding the ignition timing, the peak of the first torque of the acceleration vibration is considerably reduced even if it is not sufficient, so that the torque valley generated next also retards the ignition timing. It is smaller than when not. Therefore, setting the amount of torque reduction that is insufficient only by retarding the ignition timing as the torque increase amount is preferable in preventing a situation where the torque increase amount is erroneously set too large.
[0035]
  <Second Embodiment>
  Next, a second embodiment relating to torque down control at Q10 in FIG. 5 will be described.
  In the present embodiment, the torque reduction in FIG. 5 is performed using the air-fuel ratio lean correction and the ignition timing retardation, and the outline thereof will be described with reference to FIG. . First, FIG. 7 shows a change in the amount of torque reduction, that is, a state in which the torque is reduced by making the air-fuel ratio leaner, and a state in which the amount of NOx changes. As is apparent from FIG. 7, the torque reduction amount increases as the air-fuel ratio becomes leaner.
[0036]
  On the other hand, the NOx amount becomes maximum when the air-fuel ratio is around 16, and the NOx amount is reduced even when the air-fuel ratio becomes rich from the vicinity of 16 or leans. In FIG. 6, a first air-fuel ratio α1 (> theoretical air-fuel ratio) richer than the air-fuel ratio 16 and a second air-fuel ratio α2 leaner than the air-fuel ratio 16 are set. The two air-fuel ratios α1 and α2 are values close to the air-fuel ratio 16, and are selected and set from values so that the NOx amount becomes the same value. That is, the air-fuel ratio range between α1 and α2 is a predetermined air-fuel ratio range in which the NOx amount is equal to or greater than a predetermined value.
[0037]
  In a predetermined air-fuel ratio range in which the air-fuel ratio is between α1 and α2, only torque-down control by retarding the ignition timing is performed without performing torque-down control by correcting the lean air-fuel ratio. When the air-fuel ratio is outside the predetermined air-fuel ratio range, that is, when the air-fuel ratio after the lean correction is richer than α1 or leaner than α2, only the torque-down control by the air-fuel ratio lean correction is performed. .
[0038]
  A specific air-fuel ratio β that is set larger (lean) than α2 is set for the air-fuel ratio for lean correction. This air-fuel ratio β is an air-fuel ratio that becomes the lean limit, and even if it is leaner than that, it is difficult to increase the torque reduction amount while ensuring reliable combustion. When the air-fuel ratio after the theoretical lean correction necessary for the required torque reduction amount is equal to or higher than the specific air-fuel ratio β, the lean correction is executed with the value of the specific air-fuel ratio β. At the same time, the ignition timing is retarded by the amount of torque reduction that is insufficient when the specific air-fuel ratio β is set.
[0039]
  A specific example of the torque reduction control described above will be described with reference to the flowchart of FIG. First, in Q21, the air-fuel ratio AF · A after lean correction necessary for realizing the required torque reduction amount only by making the air-fuel ratio lean is determined. In Q22, it is determined whether or not the corrected air-fuel ratio AF · A is within the predetermined air-fuel ratio range between α1 and α2. If YES in Q22, torque reduction is executed only by retarding the ignition timing in Q23 in order to prevent or suppress an increase in the amount of NOx.
[0040]
  If the determination in Q22 is NO, it is determined whether or not the corrected air-fuel ratio AF · A is equal to or greater than the specific air-fuel ratio β described above. When the determination in Q24 is NO, torque reduction is performed by executing the corrected air-fuel ratio AF · A in Q25 (torque reduction only by correction of lean air-fuel ratio).
[0041]
  If the determination in Q24 is YES, an insufficient torque reduction amount that is the difference between the torque reduction amount when the air-fuel ratio is β and the required torque reduction amount is calculated in Q26. Next, at Q27, a retard amount of the ignition timing corresponding to the calculated insufficient torque reduction amount is determined. In Q28, torque reduction is performed by leaning correction with β as the air-fuel ratio, and torque reduction by retarding the ignition timing with the retard amount determined in Q27.
[0042]
  Here, when the added value of the torque reduction amount due to the lean correction of the air-fuel ratio and the torque reduction amount due to the retard of the ignition timing becomes smaller than the required torque reduction amount, only the fuel cut is performed. You can also In FIG. 8, when the air-fuel ratio after the lean correction is richer than α2, torque reduction control may be performed only by retarding the ignition timing.
[0043]
  Further, as a whole, when the required torque reduction amount is small (below the first predetermined value), torque reduction control is performed only by retarding the ignition timing, and when the required torque reduction amount is large (larger than the first predetermined value). (When the value is equal to or greater than the second predetermined value set), torque reduction control is performed only by fuel cut, and when the required torque reduction amount is intermediate between the first predetermined value and the second predetermined value, the air-fuel ratio As described above, the method of the present invention that combines the retard of the ignition timing may be adopted as the torque reduction control at the time of the lean correction. it can.
  Although the embodiment has been described above, the present invention is not limited to this, and includes, for example, the following cases. The type of the engine is not particularly limited, such as a V-type engine, a diesel engine, and a supercharged engine. As a value related to the engine load, in addition to the intake air amount, an accelerator opening, a throttle opening, an intake negative pressure, an intake flow velocity, and the like can be selected as appropriate. Each step (step group) shown in the flow chart or various members such as sensors and switches can be expressed by adding the name of the means to the high-order expression of the function. Further, the function of each step (step group) shown in the flowchart can be expressed as a function of a function unit set in the control unit (controller) (existence of a function unit). Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage. Furthermore, the present invention can also be expressed as a control method.
[Brief description of the drawings]
FIG. 1 is an overall system diagram of an engine to which the present invention is applied.
FIG. 2 is a diagram showing an example of vibration caused by resonance of a drive system during acceleration.
FIG. 3 is a diagram illustrating an example of a resonance frequency according to a gear position.
FIG. 4 is a block diagram showing the control contents of the present invention.
FIG. 5 is a flowchart showing a control example of the present invention.
FIG. 6 is a flowchart showing control of torque reduction and increase.
FIG. 7 is a diagram showing torque reduction control using lean air-fuel ratio correction.
FIG. 8 is a flowchart showing torque reduction control of FIG.
[Explanation of symbols]
1: Engine body
2: Intake passage
6: Air flow meter (engine load detection means)
7: Throttle valve
7a: throttle opening sensor (detection of value related to accelerator opening)
9: Fuel injection valve
10: Engine speed sensor
11: Gear position sensor
12: Spark plug
13: Igniter
21: Bandpass filter (resonance frequency component extraction)
22: Phase matching means
23: Reduction torque conversion means
U: Control unit

Claims (9)

An accelerator position detector that detects a value related to the accelerator position; an engine speed detector that detects a value related to the engine speed;
When it is detected that an operation for increasing the accelerator opening by the driver is performed based on the detection result of the accelerator opening detecting means, the accelerator opening is determined based on the value related to the engine speed and the value related to the accelerator opening. Engine load change prediction means for predicting a time change of a value related to the engine load in a predetermined period range from the increase operation of
Filter means for extracting a resonance frequency component of a drive system of the vehicle from a time change of a value related to the engine load predicted by the engine load change prediction means;
Torque reduction means for reducing engine torque corresponding to the resonance frequency component at a timing corresponding to the resonance frequency component extracted by the filter means;
Correction means for correcting the timing corresponding to the resonance frequency component extracted by the filter means according to the engine speed;
With
The correction means is configured to correct the torque reduction timing so that the torque reduction is performed earlier as the engine speed is lower.
A control device for a vehicle engine. An accelerator position detector that detects a value related to the accelerator position; an engine speed detector that detects a value related to the engine speed;
When it is detected that an operation for increasing the accelerator opening by the driver is performed based on the detection result of the accelerator opening detecting means, the accelerator opening is determined based on the value related to the engine speed and the value related to the accelerator opening. Engine load change prediction means for predicting a time change of a value related to the engine load in a predetermined period range from the increase operation of
Filter means for extracting a resonance frequency component of a drive system of the vehicle from a time change of a value related to the engine load predicted by the engine load change prediction means;
Torque reduction means for reducing engine torque corresponding to the resonance frequency component at a timing corresponding to the resonance frequency component extracted by the filter means;
Prohibiting means for prohibiting torque reduction control by the torque reducing means when the engine load is smaller than a predetermined value ;
And that the control device for a vehicle engine, characterized by comprising a. An accelerator position detector that detects a value related to the accelerator position; an engine speed detector that detects a value related to the engine speed;
When it is detected that the accelerator opening increase operation by the driver is performed based on the detection result of the accelerator opening detecting means, the accelerator opening is determined based on the value related to the engine speed and the value related to the accelerator opening. Engine load change prediction means for predicting a time change of a value related to the engine load in a predetermined period range from the increase operation of
Filter means for extracting a resonance frequency component of a drive system of the vehicle from a time change of a value related to the engine load predicted by the engine load change prediction means;
Torque reduction means for reducing engine torque corresponding to the resonance frequency component at a timing corresponding to the resonance frequency component extracted by the filter means;
With
The transmission mounted on the vehicle is a continuously variable transmission,
The torque reduction means reduces the engine torque that is reduced by a torque corresponding to the inertia of the continuously variable transmission when shifting the continuously variable transmission.
A control device for a vehicle engine. An accelerator position detector that detects a value related to the accelerator position; an engine speed detector that detects a value related to the engine speed;
When it is detected that the accelerator opening increase operation by the driver is performed based on the detection result of the accelerator opening detecting means, the accelerator opening is determined based on the value related to the engine speed and the value related to the accelerator opening. Engine load change prediction means for predicting a time change of a value related to the engine load in a predetermined period range from the increase operation of
Filter means for extracting a resonance frequency component of a drive system of the vehicle from a time change of a value related to the engine load predicted by the engine load change prediction means;
Torque reduction means for reducing engine torque corresponding to the resonance frequency component at a timing corresponding to the resonance frequency component extracted by the filter means;
With
The torque reduction means reduces the engine torque by retarding the ignition timing when the required torque reduction amount corresponding to the resonance frequency component is smaller than the first set value, while the torque reduction amount is less than the first set value. Is larger than the second set value set to a larger value, the engine torque is reduced by fuel cut, and the required torque reduction amount is larger between the first set value and the second set value. At that time, it is configured to perform torque reduction only by retarding the ignition timing at a timing corresponding to the resonance frequency component,
When the required torque reduction amount is a magnitude between the first set value and the second set value, a torque trough generated immediately after a torque peak generated by the resonance frequency component is reduced. A torque increasing means for increasing the engine torque at a timing later than the timing;
A control device for a vehicle engine. In claim 4 ,
The torque reduction means retards the ignition timing to a maximum retard amount when the required torque reduction amount is between the first set value and the second set value. Engine control device. In claim 5 ,
The vehicle engine characterized in that the torque increasing means increases the torque by a torque corresponding to a difference between a torque reduction amount obtained by a maximum retardation of the ignition timing by the torque reducing means and the required torque reduction amount. Control device. An accelerator position detector that detects a value related to the accelerator position; an engine speed detector that detects a value related to the engine speed;
When it is detected that an operation for increasing the accelerator opening by the driver is performed based on the detection result of the accelerator opening detecting means, the accelerator opening is determined based on the value related to the engine speed and the value related to the accelerator opening. Engine load change prediction means for predicting a time change of a value related to the engine load in a predetermined period range from the increase operation of
Filter means for extracting a resonance frequency component of a drive system of the vehicle from a time change of a value related to the engine load predicted by the engine load change prediction means;
Torque reduction means for reducing engine torque corresponding to the resonance frequency component at a timing corresponding to the resonance frequency component extracted by the filter means;
With
The torque reduction means is set so as to be able to reduce engine torque by correcting the lean air-fuel ratio and reducing engine torque by retarding the ignition timing,
In the torque reduction means, the air-fuel ratio after the lean correction necessary to obtain the required torque reduction amount corresponding to the resonance frequency component does not fall within a predetermined air-fuel ratio range in which the NOx amount in the exhaust gas becomes a predetermined value or more. When the air-fuel ratio after the leaning correction is within the predetermined air-fuel ratio range, the required torque reduction amount is realized by retarding the ignition timing. Is set to
A control device for a vehicle engine. In claim 7 ,
When the air-fuel ratio after the lean correction is leaner than a specific air-fuel ratio set as an air-fuel ratio leaner than the predetermined air-fuel ratio range, the torque reducing means is corrected to the specific air-fuel ratio. The engine torque can be reduced with the specific air-fuel ratio, and the torque reduction amount that is insufficient with respect to the required torque reduction amount can be realized by retarding the ignition timing. A vehicle engine control device. In claim 8 ,
The torque reduction means is set to also perform torque reduction by fuel cut, and a torque reduction amount obtained by correcting to the specific air-fuel ratio and a torque reduction amount obtained by retarding the ignition timing. The vehicle engine control apparatus is configured to perform torque reduction by fuel cut when the added value is smaller than the required torque reduction amount.

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