JP4854780B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine that drives a vehicle, and more particularly, to a control device that suppresses vehicle vibration caused by fluctuations in output torque of the internal combustion engine.

  Patent Document 1 discloses a throttle control device that suppresses vibration of a vehicle drive system that is generated when an accelerator pedal is operated by controlling the opening of a throttle valve. According to this device, the vibration suppression of the drive system by the inverse filter control and the other vibration suppression control (for example, the retard control of the ignition timing) are executed so as not to interfere with each other. Here, in the inverse filter control, the drive shaft torque transfer characteristic Gp with respect to the throttle valve opening command value and the drive shaft torque target transfer characteristic Gm with respect to the accelerator opening are obtained in advance, and W (= Gm / Gp). The throttle valve opening command value is calculated from the accelerator opening using a phase compensator having the following transfer characteristics.

  In Patent Document 2, a differential value (differential acceleration) DA of the acceleration A of the vehicle drive system is calculated, and the ignition timing is retarded according to the differential acceleration DA to suppress vehicle vibration. A controller is shown. The differential acceleration DA is calculated, for example, by differentiating the engine speed twice.

JP 2000-205008 A Japanese Patent No. 2701270

  Since the device disclosed in Patent Document 1 performs phase compensation using a phase compensator for the detected accelerator opening, the amount of calculation in the control device increases. For this reason, in order to cope with a state where the accelerator opening that requires vibration suppression control changes suddenly, it is necessary to use a high-performance computing device, which increases costs. Further, the apparatus disclosed in Patent Document 1 has a problem that the man-hour required for designing the phase compensator becomes large.

  Further, in the apparatus disclosed in Patent Document 2, since the differential acceleration DA includes detection delay and calculation delay, there is a case in which a vibration suppressing effect cannot be obtained sufficiently. In addition, since the influence of detection delay and calculation delay changes depending on the rotational speed of the engine, it is difficult to obtain a satisfactory vibration suppression effect in all engine operating states.

  The present invention has been made in consideration of the above-described points, and provides a control device for an internal combustion engine that can improve the suppression performance of vibrations of a vehicle drive system that is generated when the torque applied to the output shaft of the engine suddenly changes. The purpose is to provide.

In order to achieve the above object, an invention according to claim 1 is a control device for an internal combustion engine that controls an output torque of an internal combustion engine that drives a vehicle, and a rotational speed detection means that detects the rotational speed (NE) of the engine. The high-pass filter means for performing high-pass filter processing of the detected engine speed (NE), and feedback correction of the engine output torque control amount (IGLOG) according to the engine speed (NEDRBN) subjected to the high-pass filter processing Feedback torque correction means, and the high-pass filter process is a process of extracting a component corresponding to a twice differential value of the detected engine speed (NE), and the feedback torque correction means is the high-pass filter process The output torque control amount (IGLOG) so that the engine speed (NEDRBN) is “0”. And correcting.

  According to a second aspect of the present invention, in the control apparatus for an internal combustion engine according to the first aspect, a cutoff frequency of the high-pass filter processing is set to a frequency lower than a resonance frequency (ω0) of the drive system of the vehicle. It is characterized by that.

  According to a third aspect of the present invention, in the control apparatus for an internal combustion engine according to the first or second aspect, the control device for the internal combustion engine further comprises timing correction means for performing timing correction on the engine speed (NEDRB) subjected to the high-pass filter processing, and the feedback The torque correction means corrects the output torque control amount (IGLOG) in accordance with the engine speed (NEDRBN) subjected to timing correction.

  According to a fourth aspect of the present invention, in the control device for an internal combustion engine according to the third aspect, the timing correction means includes a phase advance (TDRBADV) by the high-pass filter processing, a detection delay in the rotation speed detection means, and The timing correction is performed according to a torque change delay (TDRBLY) until the change in the output torque control amount is reflected in the change in the output torque of the engine.

  According to a fifth aspect of the present invention, in the control apparatus for an internal combustion engine according to the fourth aspect, the timing correction means calculates a lead time (TDRBADV) corresponding to a lead of the phase by the high-pass filter process. It is calculated according to the transmission gear ratio (GEARTO) of the transmission connected to the shaft, and the timing correction is performed using the advance time (TDRBADV).

  According to a sixth aspect of the present invention, in the control device for an internal combustion engine according to any one of the first to fifth aspects, the feedback torque correcting means is a transmission gear ratio () of a transmission connected to the engine output shaft. The feedback correction gain is set in accordance with (GEARTO) and the intake air flow rate (GAIRCYL) of the engine.

  According to a seventh aspect of the present invention, in the control apparatus for an internal combustion engine according to any one of the first to sixth aspects, the feedback torque correction means increases the output torque control amount (IGLOG) by increasing the output torque. When the correction is made in the direction to be corrected (IGDRB> 0), it further comprises a prohibiting means for prohibiting a fuel cut operation for stopping the fuel supply to the engine.

  According to an eighth aspect of the present invention, in the control device for an internal combustion engine according to any one of the first to seventh aspects, torque change detecting means for detecting that the required torque of the engine has suddenly changed, and the required torque. Feedforward correction amount generating means for generating a feedforward correction amount for a correction period substantially equal to the resonance period of the vehicle drive system from the time when a sudden change of the vehicle is detected, and output torque control of the engine by the feedforward correction amount Feed forward torque correcting means for correcting the amount is further provided.

According to a ninth aspect of the present invention, there is provided a control device for an internal combustion engine that controls an output torque of an internal combustion engine that drives a vehicle, a torque change detection unit that detects that the required torque of the engine has changed suddenly, Feedforward correction amount generating means for generating a feedforward correction amount for a correction period substantially equal to the resonance period of the drive system of the vehicle from when a sudden change is detected, and the first output torque of the engine by the feedforward correction amount Feed forward torque correction means for correcting the control amount (THDRBG), rotation speed detection means for detecting the rotation speed of the engine, high pass filter means for performing high pass filter processing of the detected engine rotation speed, and the high pass filter processing The second output torque control amount (IGLOG) of the engine is fed in accordance with the engine speed that has been set. And a feedback torque correcting means for back correction, the high-pass filtering is a process of extracting a two component corresponding to a differential value of the detected engine speed (NE), the feedback torque correcting means, wherein The second output torque control amount (IGLOG) is corrected so that the engine speed (NEDRBN) subjected to the high-pass filter processing becomes “0”.

According to the first aspect of the present invention, the high-pass filter process for extracting the component corresponding to the twice differential value of the detected engine speed is performed, and the output of the engine according to the engine speed subjected to the high-pass filter process. The torque control amount is feedback corrected. The component corresponding to the twice differential value of the engine speed (component indicating torque fluctuation) can be extracted by the high-pass filter processing, and the phase can be advanced in the pass band of the high-pass filter processing. Compared to the method based on the difference calculation, the detection delay of the torque fluctuation component can be greatly reduced. As a result, the vibration suppression effect of the vehicle drive system can be enhanced. Further, since the engine speed subjected to the high-pass filter indicates fluctuations in the engine output torque, the vehicle drive is performed by performing feedback correction of the output torque control amount so that the engine speed subjected to the high-pass filter becomes “0”. The vibration of the system can be effectively suppressed.

  According to the second aspect of the invention, since the cutoff frequency of the high-pass filter processing is set to a frequency lower than the resonance frequency of the vehicle drive system, the resonance frequency component of the vibration of the vehicle drive system is extracted, and this resonance The frequency component can be effectively suppressed.

  According to the third aspect of the present invention, timing correction is performed on the engine speed subjected to the high-pass filter processing, and the output torque control amount is corrected according to the engine speed on which the timing correction is performed. Since the phase of the torque fluctuation component is advanced by the high-pass filter processing, it is possible to perform timing correction that cancels out the engine speed detection delay and the like. By performing the timing correction, it is possible to enhance the vibration suppression effect by the feedback correction.

  According to the fourth aspect of the present invention, the phase advance due to the high-pass filter processing, the detection delay in the rotation speed detecting means, and the torque change delay until the change in the output torque control amount is reflected in the change in the output torque of the engine. In accordance with the timing correction. Accurate timing correction can be performed by taking into account phase advance, engine speed detection delay, and torque change delay due to high-pass filter processing.

  According to the fifth aspect of the present invention, the advance time corresponding to the advance of the phase by the high-pass filter processing is calculated according to the gear ratio of the transmission connected to the output shaft of the engine, and the calculated advance time Is used to correct the timing. Since the resonance frequency of the vehicle drive system changes depending on the gear ratio, the amount of phase advance by the high-pass filter process changes depending on the gear ratio. Therefore, by calculating the advance time according to the gear ratio, an accurate advance time corresponding to the phase advance by the high-pass filter process can be obtained.

  According to the sixth aspect of the invention, the feedback correction gain is set according to the transmission gear ratio and the intake air flow rate of the engine. The resonance frequency of the vehicle drive system changes depending on the gear ratio, and the change characteristic of the engine output torque with respect to the change of the output torque control amount changes depending on the intake air flow rate. Therefore, appropriate correction can be performed by setting the feedback correction gain according to the gear ratio and the intake air flow rate.

  According to the seventh aspect of the present invention, when the output torque control amount is corrected in the direction to increase the output torque, the fuel cut operation is prohibited, so that the vibration of the vehicle drive system is promoted by the fuel cut operation. Can be prevented.

  According to the eighth aspect of the present invention, the feedforward correction amount is generated for the correction period substantially equal to the resonance period of the vehicle drive system from the time when it is detected that the required torque of the engine has changed suddenly. Since the output torque control amount of the engine is corrected by the amount, it is possible to effectively suppress the vibration of the vehicle drive system while maintaining the engine output torque change characteristic substantially equal.

According to the ninth aspect of the present invention, the feedforward correction amount is generated for the correction period substantially equal to the resonance period of the vehicle drive system from the time when it is detected that the required torque of the engine has suddenly changed. The first output torque control amount of the engine is corrected by the amount, and a high-pass filter process for extracting a component corresponding to the twice-differentiated value of the detected engine speed is performed. The second output torque control amount is feedback-corrected so as to be “0”. When the required torque changes suddenly, feed-forward correction is performed for a correction period that is approximately equal to the resonance period, effectively suppressing the vibration of the vehicle drive system while maintaining the engine output torque change characteristic roughly equivalent. In addition, the same effects as those of the first aspect of the invention can be obtained.

It is a figure which shows the structure of the internal combustion engine and its control apparatus concerning one Embodiment of this invention. It is a time chart for demonstrating feedforward torque control. It is a time chart for demonstrating the effect of feedforward torque control. It is a time chart which shows changes in an engine speed (NE), a 1st differential value (DNE) of an engine speed, and a 2nd differential value (DDNE) of an engine speed. It is a figure which shows the frequency characteristic of the high-pass filter process of an engine speed. It is a time chart for demonstrating the effect of feedback torque control. It is a flowchart of the process which calculates a throttle valve opening command value (THDRBG). It is a flowchart of the HPF / timing correction process executed in the process of FIG. It is a flowchart of the parameter setting process performed by the process of FIG. It is a flowchart of the basic torque (TRQDRBTG) calculation process performed by the process of FIG. It is a flowchart of the feedforward correction amount (TRQDRBFF) calculation process performed by the process of FIG. It is a figure which shows the table referred by the process of FIG. It is a flowchart of an ignition timing (IGLOG) calculation process. It is a flowchart of the process which calculates the feedback correction amount (IGDRB) performed by the process of FIG. It is a figure which shows the modification of the table shown in FIG.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram showing a configuration of an internal combustion engine and a control device thereof according to an embodiment of the present invention. In FIG. 1, an internal combustion engine (hereinafter simply referred to as “engine”) 1 has, for example, four cylinders, A throttle valve 3 is arranged in the middle of the intake pipe 2 of the engine 1. A throttle valve opening (TH) sensor 4 is connected to the throttle valve 3, and an electric signal corresponding to the opening of the throttle valve 3 is output to an electronic control unit (hereinafter referred to as “ECU”) 5. Supply. An actuator 7 that drives the throttle valve 3 is connected to the throttle valve 3, and the operation of the actuator 7 is controlled by the ECU 5.

  The intake pipe 2 is provided with an intake air flow rate sensor 13 for detecting the intake air flow rate GAIR of the engine 1. A detection signal of the intake air flow rate sensor 13 is supplied to the ECU 5.

  The fuel injection valve 6 is provided for each cylinder between the engine 1 and the throttle valve 3 and slightly upstream of the intake valve (not shown) of the intake pipe 2, and each injection valve is connected to a fuel pump (not shown). At the same time, it is electrically connected to the ECU 5 and the valve opening time of the fuel injection valve 6 is controlled by a signal from the ECU 5. The spark plug 15 provided in each cylinder of the engine 1 is connected to the ECU 5, and the ignition timing by the spark plug 15 is controlled by the ECU 5.

  An intake pressure sensor 8 for detecting the intake pressure PBA and an intake air temperature sensor 9 for detecting the intake air temperature TA are attached downstream of the throttle valve 3. An engine cooling water temperature sensor 10 that detects the engine cooling water temperature TW is attached to the main body of the engine 1. Detection signals from these sensors are supplied to the ECU 5.

  The ECU 5 is connected to a crank angle position sensor 11 that detects a rotation angle of a crankshaft (not shown) of the engine 1, and a signal corresponding to the rotation angle of the crankshaft is supplied to the ECU 5. The crank angle position sensor 11 generates one pulse (hereinafter, referred to as “CRK pulse”) every predetermined crank angle period (for example, 30 degree period) and a pulse for specifying a predetermined angle position of the crankshaft. The cam angle position sensor 12 has a pulse (hereinafter referred to as “CYL pulse”) at a predetermined crank angle position of a specific cylinder of the engine 1 and a pulse (hereinafter referred to as “TDC”) at the start of the intake stroke of each cylinder. "TDC pulse"). These pulses are used for various timing controls such as fuel injection timing and ignition timing, and detection of engine speed (engine speed) NE.

  The ECU 5 includes an accelerator sensor 31 for detecting an accelerator pedal depression amount (hereinafter referred to as “accelerator pedal operation amount”) AP of a vehicle driven by the engine 1 and a vehicle speed sensor 32 for detecting a traveling speed (vehicle speed) VP of the vehicle. And a gear position sensor 33 for detecting a shift stage (gear position) NGR of a transmission connected to the crankshaft (output shaft) of the engine 1 is connected. Detection signals from these sensors are supplied to the ECU 5.

  The ECU 5 shapes input signal waveforms from various sensors, corrects the voltage level to a predetermined level, converts an analog signal value into a digital signal value, etc., and a central processing unit (hereinafter referred to as “CPU”). ), A storage circuit for storing a calculation program executed by the CPU, a calculation result, and the like, an output circuit for supplying a drive signal to the actuator 7, the fuel injection valve 6, and the spark plug 15.

  The CPU of the ECU 5 controls the opening degree of the throttle valve 3, the control of the amount of fuel supplied to the engine 1 (the valve opening time of the fuel injection valve 6), and the ignition timing of the spark plug 15 in accordance with the detection signal of the sensor. Take control.

  Note that the engine 1 has a low-speed valve timing suitable for a low engine speed range and a high-speed valve timing suitable for a high speed engine speed. The ECU 5 performs a valve timing switching control according to the operating state of the engine 1.

  In the present embodiment, feedforward torque control (hereinafter referred to as “FF torque control”) and feedback in order to suppress vibration due to resonance of the vehicle drive system including the transmission, drive shaft, and drive wheels from the crankshaft of the engine 1. Torque control (hereinafter referred to as “FB torque control”) is executed.

  2 and 3 are time charts for explaining the FF torque control. FIG. 2A shows the transition of the output torque TRQE of the engine 1 when the accelerator pedal is depressed, and FIG. 2B shows the transition of the corresponding drive shaft torque TRQD. The broken lines L1 and L4 in FIG. 2 indicate the torque transition when the FF torque control is not performed, and the solid lines L2 and L5 indicate the torque transition when the FF torque control is performed. Also, the solid line L3 in FIG. 2A shows the transition of the FF correction amount TRQDRBFF in the FF torque control. The FF correction amount TRQDRBFF is generated for one cycle of the vehicle drive system resonance cycle TDRBCYCL, and is added to the basic torque TRQDRBTG calculated according to the accelerator pedal operation amount AP. In the example shown in FIG. 2, since the required torque increases, the FF correction amount TRQDRBFF has a negative value, and the basic torque TRQDRBTG is corrected in a direction to decrease the output torque of the engine 1.

The resonance period TDRBCYCL is given by the following equation (1), where the resonance frequency of the vehicle drive system is ω0, and the resonance frequency ω0 is given by the following equation (2). The constant K in equation (2) is given by equation (3). In the formula (2), Ie and Ib are the moment of inertia of the engine 1 and the moment of inertia of the entire torque transmission system from the output side of the engine 1 to the drive wheels, respectively. GEARTO is a gear ratio, and Kd is a constant indicating the torsional rigidity of the drive shaft.

  By adding the FF correction amount TRQDRBFF, the rising characteristic (solid line L2) of the engine output torque TRQE partially decreases compared to the broken line L1, but without changing the time until the maximum value is reached, The vibration of the drive shaft torque TRQD can be greatly reduced.

  3 (a) and 3 (b) respectively show a filtered engine speed NEDRBN (engine) in which the intake pressure PBA and the engine speed NE are subjected to a high-pass filter process corresponding to the case where the FF torque control is not performed and the case where the FF torque control is performed. This represents the transition of the rotation component. Comparing the transition of the intake pressure PBA shown in FIG. 3, the times TR1 and TR2 required for the intake pressure PBA to reach the maximum value are substantially equal, and even if the FF torque control is performed, the rise characteristic of the intake pressure PBA is affected. It can be confirmed that it has not been given. Further, when the engine speed NEDRBN after the filter process is compared, it can be confirmed that the fluctuation of the engine speed NE is greatly reduced.

  In this embodiment, the FF torque control uses the throttle valve opening command value THDRBG as an output torque control amount, and is controlled so that the actual throttle valve opening TH matches the throttle valve opening command value THDRBG.

  Next, an outline of the FB torque control will be described with reference to FIGS. The vibration of the vehicle drive system that occurs when the vehicle suddenly accelerates or when the clutch is engaged without matching the rotational speeds of the drive side and the driven side can be expressed by fluctuations in engine torque. As shown in Document 2, torque control according to the twice-differential value DDNE of the engine speed NE has been conventionally performed.

  However, the detected engine speed NE is not actually an instantaneous value, and is a 1 TDC period (e.g., corresponds to a period in which the crankshaft rotates 180 degrees in a 4-cylinder engine and a period in which 120 degrees in a 6-cylinder engine). Since this is a moving average value, there is a detection delay of 0.5 TDC period. Furthermore, since the one-time differential value DNE is actually calculated as a difference value of the detected engine speed NE, it is further accompanied by a delay of 0.5 TDC period, and the two-time differential value DDNE is further accompanied by a delay of 0.5 TDC period. . That is, since there is a detection delay of 1.5 TDC period in total, the torque control according to the twice differential value DDNE cannot sufficiently suppress the vibration of the drive system.

Here, when the engine speed NE is expressed by, for example, the following formula (4), the first differential value DNE and the second differential value DDNE are given by the following formulas (5) and (6), respectively. These parameters are illustrated in FIG. 4, for example.
NE = A × sin (ω0t) + Ct (4)
DNE = Aω × cos (ω0t) + C (5)
DDNE = -Aω0 ² sin (ω0t) (6)
Here, A and C are constants.

  Comparing the equations (4) and (6), the double differential value DDNE is obtained by removing the slope component Ct of the original engine speed NE and inverting the sign of the sine wave vibration component to 2 of the frequency ω0. It corresponds to the product of multiplication. Therefore, by performing a high-pass filter process for removing the slope component Ct for the engine speed NE, it is possible to obtain a post-filter engine speed NEDRBN that is a parameter equivalent to a twice-differential value. Therefore, the vibration of the vehicle drive system can be suppressed by performing feedback control of the output torque of the engine 1 so that the engine speed NEDRBN after the filtering process converges to the target value “0”. Since a parameter corresponding to a differential value twice, that is, a parameter indicating torque fluctuation is obtained by the high-pass filter processing, the detection delay of 1 TDC period due to the difference calculation is eliminated, and torque fluctuation is indicated by the advance of the phase by the high-pass filter processing. Parameter detection delay can be greatly improved.

  Further, the output torque actually changes after changing the detection delay of the engine speed NE (0.5 TDC period) and the output torque control amount (in this embodiment, the ignition timing IGLOG) as the phase advances due to the high-pass filter processing. By performing the timing correction in consideration of the torque change delay until (1 TDC period), the effect of suppressing torque fluctuation can be further enhanced.

  FIG. 5 is a Bode diagram showing an example of the frequency characteristic of the high-pass filter processing, where the solid line shows the gain frequency characteristic and the broken line shows the phase frequency characteristic. The cut-off frequency ωc for this high-pass filter process is set to a frequency slightly lower than the resonance frequency ω 0 of the drive system. More specifically, since the resonance frequency ω0 of the drive system changes depending on the gear ratio GEARRTO as shown in the equations (2) and (3), a frequency slightly lower than the minimum resonance frequency ω0MIN (for example, 1.. 5Hz). By setting in this way, it is possible to extract the resonance frequency component of the vibration of the vehicle drive system and effectively suppress this resonance frequency component.

  In the present embodiment, for the FB torque control, the ignition timing IGLOG is used as the output torque control amount, and the ignition timing IGLOG is feedback-controlled so that the filtered engine speed NEDRBN becomes “0”.

  FIG. 6 shows changes in engine speed NE, ignition timing IGLOG, and filtered engine speed NEDRBN when the gear position is changed from the first speed to the second speed and the clutch is suddenly engaged (time t0). It is a time chart which shows. FIG. 6A corresponds to the case where the ignition timing IGLOG is controlled according to the conventional two-time differential value DDNE, and FIG. 5B shows the FB torque control of the present embodiment, that is, the filtered engine speed NEDRBN. This corresponds to the case where the ignition timing feedback control is executed so as to converge to the target value “0”. According to the present embodiment, it can be confirmed that the change in the engine speed NEDRBN after the filter process showing the torque fluctuation can be rapidly converged because the ignition timing IGLOG changes greatly.

  FIG. 7 is a flowchart of a process for executing the above-described FF torque control. This process is executed by the CPU of the ECU 5 every predetermined time TCAL (for example, 10 milliseconds).

  In step S11, the HPF / timing correction process shown in FIG. 8 is executed to calculate a filtered engine speed NEDRBN. In step S12, the TRQDRBTG calculation process shown in FIG. 10 is executed to calculate the basic torque TRQDRBTG corresponding to the accelerator pedal operation amount AP and the engine speed NE. In step S13, the TQDRBFF calculation process shown in FIG. 11 is executed to calculate the FF correction torque TRQDRGFF.

  In step S14, it is determined whether or not the vehicle speed VP is “0”. If VP = 0, the target torque TRQDRBN is set to the basic torque TRQDRBTG (step S15), and the throttle valve opening command value THDRBG is set to the basic value. The opening command value THDRB is set (step S16). The basic opening command value THDRB is set so as to increase as the accelerator pedal operation amount AP increases in a process (not shown).

  When VP> 0 in step S14, the target torque TRQDRBN is calculated by adding the FF correction amount TRQDRBFF to the basic torque TRQDRBTG calculated in step S12 (step S17). In step S18, it is determined whether or not the valve timing flag FVTSON is “1”. The valve timing flag FVTSON is set to “1” when the high-speed valve timing is selected.

  When the answer to step S18 is negative (NO) and the low speed valve timing is selected, the TRQTHL map is reversely searched according to the target torque TRQDRBN and the engine speed NE, and the low speed target throttle valve opening THDRBL is obtained. Is calculated (step S19). The TRQTHL map is a low speed map for calculating the target torque of the engine from the throttle valve opening TH and the engine speed NE, and the TRQTHL map is reversely searched according to the target torque TRQDRBN and the engine speed NE. Thus, the target throttle valve opening THDRBL for low speed that is the target throttle valve opening for realizing the target torque TRQDRBN is obtained. In step S20, the throttle valve opening command value THDRBG is set to the low speed target throttle valve opening THDRBL.

  On the other hand, when the answer to step S18 is affirmative (YES), that is, when the high-speed valve timing is selected, the TRQTHH map is reversely searched according to the target torque TRQDRBN and the engine speed NE, and the high-speed target throttle valve opening THDRBH. Is calculated (step S21). The TRQTHH map is a high-speed map for calculating the target torque of the engine from the throttle valve opening TH and the engine speed NE, and the TRQTHH map is reversely searched according to the target torque TRQDRBN and the engine speed NE. Thus, a high-speed target throttle valve opening THDRBH that is a target throttle valve opening for realizing the target torque TRQDRBN is obtained. In step S22, the throttle valve opening command value THDRBG is set to the high-speed target throttle valve opening THDRBH.

FIG. 8 is a flowchart of the HPF / timing correction process executed in step S11 of FIG.
In step S31, the storage value used for high-pass filter calculation and timing correction is updated. Specifically, the engine speed storage value NE10M [i] (i = 1, 2) is set to NE10M [i-1], and the post-filtering speed storage value NEDRB [m] (m = 1 to 2) is set. 10) is set to NEDRB [m-1]. That is, processing for shifting the storage addresses of the engine speed storage value NE10M and the post-filter processing rotation speed storage value NEDRB one by one is performed.

  In step S32, the stored value NE10M [0] is set to the latest engine speed NE. The engine speed NE is a moving average value of the detected engine speed during the most recent 1TDC period.

In step S33, a high-pass filter calculation is performed by the following equation (7), and a current value NEDRB [0] of the post-filtering rotation speed is calculated.
NEDRB [0] = CNEA0 × NE10M [0] + CNEA1 × NE10M [1]
+ CNEA2 × NE10M [2] -CNEB1 × NEDRB [1]
-CNEB2 × NEDRB [2] (7)
Here, CNEA 0, CNEA 1, CNEA 2, CNEB 1, and CNEB 2 are filter coefficients set so that, for example, characteristics as shown in FIG. 5 are obtained.

  In step S34, the parameter setting process shown in FIG. 9 is executed to set parameters according to the shift speed NGR. This is because the resonance period (resonance frequency) of the drive system and the phase advance amount due to the high-pass filter process change depending on the selected shift speed NGR. In the present embodiment, the shift speed NGR takes a value from “1” (1st speed) to “6” (6th speed), so that the speed NGR is any value through steps S41 to S45 in FIG. Is determined.

  When NGR = 1, the gear ratio GEARRTO is set to the first gear ratio GEARRT01, the resonance period TDRBCYCL is set to the resonance period TMDRBCYCL1 (for example, 440 milliseconds) corresponding to the first speed, and the phase by the high-pass filter processing is set. The advance time TDRBADV corresponding to the advance amount is set to the advance time TMDRBADV1 corresponding to the first-speed resonance frequency (step S46).

  When NGR = 2, the gear ratio GEARRTO is set to the gear ratio GEARRT02 of the second speed, the resonance period TDRBCYCL is set to the resonance period TMDRBCYCL2 (for example, 330 milliseconds) corresponding to the second speed, and the advance time TDRBADV is set to 2 The advance time TMDRBADV2 corresponding to the fast resonance frequency is set (step S47).

  When NGR = 3, the gear ratio GEARRTO is set to the gear ratio GEARRT03 for the third speed, the resonance period TDRBCYCL is set to the resonance period TMDRBCYCL3 (for example, 300 milliseconds) corresponding to the third speed, and the advance time TDRBADV is set to 3 The advance time TMDRBADV3 corresponding to the fast resonance frequency is set (step S48).

  When NGR = 4, the gear ratio GEARRTO is set to the fourth gear ratio GEARTO4, the resonance period TDRBCYCL is set to the resonance period TMDRBCYCL4 (for example, 280 milliseconds) corresponding to the fourth speed, and the advance time TDRBADV is set to 4 The advance time TMDRBADV4 corresponding to the fast resonance frequency is set (step S49).

  When NGR = 5, the gear ratio GEARRTO is set to the fifth gear ratio GEARTO5, the resonance period TDRBCYCL is set to the resonance period TMDRBCYCL5 (for example, 260 milliseconds) corresponding to the fifth speed, and the advance time TMDRBADV is set to 5 The advance time TMDRBADV5 corresponding to the fast resonance frequency is set (step S50).

  When NGR = 6, the gear ratio GEARRTO is set to the 6th gear ratio GEARRTO6, the resonance cycle TDRBCYCL is set to the resonance cycle TMDRBCYCL6 (for example, 240 milliseconds) corresponding to the 6th gear, and the advance time TDRBADV is set to 6 The advance time TMDRBADV6 corresponding to the fast resonance frequency is set (step S51).

For each parameter, the following relationship holds:
GEARRTO1>GEARRTO2>GEARRTO3>GEARRTO4>GEARRTO5> GEARRTO6
TMDRBCYCL1>TMDRBCYCL2>TMDRBCYCL3>TMDRBCYCL4>TMDRBCYCL5> TMDRBCYCL6
TMDRBADV1>TMDRBADV2>TMDRBADV3>TMDRBADV4>TMDRBADV5> TMDRBADV6.

Returning to FIG. 8, in step S35, the delay time TDBDLY is calculated as the time required for the crankshaft to rotate 270 degrees, that is, the time corresponding to 1.5 TDC period, by the following equation (8). This corresponds to the sum of the detection delay (0.5 TDC period) of the engine speed NE described above and the torque change delay (1 TDC period). The unit of NE10M [0] is [rpm].
TDBLDY = 45 / NE10M [0] (8)

  In step S36, the correction time TDRBDLYN is calculated by subtracting the delay time TDRBDLY from the advance time TDRBADV calculated in step S34. When the correction time TDBDLYN becomes a negative value, it is corrected to “0”.

In step S37, the corrected discrete time m0 is calculated by the following equation (9).
m0 = INT (TDRBLYN / TCAL) (9)
Here, TCAL is the execution cycle of this process, and INT (X) is an operation for converting X into an integer (for example, by rounding off).

  In step S38, the post-filter engine speed NEDRBN is set to the stored value NEDRB [m0] before the correction delay discrete time m0. Thereby, the timing correction of the engine speed NEDRBN after filtering is performed.

FIG. 10 is a flowchart of the TRQDRBTG calculation process executed in step S12 of FIG.
In step S61, the previous value TRQENTGTGZ of the basic torque map value is set to the current value TRQENGTG. In step S62, it is determined whether or not the valve timing flag FVTSON is “1”.

  When FVTSON = 0 and the low speed valve timing is selected, the TRQTHL map is searched according to the basic opening command value THDRB and the engine speed NE, and the low speed target torque TRQTHL is calculated (step S63). In step S64, the basic torque map value TRQENGTG is set to the low speed target torque TRQTHL.

  On the other hand, when FVTSON = 1 and the high speed valve timing is selected, the TRQTHH map is searched according to the basic opening command value THDRB and the engine speed NE to calculate the high speed target torque TRQTHH (step S65). ). In step S66, the basic torque map value TRQENGTG is set to the high speed target torque TRQTHH.

In step S67, the basic torque change amount DTRQDRBTG is calculated by the following equation (10). The basic torque TRQDRBTG applied to the equation (10) is a previously calculated value.
DTRQDRBTG = | TRQENGTG-TRQDRBTG | (10)

In step S68, it is determined whether or not the basic torque map value TRQENGTG is larger than the basic torque TRQDRBTG (previous value). If the answer is affirmative (YES), that is, if the accelerator pedal operation amount AP is increasing, it is determined whether or not the basic torque change amount DTRQDRBTG is larger than a predetermined increase threshold value DTRQDRBUP (step S69). If the answer to step S69 is affirmative (YES), that is, if the increase amount of the required torque is large, the basic torque TRQDRBTG is updated by the following equation (11) (step S71).
TRQDRBTG = TRQDRBTG + DTRQDRBUP (11)

  If DTRQDRBTG ≦ DTRQDRBUP in step S69, the basic torque TRQDRBTG is set to the basic torque map value TRQENGTG (step S72). By steps S69 and S71, the increase amount of the basic torque TRQDRBTG is limited to a predetermined increase threshold value DTRQDRBUP or less.

On the other hand, if the answer to step S68 is negative (NO), that is, if the accelerator pedal operation amount AP is decreasing, it is determined whether or not the basic torque change amount DTRQDRBTG is greater than a predetermined decrease threshold value DTRQDRBDWN (step S70). If the answer to step S70 is affirmative (YES), that is, if the amount of decrease in the required torque is large, the basic torque TRQDRBTG is updated by the following equation (12) (step S73).
TRQDRBTG = TRQDRBTG−DTRQDRBDWN (12)

  If DTRQDRBTG ≦ DTRQDRBDWN in step S70, the process proceeds to step S72. By steps S70 and S73, the decrease amount of the basic torque TRQDRBTG is limited to a predetermined decrease threshold value DTRQDRBDWN or less.

  The limit process using the predetermined increase threshold value DTRQDRBUP and the predetermined decrease threshold value DTRQDRBDWN is performed to prevent an extremely fast change in the target torque, and is such that the driver cannot feel a delay in acceleration or deceleration.

FIG. 11 is a flowchart of the TRQDRBFF calculation process executed in step S13 of FIG.
In step S81, the current value TRQENGTG and the previous value TRQENGTGZ of the basic torque map value calculated in the process of FIG. 10 are applied to the following equation (13) to calculate the torque map value change amount DTRQENGTG.
DTRQENGTG = TRQENGTG-TRQENGTGZ (13)

  In step S82, it is determined whether or not an FF torque control execution flag FDRBCTRL is “1”. Usually, since this answer is negative (NO), the process proceeds to step S83, where the torque change amount integrated value DTRQTGSUM is set to “0”, and the value of the upcount timer CDRBCCTRL is set to “0”.

  In step S84, it is determined whether or not the absolute value of the torque map value change amount DTRQENGTG calculated in step S81 is larger than the FF torque control execution threshold value DTRQDRBFF. If the answer is negative (NO), the process immediately proceeds to step S86, and the FF correction amount TRQDRBFF is set to “0”.

  If | DTRQENGTG |> DTRQDRBFF in step S84 and the change in the required torque (accelerator pedal operation amount AP) is large, the FF torque control execution flag FDRBCTRL is set to “1” (step S85). Thereafter, the process proceeds to step S86.

When the FF torque control execution flag FDRBCTRL is set to “1”, the answer to step S82 becomes affirmative (YES), and in step S87, the torque map value change amount DTRQENGTG is applied to the following equation (14) to integrate the torque change amount. The value DTRQTGSUM is calculated.
DTRQTGSUM = DTRQTGSUM + DTRQENGTG (14)

In step S88, the calculation cycle TCAL is applied to the following equation (15) to update the value of the upcount timer CDRBCTRL.
CDRRBCTRL = CDRBCTRL + TCAL (15)

In step S89, it is determined whether or not the value of the timer CDRBCTRL is equal to or greater than the resonance period TDRBCYCL set in the process of FIG. Initially, the answer to step S89 is negative (NO), so the process proceeds to step S90, and the angle parameter FRQDRBCTRL is calculated by applying the value of the timer CDRRBCTRL and the resonance period TDRBCYCL to the following equation (16).
FRQDRBCTRL = CDRBCTRL × 360 / TDRBCYCL
(16)

In step S91, the DRBSIN table shown in FIG. 12 is searched according to the angle parameter FRQDRBCTRL to calculate the waveform coefficient DRBSIN. In the DRBSIN table, a value corresponding to a cosine curve calculated by the following equation (17) is set in the present embodiment.
DRBSIN = cos (FRQDRBCTRL) −1 (17)

  By steps S90 and S91, the FF torque control start time is set to the angle parameter FRQDRBCTRL = 0, and a waveform coefficient DRBSIN that changes according to the waveform shown in FIG. 12 is generated.

  In step S92, it is determined whether or not the torque change amount integrated value DTRQTGSUM is larger than “0”. When DTRQTGSUM> 0, the FF gain coefficient DRBFFTRRQ is set to the first coefficient value DRBFFTRRQUP (step S93), and when DTRQTGSUM ≦ 0, the FF gain coefficient DRBFFTRRQ is smaller than the first coefficient value DRBFFTRRQUP. A coefficient value DRBFFTRQDWN of 2 is set (step S94). When the accelerator pedal operation amount AP (required torque) is decreased, it is desirable to lower the gain than when the accelerator pedal operation amount AP is increased in order to prevent the engine speed from increasing. As described above, by changing the FF gain coefficient DRBFFTRQ when the accelerator pedal operation amount AP is increased and decreased, it is possible to perform correction suitable for each transient state.

In step S95, the waveform coefficient DRBSIN, the FF gain coefficient DRBFFTRQ, and the torque change amount integrated value DTRQTGSUM are applied to the following equation (18) to calculate the FF correction amount TRQDRBFF.
TRQDRBFF = DRBSIN × DTRQTGSUM × DRBFFTRQ
(18)

  Thereafter, when the value of the timer CDRBCTRL becomes equal to or greater than the resonance period TDRBCYCL, the process proceeds from step S89 to step S96, where the FF torque control execution flag FDRBCTRL is set to “0” and the FF correction amount TRQDRBFF is set to “0”.

  11, for example, when the accelerator pedal is depressed, an FF correction amount TRQDRBFF that decreases during the first half period and increases during the second half period according to the waveform shown in FIG. . Conversely, when the accelerator pedal is returned from the depressed state, the torque change amount integrated value DTRQTGSUM becomes a negative value, so that the first half cycle according to the waveform obtained by inverting the waveform shown in FIG. An FF correction amount TRQDRBFF that increases during the latter period and decreases during the second half period is generated. Thus, by generating the FF correction amount TRQDRBFF that changes in a waveform as shown in FIG. 12, it is possible to effectively suppress the vibration caused by the sudden change in the required torque (accelerator pedal operation amount AP).

  Then, in step S17 of FIG. 7, the target torque TRQDRBN is calculated by adding the FF correction amount TRQDRBFF to the basic torque TRQDRBTG, and the throttle valve opening TH is controlled according to the target torque TRQDRBN. Therefore, the throttle valve opening TH is controlled so that the output torque of the engine 1 matches the target torque TRQDRBN, and the vibration of the drive system when the accelerator pedal operation amount AP changes rapidly can be suppressed.

  FIG. 13 is a flowchart of a process for calculating the ignition timing IGLOG. This process is executed by the CPU of the ECU 5 in synchronization with the generation of the TDC pulse. The ignition timing IGLOG is defined by the advance amount from the timing when the piston is located at the compression top dead center.

  In step S101, a basic ignition timing map is searched according to the engine speed NE and the intake air flow rate GAIR to calculate a basic ignition timing IGMAP. In step S102, the IGDRB calculation process shown in FIG. 14 is executed to calculate the feedback correction amount IGDRB for the ignition timing IGLOL.

In step S103, the ignition timing IGLOG is calculated by the following equation (21).
IGLOG = IGMAP + IGDRB (21)

FIG. 14 is a flowchart of the IGDRB calculation process executed in step S102 of FIG.
In step S111, it is determined whether or not the vehicle speed VP is greater than “0”. If the answer is affirmative (YES), it is determined whether or not the fuel cut flag FFC is “1” (step S112). The fuel cut flag FFC is set to “1” when the fuel cut operation for cutting off the fuel supply to the engine 1 is executed.

  If the answer to step S112 is negative (NO), it is determined whether or not an engine stop flag FMEOF is “1”. When the answer to step S111 is negative (NO), or the answer to step S112 or S113 is affirmative (YES), that is, when the vehicle is stopped, during fuel cut operation, or when the engine is stopped, the feedback correction amount IGDRB is set to “0”. "(Step S114), and the process proceeds to step S117.

ここで、ＧＡＩＮＩＧＤＲＢはフィードバックゲイン係数であり、ＧＡＩＲＣＹＬは、気筒吸入空気流量であり、検出される吸入空気流量ＧＡＩＲ［ｇ／ｓｅｃ］をエンジン回転数ＮＥに応じて１ＴＤＣ期間当たりの吸入空気流量［ｇ／ＴＤＣ］に変換したものである。 When the answer to step S113 is negative (NO), that is, when the vehicle is running, the fuel cut operation is not performed, and the engine is operating, the engine after filtering is expressed by the following equation (22). The basic FB correction amount IGDRBTG is calculated by applying the rotational speed NEDRBN and the gear ratio GEARRTO (step S115).

Here, GAINIGDRB is a feedback gain coefficient, GAIRCYL is the cylinder intake air flow rate, and the detected intake air flow rate GAIR [g / sec] is determined based on the engine speed NE and the intake air flow rate [Tg per TDC period [g / TDC].

The following formula (22a), which is a part obtained by removing the cylinder intake air flow rate GAIRCYL from the right side of the formula (22), corresponds to the formula (6) multiplied by the control gain. Since the square of the resonance frequency ω0 is inversely proportional to the square of the gear ratio GEARRTO, a square term of the gear ratio GEARRTO is included.
-GAINIGDRB × NEDRBN / GEARTRO ² (22a)

  The reason why the cylinder intake air flow rate GAIRCYL is included in the equation (22) is that the larger the cylinder intake air flow rate GAIRCYL, the larger the amount of torque change due to the correction of the ignition timing. As the cylinder intake air flow rate GAIRCYL increases, the control gain is decreased, whereby accurate correction can be performed without being affected by the engine load.

In step S116, the advance side limit value IGDRBADLMT and the retard side limit value IGDRBRTLMT are calculated by the following equations (23) and (24).
IGDRBADLMT = IGMAP-IGLOG + IGDRB (23)
IGDRBRLMT = IGLGG-IGLOG + IGDRB (24)
Here, IGMAP, IGLOG, and IGDRB are the previous values of the basic ignition timing, the ignition timing, and the FB correction amount, respectively. Further, IGLGG is a retard limit value, and if the ignition timing is retarded from the retard limit value IGLGG, there is a high risk of misfire.

  That is, the advance side limit value IGDRBADLMT of the FB correction amount IGDRB is set so that the ignition timing IGLOG is not advanced from the basic ignition timing IGMAP, and the retard side limit value IGDBRTLMT is set so that the ignition timing IGLOG is greater than the retard limit value IGLGG. It is set not to be retarded.

  In steps S117 to S121, limit processing based on the limit values IGDRBADLMT and IGDRBRTLMT calculated in step S116 is performed. That is, when the basic FB correction amount IGDRBTG calculated in step S115 is larger than the advance side limit value IGDRGADLMT, the FB correction amount IGDRB is set to the advance side limit value IGDRGADLMT (steps S117 and S118), and the basic FB correction amount IGDRBTG is set. Is smaller than the retard side limit value IGDGRTLMT, the FB correction amount IGDRB is set to the retard side limit value IGDGRTLMT (steps S119 and S120), and the basic FB correction amount IGDRBTG is set to the retard side limit value IGDBRTLMT and the advance side limit. If it is between the values IGDRBADLMT, the FB correction amount IGDRB is set to the basic FB correction amount IGDRBTG (step S121).

  In step S122, it is determined whether or not the absolute value of the engine speed NEDRBN after the filter process is larger than a predetermined engine speed threshold value NEDBRBFC (for example, 200 rpm). If the answer to step S122 is affirmative (YES), the downcount timer TNEDBRBFC is set to a predetermined time TMNEDBRBFC (for example, 1 second) to start (step S123), and the process proceeds to step S124. If | NEDRBN | ≦ NEDRBFC in step S122, the process immediately proceeds to step S124.

  In step S124, it is determined whether or not the value of the timer TNEDBFC started in step S123 is “0”. If the answer is affirmative (YES), it is determined whether or not the value of the FB correction amount IGDRB is greater than “0” (step S125). When the answer to step S124 is negative (NO) or the answer to step S125 is affirmative (YES), that is, immediately after the absolute value of the filtered engine speed NEDRBN exceeds a predetermined engine speed threshold NEDBRB, or FB When the correction amount IGDRB is a positive value and has a value for correcting the ignition timing in the advance direction, the fuel cut prohibition flag FIGDRBFC is set to “1” (step S127). When the fuel cut prohibition flag FIGDRBFC is set to “1”, execution of the fuel cut operation is prohibited.

  When the FB correction amount IGDRB has a value for correcting the ignition timing in the advance direction, it is necessary to correct the output torque in the increasing direction. Therefore, by prohibiting the fuel cut operation, the fuel cut operation causes the vehicle drive system to It is possible to prevent vibration from being promoted.

  The answer to step S125 is negative (NO), that is, the absolute value of the filtered engine speed NEDRBN is equal to or less than the predetermined engine speed threshold value NEDBRBFC, or the predetermined time TMNEDBRBFC has elapsed after exceeding the predetermined engine speed threshold value NEDBRBFC. When the FB correction amount IGDRB is equal to or smaller than “0”, the fuel cut prohibition flag FIGDRBFC is set to “0” (step S126).

  According to the processing of FIGS. 13 and 14, the FB correction amount IGDRB is calculated so that the filtered engine speed NEDRBN converges to “0”, and the basic ignition timing IGMAP is corrected by the FB correction amount IGDRB. The ignition timing IGLOG is calculated. Since the engine speed NEDRBN after filtering is used as a parameter indicating torque fluctuation, the parameter indicating torque fluctuation is compared with the case where a parameter corresponding to a twice-differential value calculated by differential calculation is used as in the prior art. Detection delay can be greatly improved, and a good vibration suppressing effect can be obtained.

  In the present embodiment, the accelerator sensor 31 and the ECU 5 constitute torque change detection means, and the crank angle position sensor 11 and the ECU 5 constitute rotation speed detection means. The ECU 5 constitutes a feedforward correction amount generating means, a feedforward torque correcting means, a high pass filter means, a feedback torque correcting means, a timing correcting means, and a prohibiting means. Specifically, the processes of FIGS. 9 and 11 correspond to feedforward correction amount generation means, steps S17 to S22 of FIG. 7 correspond to feedforward torque correction means, and steps S31 to S33 of FIG. 13 corresponds to the feedback torque correction means, steps S31 and S34 to S38 in FIG. 8 correspond to the timing correction means, and steps S125 and S127 in FIG. 14 are prohibited. Corresponds to means.

  The present invention is not limited to the embodiment described above, and various modifications can be made. For example, the DRBSIN table used for the calculation of the FF correction amount TRQDRBFF is not limited to the one corresponding to the sine wave waveform shown in FIG. 12, for example, a waveform that changes in a polygonal line as shown in FIG. Alternatively, it may be a waveform corresponding to a half cycle of a sine wave as shown in FIG. 5B, or a waveform changing linearly as shown in FIG. Further, the angle at which the waveform coefficient DRBSIN is minimized may slightly deviate from 180 degrees as shown by the broken line in FIG.

  Further, in the above-described embodiment, the correction period for generating the FF correction amount TRQDRBFF is made to coincide with the resonance period TDRBCYCL. However, it is not always necessary to make it completely coincide, and may be a slightly shorter period or a slightly longer period. If it is too short, the vibration suppressing effect will be insufficient, and if it is too long, vibration will be promoted. Therefore, it can be set in a range where such a problem does not occur in the vicinity of the resonance period TDRBCYCL. According to the result of the simulation, even if the calculated resonance period TDRBCYCL is shifted for a period corresponding to about ± 0.2 Hz, an improvement effect can be obtained. When the resonance frequency is the lowest (the resonance cycle is the longest), that is, when the shift speed is the first speed, the resonance frequency is, for example, about 2.3 Hz, so about ± 10% is an allowable range.

  In the above-described embodiment, as the output torque control amount, the throttle valve opening command value THDRBG is used in the FF torque control and the ignition timing IGLOG is used in the FB torque control. However, the output torque control amount is not limited to this. For example, in an engine in which the lift amount LFT of the intake valve can be continuously changed, the engine output torque is controlled mainly by changing the lift amount LFT. Therefore, the lift amount LFT is used instead of the throttle valve opening TH. desirable. In a diesel engine that performs compression ignition, the engine output torque is controlled mainly by changing the fuel injection amount QINJ. Therefore, it is desirable to use the fuel injection amount QINJ as the output torque control amount. In that case, the fuel injection amount QINJ is used as the output torque control amount in both the FF torque control and the FB torque control.

  The present invention can also be applied to control of a marine vessel propulsion engine such as an outboard motor having a crankshaft as a vertical direction.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 3 Throttle valve 4 Throttle valve opening sensor 5 Electronic control unit (torque change detection means, rotation speed detection means, feedforward correction amount generation means, feedforward torque correction means, high pass filter means, feedback torque correction means, timing Correction means, prohibition means)
7 Actuator 11 Crank angle position sensor (Rotation speed detection means)
15 Spark plug 31 Accelerator sensor (torque change detecting means)
33 Gear position sensor

Claims (9)

In a control device for an internal combustion engine that controls output torque of an internal combustion engine that drives a vehicle,
A rotational speed detecting means for detecting the rotational speed of the engine;
High-pass filter means for performing high-pass filter processing of the detected engine speed;
Feedback torque correction means for feedback correction of the output torque control amount of the engine according to the engine speed subjected to the high-pass filter processing,
The high-pass filter process is a process of extracting a component corresponding to a twice differential value of the detected engine speed,
The control apparatus for an internal combustion engine, wherein the feedback torque correction means corrects the output torque control amount so that the engine speed subjected to the high-pass filter processing becomes “0”.   2. The control device for an internal combustion engine according to claim 1, wherein a cutoff frequency of the high-pass filter processing is set to a frequency lower than a resonance frequency of a drive system of the vehicle.   Timing correction means for correcting the timing of the engine speed subjected to the high-pass filter processing is provided, and the feedback torque correction means corrects the output torque control amount in accordance with the engine speed for which timing correction has been performed. 3. The control device for an internal combustion engine according to claim 1, wherein the control device is an internal combustion engine.   The timing correction means is a phase advance by the high-pass filter process, a detection delay in the rotation speed detection means, and a torque change delay until a change in the output torque control amount is reflected in a change in the output torque of the engine. 4. The control apparatus for an internal combustion engine according to claim 3, wherein the timing correction is performed accordingly.   The timing correction unit calculates an advance time corresponding to the advance of the phase by the high-pass filter process according to a transmission gear ratio of a transmission connected to the output shaft of the engine, and uses the advance time to correct the timing. The control apparatus for an internal combustion engine according to claim 4, wherein:   6. The feedback torque correction unit according to claim 1, wherein the feedback torque correction means sets the feedback correction gain according to a transmission gear ratio of a transmission connected to the engine output shaft and an intake air flow rate of the engine. A control device for an internal combustion engine according to claim 1.   When the feedback torque correction means corrects the output torque control amount in a direction to increase the output torque, the feedback torque correction means further comprises prohibition means for prohibiting a fuel cut operation for stopping fuel supply to the engine. The control apparatus for an internal combustion engine according to any one of claims 1 to 6. Torque change detecting means for detecting that the required torque of the engine has suddenly changed;
A feedforward correction amount generating means for generating a feedforward correction amount for a correction period substantially equal to a resonance period of the drive system of the vehicle from the time when a sudden change in the required torque is detected;
The control device for an internal combustion engine according to any one of claims 1 to 7, further comprising feedforward torque correction means for correcting an output torque control amount of the engine by the feedforward correction amount. In a control device for an internal combustion engine that controls output torque of an internal combustion engine that drives a vehicle,
Torque change detecting means for detecting that the required torque of the engine has suddenly changed;
A feedforward correction amount generating means for generating a feedforward correction amount for a correction period substantially equal to a resonance period of the drive system of the vehicle from the time when a sudden change in the required torque is detected;
Feedforward torque correction means for correcting the first output torque control amount of the engine by the feedforward correction amount;
A rotational speed detecting means for detecting the rotational speed of the engine;
High-pass filter means for performing high-pass filter processing of the detected engine speed;
Feedback torque correction means for feedback correcting the second output torque control amount of the engine according to the engine speed subjected to the high-pass filter processing;
The high-pass filter process is a process of extracting a component corresponding to a twice differential value of the detected engine speed,
The control apparatus for an internal combustion engine, wherein the feedback torque correction means corrects the second output torque control amount so that the engine speed subjected to the high-pass filter processing becomes “0”.

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