JP6296422B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device, and more particularly to an engine control device that controls engine torque based on an accelerator opening or the like.

  Conventionally, when the vehicle is accelerating (especially when shifting from deceleration to acceleration), if the engine torque is suddenly increased, the vehicle will vibrate. Therefore, the engine torque must be gradually increased to suppress such vibration. Has been done. However, if the engine torque is gradually increased, vibration during acceleration can be suppressed, but there is a disadvantage that acceleration performance is deteriorated. For example, Patent Document 1 discloses a technique for solving such a problem. Patent Document 1 discloses a technique for controlling engine torque so as to achieve a balance between suppression of longitudinal vibration of a vehicle body caused by torsional vibration of a drive shaft and acceleration performance. Specifically, in this technology, when the accelerator pedal depression speed is high, the vehicle longitudinal vibration is allowed to some extent and the engine torque is increased sharply. When the accelerator pedal depression speed is low, the vehicle longitudinal vibration is controlled. In order to suppress this, the engine torque is gently increased.

JP-A-2005-155212

  By the way, when the vehicle is accelerated, the drive shaft is twisted by the torque transmitted from the engine as described in Patent Document 1, but after that, the twisted drive shaft tries to be restored. At this time, the force due to the restoration of the drive shaft is transmitted to the engine side as a reaction force, and vibration may occur. In the technique disclosed in Patent Document 1, the longitudinal vibration of the vehicle body due to the torsional vibration of the drive shaft is suppressed, but no consideration is given to the reaction force generated when the twisted drive shaft is restored. Therefore, the vibration caused by this reaction force could not be suppressed appropriately.

  The present invention was made to solve the above-described problems of the prior art, and the reaction force generated when the drive shaft twisted by the torque transmitted from the engine is restored while ensuring the acceleration performance. An object of the present invention is to provide an engine control device that can appropriately suppress vibration caused by the engine.

In order to achieve the above object, the present invention provides an engine control apparatus that includes an engine speed acquisition means for acquiring an engine speed, an accelerator opening acquisition means for acquiring an accelerator opening, and the accelerator opening acquisition. Torque control means for controlling the engine torque based on the accelerator opening acquired by the means, and the torque control means is a drive shaft twisted by torque transmitted from the engine after the accelerator opening starts to increase. so they cancel the reaction force generated when restoring, have row control to increase the engine torque, the torque control means, the engine speed the engine speed acquiring unit has acquired, the crankshaft angular velocity, angular acceleration and Obtain at least one angular jerk, and based on at least one of these angular velocity, angular acceleration, and angular jerk, Determining the start timing of control for increasing the engine torque as erase Chi, characterized in that.
In the present invention configured as described above, the torque control means is at least larger than the force transmitted to the engine side when the twisted drive shaft is restored (force to push the engine or the like backward). Control is performed to increase the engine torque so that a forward force is generated in the engine or the like. Thereby, it can suppress that an engine etc. are pushed back by the reaction force of a drive shaft, and can hold | maintain the state where force was given to the engine etc. toward the propulsion direction appropriately. Therefore, it is possible to appropriately suppress the vibration caused by the reaction force generated when the twisted drive shaft is restored. Further, according to the present invention, the engine torque is increased in order to suppress such vibrations, so that the acceleration performance of the vehicle can be improved.
Further, according to the present invention, based on at least one of the angular velocity, angular acceleration, and angular jerk of the crankshaft that can be obtained from the engine speed, a state relating to the restoration of the twisted drive shaft is determined, Control for canceling the reaction force by the drive shaft can be started at an appropriate timing.
In another aspect, in order to achieve the above object, in the engine control apparatus, the present invention provides an engine speed acquisition means for acquiring an engine speed, an accelerator opening acquisition means for acquiring an accelerator opening, Torque control means for controlling the engine torque based on the accelerator opening obtained by the accelerator opening obtaining means, and the torque control means is configured to use torque transmitted from the engine after the accelerator opening starts to increase. The engine torque is controlled to increase so as to cancel the reaction force generated when the twisted drive shaft is restored, and the torque control means determines the angular speed of the crankshaft from the engine speed acquired by the engine speed acquisition means. Determining at least one of angular acceleration and angular jerk, and at least one of these angular velocity, angular acceleration and angular jerk Hazuki judges end timing of control for increasing the engine torque so as to cancel a reaction force, characterized in that.
According to the present invention described above, based on at least one or more of the angular velocity, angular acceleration, and angular jerk of the crankshaft that can be obtained from the engine speed, the state relating to the restoration of the twisted drive shaft is determined, Control for canceling the reaction force by the drive shaft can be terminated at an appropriate timing.

In the present invention, preferably, the torque control means sets the rate of increase of the engine torque to be equal to or higher than the rate of increase of the engine torque according to the increase of the accelerator opening so as to cancel the reaction force.
According to the present invention configured as described above, the engine torque is increased by a relatively large amount, so that the reaction force generated when the twisted drive shaft is restored can be surely canceled and the acceleration performance can be effectively improved. Can be improved.

In the present invention, preferably, the torque control means obtains a change ratio of the adjacent angular speeds on the time axis with respect to the angular speed of the crankshaft based on the engine speed acquired by the engine speed acquisition means and When the angular velocity becomes equal to or less than a predetermined value and the change rate of the angular velocity starts to decrease, control for increasing the engine torque so as to cancel the reaction force is started.
According to the present invention configured as described above, it is possible to accurately determine the state relating to the restoration of the twisted drive shaft, and to start the control for canceling the reaction force by the drive shaft at an optimal timing.

In the present invention, preferably, the torque control means obtains a change ratio of the adjacent angular speeds on the time axis with respect to the angular speed of the crankshaft based on the engine speed acquired by the engine speed acquisition means and When the angular velocity change ratio is approximately 1 and the angular jump starts to increase, the control for increasing the engine torque so as to cancel the reaction force is terminated.
According to the present invention configured as described above, it is possible to accurately determine the state relating to the restoration of the twisted drive shaft, and to finish the control for canceling the reaction force by the drive shaft at an optimal timing.

In the present invention, preferably, the torque control means performs control to increase the engine torque so as to reach the engine torque corresponding to the accelerator opening after performing the control to increase the engine torque so as to cancel the reaction force. Do.
According to the present invention configured as described above, the engine torque can be quickly reached to the required torque corresponding to the accelerator opening, and the acceleration performance can be improved.

In the present invention, preferably, the torque control means changes the rate of increase of the engine torque in accordance with the gear stage.
According to the present invention configured as described above, it is possible to apply an increase rate of the engine torque according to the gear stage.

  In the present invention, it is preferable that the torque control unit sets a target acceleration of the vehicle based on the accelerator opening, applies a target engine torque for realizing the target acceleration, and applies the engine according to the increase of the accelerator opening. In a case where the torque is increased and the engine torque increase rate is changed from the engine torque increase rate corresponding to the increase in the accelerator opening, it is preferable to apply the engine torque obtained by changing the target engine torque.

  In the present invention, the engine speed acquisition means preferably acquires the engine speed at least twice within a crank angle range of 180 degrees.

  According to the engine control apparatus of the present invention, it is possible to appropriately suppress the vibration caused by the reaction force generated when the drive shaft twisted by the torque transmitted from the engine is restored while ensuring the acceleration performance. it can.

1 is a schematic configuration diagram of an engine system to which an engine control device according to an embodiment of the present invention is applied. It is the schematic which shows the torque transmission system of the engine by embodiment of this invention. 1 is a schematic configuration diagram of a powertrain according to an embodiment of the present invention. It is a block diagram which shows the electric constitution of the control apparatus of the engine by embodiment of this invention. It is explanatory drawing about the vibration which generate | occur | produces at the time of acceleration of a vehicle. It is a time chart for demonstrating the outline | summary of the engine torque control by embodiment of this invention. It is a time chart which shows the time change of various parameters obtained when engine torque control by an embodiment of the present invention is performed. It is a flowchart which shows the whole process of the engine torque control by embodiment of this invention. It is a flowchart which shows the torque determination process for vibration suppression by embodiment of this invention.

  Hereinafter, an engine control apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[System configuration]
First, an engine system to which an engine control apparatus according to an embodiment of the present invention is applied will be described with reference to FIG. FIG. 1 is a schematic configuration diagram of an engine system to which an engine control apparatus according to an embodiment of the present invention is applied.

  As shown in FIG. 1, the engine system 200 mainly includes an engine E as a diesel engine, an intake system IN that supplies intake air to the engine E, a fuel supply system FS that supplies fuel to the engine E, It has an exhaust system EX that exhausts exhaust gas from the engine E, sensors 96 to 110 that detect various states related to the engine system 200, and a PCM (Power-train Control Module) 60 that controls the engine system 200. This engine system 200 is applied to, for example, a front engine / front drive drive type vehicle.

First, the intake system IN has an intake passage 1 through which intake air passes, and an air cleaner 3 that purifies air introduced from the outside in order from the upstream side, and intake air that passes through the intake passage 1. The compressor of the turbocharger 5 that compresses and raises the intake pressure, the intercooler 8 that cools the intake air by outside air or cooling water, the intake shutter valve 7 that adjusts the intake air flow rate that passes through, and the engine E are supplied. And a surge tank 12 for temporarily storing intake air.
In the intake system IN, an air flow sensor 101 for detecting the intake air amount and an intake air temperature sensor 102 for detecting the intake air temperature are provided on the intake passage 1 immediately downstream of the air cleaner 3, and the turbocharger 5. Is provided with an intake pressure sensor 103 for detecting the pressure of intake air, and an intake air temperature sensor 106 for detecting an intake air temperature is provided on the intake passage 1 immediately downstream of the intercooler 8. The intake shutter valve position sensor 105 for detecting the opening degree of the intake shutter valve 7 is provided, and the surge tank 12 is provided with an intake pressure sensor 108 for detecting the pressure of intake air in the intake manifold. These various sensors 101 to 108 provided in the intake system IN output detection signals S101 to S108 corresponding to the detected parameters to the PCM 60, respectively.

  Next, the engine E includes an intake valve 15 for introducing the intake air supplied from the intake passage 1 (specifically, an intake manifold) into the combustion chamber 17, a fuel injection valve 20 for injecting fuel toward the combustion chamber 17, A piston 23 that reciprocates by combustion of the air-fuel mixture in the combustion chamber 17, a crankshaft 25 that is rotated by reciprocation of the piston 23, and exhaust gas that is generated by combustion of the air-fuel mixture in the combustion chamber 17 And an exhaust valve 27 for discharging to 41. Further, the engine E is provided with a crank angle sensor 100 that detects a crank angle as a rotation angle with respect to a top dead center in the crankshaft 25, and the crank angle sensor 100 is provided at the detected crank angle. The corresponding detection signal S100 is output to the PCM 60, and the PCM 60 acquires the engine speed based on the detection signal S100. Basically, the crank angle sensor 100 outputs the detection signal S100 at least twice while the crankshaft 25 rotates 180 degrees. For example, the crank angle sensor 100 outputs a detection signal S100 every time the crankshaft 25 rotates 30 degrees, that is, detects a crank angle every 30 degrees.

  Next, the fuel supply system FS includes a fuel tank 30 for storing fuel, and a fuel supply passage 38 for supplying fuel from the fuel tank 30 to the fuel injection valve 20. In the fuel supply passage 38, a low-pressure fuel pump 31, a high-pressure fuel pump 33, and a common rail 35 are provided in order from the upstream side.

Next, the exhaust system EX has an exhaust passage 41 through which the exhaust gas passes. The exhaust passage 41 is rotated by the exhaust gas passing through the exhaust passage 41 in order from the upstream side. A turbine of the turbocharger 5 that drives the compressor, a diesel oxidation catalyst (DOC) 45 having a function of purifying exhaust gas, and a diesel particulate filter (DPF) 46 are provided. Yes. The DOC 45 is a catalyst that oxidizes hydrocarbon (HC), carbon monoxide (CO), and the like using oxygen in the exhaust gas to change it into water and carbon dioxide, and the DPF 46 is a particulate substance ( It is a filter that collects PM (Particulate Matter).
In the exhaust system EX, an exhaust pressure sensor 109 for detecting the exhaust pressure is provided on the exhaust passage 41 upstream of the turbine of the turbocharger 5, and on the exhaust passage 41 immediately downstream of the DPF 46. Is provided with a linear O ₂ sensor 110 for detecting the oxygen concentration. These various sensors 109 and 110 provided in the exhaust system EX output detection signals S109 and S110 corresponding to the detected parameters to the PCM 60, respectively.

  Further, in the present embodiment, the turbocharger 5 is configured as a two-stage supercharging system that can efficiently obtain high supercharging throughout the entire range from a low rotation range to a high rotation range where the exhaust energy is low. That is, the turbocharger 5 includes a large turbocharger 5a for supercharging a large amount of air in a high rotation range, a small turbocharger 5b capable of efficiently supercharging with low exhaust energy, and a compressor of the small turbocharger 5b. A compressor bypass valve 5c for controlling the flow of intake air to the turbine, a regulator valve 5d for controlling the flow of exhaust gas to the turbine of the small turbocharger 5b, and a waste gate for controlling the flow of exhaust gas to the turbine of the large turbocharger 5a A valve 5e is provided, and the supercharging by the large turbocharger 5a and the small turbocharger 5b is switched by driving each valve according to the operating state (engine speed and load) of the engine E.

  The engine system 200 according to the present embodiment further includes an EGR device 43. The EGR device 43 connects an exhaust passage 41 upstream of the turbine of the turbocharger 5 and an intake passage 1 downstream of the compressor of the turbocharger 5 (specifically, downstream of the intercooler 8). 43a and an EGR valve 43b for adjusting the flow rate of the exhaust gas that passes through the EGR passage 43a. The exhaust gas amount (EGR gas amount) recirculated to the intake system IN by the EGR device 43 includes the exhaust pressure upstream of the turbine of the turbocharger 5, the intake pressure created by the opening degree of the intake shutter valve 7, and the EGR. It is generally determined by the opening degree of the valve 43b.

  Next, an engine torque transmission system in the engine according to the embodiment of the present invention will be described with reference to FIG. FIG. 2 is a schematic diagram showing an engine torque transmission system according to an embodiment of the present invention.

  As shown in FIG. 2, the engine E is fixed to the vehicle body by an engine mount Mt, and the engine torque output from the engine E is transmitted to the transmission TM via a flywheel (not shown). . In the present embodiment, the engine E and the transmission TM (including the flywheel) are integrally assembled to constitute the power train PT, and the entire power train PT is fixed to the vehicle body by the engine mount Mt. The engine torque output from the transmission TM is transmitted to wheels (tires) WH as drive wheels via the drive shaft DS. As shown in FIG. 2, such an engine torque transmission system is composed of a spring and a mass (mass), and has a vibration element by the spring.

  In addition, the term “powertrain” that is generally used may include not only a unit configured on the vehicle body by the engine mount Mt but also other components (such as a propeller shaft). In the present specification, the term “power train” is used for a unit (unit that integrally performs a roll motion described later) configured on the vehicle body by the engine mount Mt.

  Next, the configuration of the power train according to the embodiment of the present invention will be described with reference to FIG. FIG. 3 shows a schematic configuration of a power train according to the embodiment of the present invention.

  As shown in FIG. 3, the powertrain PT includes an engine E, a flywheel FW (or a torque converter) and a transmission TM, and includes a first engine mount Mt1 and a second engine mount Mt that constitute the engine mount Mt described above. It is fixed to the vehicle body by the engine mount Mt2. Specifically, the power train PT is fixed to the vehicle body by a pendulum method. In this pendulum system, the powertrain PT is suspended from above by the second engine mount Mt2 and moved back and forth by the movement of the pendulum (using an inertia main shaft (roll shaft) that substantially overlaps the center of gravity of the powertrain PT). The first engine mount Mt1 is provided below the power train PT and the movement of the pendulum (movement in the front-rear direction) is regulated by the first engine mount Mt1. The first engine mount Mt1 can also use the movement of the pendulum as a driving force of the vehicle.

  Next, the electrical configuration of the engine control apparatus according to the embodiment of the present invention will be described with reference to FIG. FIG. 4 is a block diagram showing an electrical configuration of the engine control apparatus according to the embodiment of the present invention.

  In addition to the detection signals S100 to S110 of the various sensors 100 to 110 described above, the PCM 60 (engine control device) according to the embodiment of the present invention detects the accelerator pedal position (accelerator position) 97. Based on detection signals S97 and S98 output from the vehicle speed sensor 98 that detects the vehicle speed, a control signal S131 is output to control the fuel injection valve 20. Specifically, the PCM 60 includes an engine speed acquisition unit 61 that acquires an engine speed corresponding to the detection signal S100 from the crank angle sensor 100, and an accelerator opening corresponding to the detection signal S97 from the accelerator opening sensor 97. An accelerator opening obtaining unit 63 that obtains the torque, and a torque control unit 65 that controls the engine torque based on the accelerator opening and the like. The torque control unit 65 determines a target acceleration according to the accelerator opening, determines a target torque according to the target acceleration, and controls the fuel injection valve 20 so as to realize the target torque.

  Each component of the PCM 60 includes a CPU, various programs that are interpreted and executed on the CPU (including a basic control program such as an OS and an application program that is activated on the OS to realize a specific function), a program, It is configured by a computer having an internal memory such as a ROM or RAM for storing various data.

[Vibration generated during acceleration]
Next, with reference to FIG. 5, a description will be given of vibrations that occur during acceleration of the vehicle (particularly when the vehicle changes from deceleration to acceleration). FIGS. 5A to 5C show a schematic configuration of a power train PT similar to that in FIG. 3, and FIG. 5A is an explanatory diagram of vibrations generated in the early stage of acceleration. FIG. 5B is an explanatory diagram regarding vibrations generated in the middle period of acceleration, and FIG. 5C is an explanatory diagram regarding vibrations generated in the latter period of acceleration.

  First, as shown in FIG. 5 (a), at the initial stage of acceleration, when the engine torque starts to increase, between members having transmission system backlash to which the engine torque is transmitted (gear in the transmission system, drive shaft) So-called “backlash” is performed in a spline between the DS and the wheel WH). If the backlash is vigorously performed at this time, vibration is generated (especially sound is generated). Strictly speaking, in the early stage of acceleration, first, the crankshaft 25 is twisted by the torque applied to the crankshaft 25 through the piston 23 or the like due to combustion in the combustion chamber 17, and thereafter the transmission system Backlash is performed.

  Next, as shown in FIG. 5B, when the backlash of the transmission system is finished, the power train PT suspended on the vehicle body by the pendulum system performs a roll motion. Specifically, a force is applied to the power train PT in the direction opposite to the direction in which the crankshaft 25 rotates, and the power train PT rolls forward. Thus, when the power train PT performs a roll motion, vibration (shock) tends to occur.

  Next, as shown in FIG. 5 (c), when the roll motion of the power train PT is finished (specifically, when the crushing of the first engine mount Mt1 by the roll motion is finished), via the drive shaft DS. A force is applied toward the wheel WH. However, since the wheel WH is in contact with the road surface, the drive shaft DS is twisted by the engine torque before the wheel WH rolls. At this time, vibration tends to occur. Note that the twist of the drive shaft DS does not always occur when the roll motion of the power train PT is completed, but also occurs during the roll motion of the power train PT. That is, the drive shaft DS may be twisted in parallel with the roll motion of the power train PT.

  When the twist of the drive shaft DS reaches a predetermined phase (for example, when the yield point is reached), the twist of the drive shaft DS is stopped, a force is applied from the drive shaft DS toward the wheel WH, and the wheel WH rolls. start. In this case, the fixing of the drive shaft DS by the wheel WH is released, the twisted drive shaft DS tries to recover, and the force generated by the recovery of the drive shaft DS is transmitted to the power train PT as a reaction force. At this time, vibrations tend to occur.

  The series of vibrations as described above are repeatedly generated when the engine torque is greatly increased during acceleration. In other words, the backlash of the transmission system → the roll motion of the power train PT → the twist of the drive shaft DS → the restoration of the twisted drive shaft DS repeatedly occurs. In general, in order to suppress the occurrence of repeated vibrations in this way, the engine torque is increased fairly slowly.

[Contents of control]
Next, engine torque control according to an embodiment of the present invention will be described.

  First, an outline of engine torque control according to an embodiment of the present invention will be described with reference to FIG. FIG. 6 is a time chart for explaining the outline of the engine torque control according to the embodiment of the present invention.

In FIG. 6, a graph G11 shows a time change of the accelerator opening, a graph G12 shows a time change of the required torque according to the accelerator opening, and a graph G13 shows the target torque determined in this embodiment. Graph G14 shows the target torque according to the comparative example, and graph G15 shows the time change of the acceleration when the target torque according to the present embodiment is applied.
Here, a case will be described in which, at time t11, the accelerator pedal is depressed (accelerator opening increases), and the vehicle in the deceleration state shifts to the acceleration state. Further, the required torque corresponding to the accelerator opening shown in the graph G12 is torque to be applied in order to realize the target acceleration corresponding to the accelerator opening (hereinafter, referred to as “basic target torque” as appropriate). In the present embodiment, the target torque shown in the graph G13 is a torque obtained by changing the basic target torque (hereinafter, referred to as “vibration suppressing target torque” as appropriate) from the viewpoint of suppressing vibration during acceleration while ensuring acceleration performance. ). Further, the target torque shown in the graph G14 is a target torque according to a comparative example that is determined with priority given to suppressing vibration during acceleration at the expense of improvement in acceleration performance.

  As shown in the graph G13, in the present embodiment, the torque control unit 65 of the PCM 60 is, in principle, engine torque rather than the basic target torque (requested torque) shown in the graph G12 in order to suppress vibrations generated during vehicle acceleration. Control is performed to limit the increase in engine torque by reducing the rate of increase in engine torque. Further, in the present embodiment, the torque control unit 65 restricts the increase of the engine torque in this way, while ensuring the acceleration performance of the vehicle (see graph G15), the target torque according to the comparative example shown in the graph G14. Increase the engine torque increase rate.

  In particular, in the present embodiment, the torque control unit 65 takes into consideration the vibration characteristics of the vehicle transmission system, that is, the spring mass system (see FIG. 2), and limits the increase in engine torque according to the vibration characteristics. While appropriately suppressing vibration during acceleration, acceleration performance is ensured by not limiting the increase in engine torque more than necessary. Specifically, the torque control unit 65 is a factor that generates vibrations during acceleration, such as the above-described backlash of the transmission system, the roll motion of the power train PT, the twist of the drive shaft DS, and the twisted drive shaft DS. The rate of increase in engine torque is controlled so as to deal with each of the restorations. In this case, in this embodiment, as shown in FIG. 6, the torque control unit 65 defines five control states 0 to 4, and individually controls the rate of increase in engine torque in each control state (arrow A1). reference). The torque control in the control states 0 to 2 corresponds to the “first torque control” in the present invention, and the torque control in the control states 3 to 4 corresponds to the “second torque control” in the present invention.

  First, in the control state 0 immediately after the start of acceleration (from time t11 to time t12), the torque control unit 65 increases the engine torque so as to suppress vibration generated when the transmission system to which the engine torque is transmitted is loosened. Control to limit. In this way, the transmission system is slowly back-filled so that no significant vibrations (especially sound) occur during backlashing.

  Next, in the control state 1 (from time t12 to time t13), the torque control unit 65 specifically gives the roll motion start condition (in other words, the initial state) of the power train PT, specifically, the roll motion of the power train PT. Control is performed to limit the increase in engine torque so as to control the initial speed of the engine. In this way, the initial speed of the roll motion of the power train PT is limited to a predetermined speed or less, and the controllability of the control that suppresses the roll motion of the power train PT to be executed thereafter is improved.

Next, in the control state 2 (from time t13 to time t14), the torque control unit 65 limits the increase in engine torque so as to suppress the roll motion while the power train PT roll motion is occurring. Control. By so doing, the roll speed of the powertrain PT is controlled, that is, the roll motion is performed at a low speed, so that the first engine mount Mt1 is quickly damped so that the roll motion of the powertrain PT converges. I have to.
Since the engine mount Mt is made of a softer material than the drive shaft DS, the increase in engine torque is limited so as to suppress the roll motion of the power train PT as described above (control state 2). Thus, it is possible to appropriately cope with the twist of the drive shaft DS. That is, by performing control so as to suppress the roll motion of the power train PT, the drive shaft DS can be slowly twisted, and vibration caused by the twist of the drive shaft DS can be suppressed.

  Next, in the control state 3 (from time t14 to time t15), the torque control unit 65 is configured to cancel the reaction force generated when the drive shaft DS twisted by the torque transmitted from the engine E is restored. The control for increasing the engine torque is performed by releasing the restriction on the increase of the engine torque. Specifically, the torque control unit 65 is at least larger than the force transmitted to the power train PT when the twisted drive shaft DS is restored (force for pushing the power train PT backward). Control is performed to increase the engine torque so that a forward force is generated in the power train PT. For example, the torque control unit 65 increases the engine torque at an increase rate comparable to the increase rate of the basic target torque (required torque) or at an increase rate larger than the increase rate of the basic target torque. In this way, the influence of the reaction force of the twisted drive shaft DS is suppressed, specifically, the power train PT is prevented from being pushed back backward by the reaction force of the drive shaft DS, and directed toward the propulsion direction. Thus, the state where force is applied to the power train PT is maintained. As a result, the power train PT is pushed back by the reaction force of the drive shaft DS, so that the roll motion of the power train PT is prevented from occurring again.

  Next, in the control state 4 (from time t15 to time t16), the torque control unit 65 performs control to increase the engine torque so that the engine torque reaches the basic target torque as the required torque. For example, the torque control unit 65 increases the engine torque at an increase rate comparable to the increase rate of the basic target torque, or at an increase rate greater than the increase rate of the basic target torque. Further, the torque control unit 65 reduces the rate of increase of the engine torque as the actual engine torque approaches the basic target torque. By doing so, the engine torque is made to quickly reach the basic target torque corresponding to the accelerator opening without any sense of incongruity, and the acceleration performance is improved.

  The torque control unit 65 switches the torque control for each of the control states 0 to 4 as described above based on a change in the engine speed. Specifically, the torque control unit 65 obtains at least one or more of the angular velocity, angular acceleration, and angular jerk (in other words, angular jerk) of the crankshaft 25 based on the detection signal S100 input from the crank angle sensor 100. Based on at least one or more of these angular velocities, angular accelerations, and angular jumps, the control states 0 to 4 are switched to change the engine torque increase rate. In this case, the torque control unit 65 is based on at least one of the angular velocity, the angular acceleration, and the angular jump, and the transmission system is loosened, the power train PT rolls, and is twisted. The restoration of the drive shaft DS is determined (particularly, the occurrence timing and / or end timing of these phenomena is determined), and the control states 0 to 4 are switched according to the determination result.

  Further, even when the torque control unit 65 is executing any one of the control states 0 to 4, a predetermined time (for example, a time of about 100 to 400 ms) has elapsed since the accelerator opening degree started to increase. Sometimes, torque control according to any of the control states 0 to 4 is stopped, and normal torque control according to the basic target torque is executed. Basically, the torque control in the control states 0 to 4 is set to be completed within a predetermined time after the accelerator opening starts to increase, that is, by executing the torque control in the control states 0 to 4 It is set so that vibration during acceleration falls within a predetermined time. However, depending on the situation, even if the torque control in the control states 0 to 4 is executed, vibrations may not be easily settled. In that case, from the viewpoint of securing acceleration performance, the torque control in the control states 0 to 4 is not performed. The normal torque control according to the basic target torque is executed.

  Next, the engine torque control according to the embodiment of the present invention will be described more specifically with reference to FIG. FIG. 7 is an example of a time chart showing temporal changes of various parameters obtained when engine torque control according to the embodiment of the present invention is executed.

  FIG. 7A shows the time change of the accelerator opening, FIG. 7B shows the time change of the torque of the drive shaft DS, and FIG. 7C shows the longitudinal direction of the first engine mount Mt1. 7 (d) shows the time change of the control state, FIG. 7 (e) shows the engine torque time change, and FIG. 7 (d) shows the time change of the engine torque. f) shows the time change of the engine speed, FIG. 7 (g) shows the time change of the change ratio of the angular speeds adjacent on the time axis with respect to the angular speed of the crankshaft 25, and FIG. The time change of the angular jerk (angular jerk) of the shaft 25 is shown.

  Here, as shown in FIG. 7A, the case where the accelerator pedal is depressed and the vehicle in the decelerating state shifts to the accelerating state at time t21 will be described. The torque of the drive shaft DS shown in FIG. 7B is measured by, for example, a strain gauge attached to the drive shaft DS. The phase of the first engine mount Mt1 shown in FIG. 7C has a value smaller than “0” when the first engine mount Mt1 moves forward with “0” as a reference position. In FIG. 7 (e), the broken line shows the time change of the basic target torque (requested torque), and the solid line shows the time change of the vibration suppression target torque according to the present embodiment. The engine speed shown in FIG. 7 (f) is a value obtained by the PCM 60 from the detection signal S100 of the crank angle sensor 100, and the angular velocity change ratio and angular jerk shown in FIGS. The PCM 60 is a value obtained from this engine speed. In this case, the PCM 60 divides the value obtained by dividing the angular velocity obtained based on the detection signal S100 input from the crank angle sensor 100 this time by the angular velocity obtained based on the detection signal S100 previously input from the crank angle sensor 100 into the angular velocity. Calculate as change ratio. This change rate of angular velocity is a parameter representing angular acceleration. Angular acceleration is a parameter that indicates the degree of change in angular velocity as an absolute value, whereas the angular velocity change ratio is a parameter that indicates the relative value between the current value and the previous value of the angular velocity at the angular velocity obtained as a discrete value. It becomes.

  First, when the accelerator opening degree starts to increase at time t21, the torque control unit 65 of the PCM 60 sets the control state 0 to suppress vibration generated when the transmission system to which engine torque is transmitted is loosened. In this way, control is performed to limit the increase in engine torque. Specifically, in the control state 0, the torque control unit 65 applies the minimum necessary engine torque and completes the rattling so that the rattling can be completed quickly while suppressing the vibration during the rattling. I will let you. For example, the torque control unit 65 performs control so as to apply an engine torque near 0 N in a combustion cycle of about 3 to 4. The torque in the vicinity of 0N corresponds to the torque generated in the flywheel FW, and the force actually transmitted from the piston 23 to the crankshaft 25 in the engine E is about 100N.

  Next, after the backlash of the transmission system is completed, the power train PT starts to roll. When the roll motion of the power train PT is thus started, the phase of the first engine mount Mt1 is shifted forward from the reference position (“0”), as indicated by an arrow A21 in FIG. The phase of the first engine mount Mt1 shifts from the raised state to the lowered state. In this case, when the roll motion of the power train PT starts, the angular velocity of the crankshaft 25 starts to increase. Therefore, the torque control unit 65 determines that the roll motion of the power train PT has started at the timing when the angular velocity of the crankshaft 25 starts to increase, and switches from the control state 0 to the control state 1. Specifically, the torque control unit 65 performs control when the angular jerk is a positive value and the change rate of the angular velocity exceeds a first predetermined value (for example, 1.01) of 1 or more (time t22). Switching from state 0 to control state 1 starts control for limiting the increase in engine torque so as to control the initial speed of the roll motion of the power train PT. In this case, in the control state 1, the torque control unit 65 increases the engine torque at a relatively small increase rate so that the initial speed of the roll motion of the power train PT is equal to or lower than the predetermined speed (the increase rate of the engine torque). Can be determined in advance by conformity). Moreover, the predetermined speed applied to the initial speed of the roll motion is determined from the viewpoint of causing the power train PT to perform a roll motion that hardly causes vibration (shock). Basically, the torque control unit 65 makes the engine torque increase rate in the control state 1 smaller than the engine torque increase rate in the control state 0 described above.

  Next, the torque control unit 65 switches from the control state 1 to the control state 2 in order to perform control for directly suppressing the roll motion at a predetermined timing during the roll motion of the power train PT. . Specifically, the torque control unit 65 determines that the angular jerk is a positive value and the angular velocity change ratio exceeds a second predetermined value (for example, 1.02) larger than the first predetermined value. At (time t23), the control state 1 is switched to the control state 2, and control for limiting the increase in engine torque is started so as to suppress the roll motion of the power train PT. In this case, in the control state 2, the torque control unit 65 causes the first engine mount Mt1 to be quickly damped to perform the roll motion at a low speed so that the roll motion of the power train PT converges. As described above, the engine torque is increased at a relatively small rate of increase (the rate of increase of the engine torque may be determined in advance by adaptation or the like). Basically, the torque control unit 65 makes the engine torque increase rate in the control state 2 smaller than the engine torque increase rate in the control state 1 described above.

  Next, when the roll motion of the power train PT is completed, the twisted drive shaft DS is restored and a reaction force is generated. In this case, at the timing indicated by the arrow A22 in FIG. 7C, it can be seen that the forward movement of the first engine mount Mt1 stops and the roll motion of the power train PT is completed. Further, at this timing, as shown by an arrow A23 in FIG. 7B, it can be seen that the torque applied to the drive shaft DS is large and the drive shaft DS is twisted greatly. From this, it is presumed that the drive shaft DS is restored immediately after this to generate a reaction force. As described above, at the timing when the roll motion of the power train PT is finished and the reaction force of the drive shaft DS is likely to occur, the angular velocity of the crankshaft 25 changes from rising to falling (in other words, the angular jerk is a positive value). To negative value).

  Therefore, the torque control unit 65 finishes the roll motion of the power train PT at the timing when the angular velocity of the crankshaft 25 changes from the raised state to the lowered state, and thereafter the reaction force of the drive shaft DS is generated. Determine and switch from control state 2 to control state 3. Specifically, the torque control unit 65 controls the control state 2 when the angular jerk becomes a predetermined value (0 or a negative value near 0) and the change rate of the angular velocity starts to decrease (time t24). Then, the control state 3 is switched to the control state 3 to start the control for increasing the engine torque so as to cancel the reaction force generated when the drive shaft DS is restored. In this case, in the control state 3, the torque control unit 65 suppresses the power train PT from being pushed back by the reaction force of the drive shaft DS, and a state in which force is applied to the power train PT in the propulsion direction. So that the engine torque is increased at a relatively large rate of increase (the rate of increase of the engine torque may be determined in advance by adaptation or the like). For example, the torque control unit 65 increases the engine torque at an increase rate comparable to the increase rate of the basic target torque (required torque) or at an increase rate larger than the increase rate of the basic target torque. Basically, the torque control unit 65 makes the engine torque increase rate in the control state 3 larger than the engine torque increase rate in the control state 2 described above.

  Next, the torque control unit 65 switches from the control state 3 to the control state 4 at a timing when the influence of the reaction force when the twisted drive shaft DS is restored is suppressed. Specifically, the torque control unit 65 has an angular velocity change ratio of approximately 1, and the effect of the reaction force of the drive shaft DS is suppressed when the angular jerk begins to increase (time t25). Therefore, the control state 3 is switched to the control state 4 and control for increasing the engine torque so as to reach the basic target torque (requested torque) is started. For example, the torque control unit 65 increases the engine torque at an increase rate comparable to the increase rate of the basic target torque, or at an increase rate greater than the increase rate of the basic target torque. In one example, the torque control unit 65 makes the engine torque increase rate in the control state 4 larger than the engine torque increase rate in the control state 3 described above.

  After that, at time t26, after the accelerator opening starts to increase (in other words, after the control according to the present embodiment for suppressing vibration during acceleration is started), the torque control unit 65 is passed. Terminates the control in the control state 4 described above, and executes normal torque control in accordance with the basic target torque.

  In the control states 3 and 4, when the control for increasing the engine torque is performed, it is preferable to control the rate of increase of the engine torque so that the jerk generated during acceleration of the vehicle is equal to or less than a predetermined limit value. The limit value of the jerk is preferably set according to the gear position of the vehicle, the magnitude of the accelerator opening, and the like from the viewpoint of improving the acceleration feeling.

[flowchart]
Next, specific control processing executed in engine torque control according to the embodiment of the present invention will be described with reference to FIGS.

  FIG. 8 is a flowchart showing an overall process of engine torque control according to the embodiment of the present invention. This flow is started when the ignition of the vehicle is turned on and power is turned on to the engine control device (PCM 60), and is repeatedly executed at a predetermined cycle.

  First, in step S1, the PCM 60 acquires the driving state of the vehicle. Specifically, the PCM 60 detects the accelerator opening detected by the accelerator opening sensor 97, the vehicle speed detected by the vehicle speed sensor 98, the crank angle detected by the crank angle sensor 100, and the gear stage currently set for the transmission of the vehicle. In addition, the detection signals S97, S98, S100 to 110, etc. output from the various sensors 97, 98, 100 to 110 described above are acquired as operating states.

  Next, in step S2, the PCM 60 sets a target acceleration based on the driving state of the vehicle including the operation of the accelerator pedal acquired in step S1. Specifically, the torque control unit 65 of the PCM 60 selects the current vehicle speed and gear from the acceleration characteristic map (created in advance and stored in a memory or the like) defined for various vehicle speeds and various gear stages. The acceleration characteristic map corresponding to the step is selected, and the target acceleration corresponding to the current accelerator opening is determined with reference to the selected acceleration characteristic map.

  Next, in step S3, the torque control unit 65 of the PCM 60 determines a basic target torque of the engine E for realizing the target acceleration determined in step S2. In this case, the torque control unit 65 determines the basic target torque within the range of torque that the engine E can output based on the current vehicle speed, gear stage, road surface gradient, road surface μ, and the like.

  Next, in step S4, the torque control unit 65 determines whether a condition for executing engine torque control (hereinafter referred to as “vibration suppression control”) for suppressing vibration during acceleration according to the present embodiment is satisfied. Determine whether. Specifically, the torque control unit 65 determines that the execution condition of the vibration suppression control is satisfied when the accelerator pedal is depressed to shift the vehicle from the deceleration state to the acceleration state (step S4: Yes). In this case, the process proceeds to step S5, and the torque control unit 65 determines a new target torque obtained by changing the basic target torque determined in step S3 in order to execute the vibration suppression control (hereinafter, the target torque). Is referred to as “vibration suppressing torque”, and the process of determining the vibration suppressing torque is referred to as “vibration suppressing torque determining process”). Thereafter, the process proceeds to step S6. On the other hand, when the execution condition of vibration suppression control is not satisfied (step S4: No), the process proceeds to step S6 without executing step S5.

  In step S <b> 6, the torque control unit 65 determines a final target torque to be finally output from the engine E. Specifically, when executing step S5, the torque control unit 65 determines the vibration suppression torque determined in step S5 as the final target torque, and when not executing step S5, The basic target torque determined in S4 is determined as the final target torque.

  Next, in step S7, the torque control unit 65 controls the fuel injection valve 20 so that the final target torque determined in step S6 is output from the engine E. Specifically, first, the torque control unit 65 sets a required injection amount to be injected from the fuel injection valve 20 based on the final target torque and the engine speed, and based on the required injection amount and the engine speed. The fuel injection pattern and fuel pressure are set. And the torque control part 65 controls the fuel injection valve 20 based on the injection pattern and fuel pressure which were set in this way.

  A limit value is set for limiting the jerk generated in the vehicle according to the magnitude of the accelerator opening, the changing speed of the accelerator opening, the gear stage, etc., and the jerk generated in the vehicle is set to the limit value. The target acceleration should be limited so that it does not exceed. Alternatively, the basic target torque or the final target torque may be limited so that the jerk generated in the vehicle does not exceed the limit value.

  Next, the vibration suppression torque determination process executed in step S5 of FIG. 8 will be described with reference to FIG. FIG. 9 is a flowchart showing the vibration suppression torque determination process according to the embodiment of the present invention. This flow is also repeatedly executed by the PCM 60 (in particular, the torque control unit 65).

  First, in step S501, the torque control unit 65 determines whether or not a predetermined time has elapsed after the accelerator opening degree starts to increase (in other words, after vibration suppression control is started). For example, the predetermined time is set to a time of about 100 to 400 ms. When the predetermined time has elapsed (step S501: Yes), the vibration suppression torque determination process is terminated, and when the predetermined time has not elapsed (step S501: No), the process proceeds to step S502.

  In step S502, the torque control unit 65, based on the detection signal S100 input from the crank angle sensor 100, the change rate of the angular speed adjacent on the time axis with respect to the angular speed of the crankshaft 25, the angular jump of the crankshaft 25, Ask for.

  Next, in step S503, the torque control unit 65 determines whether a condition for executing torque control in the control state 0 (state 0 execution condition) is satisfied. The state 0 execution condition is a condition that the change rate of the angular velocity is less than a first predetermined value (eg, 1.01) of 1 or more, or the angular jerk is a negative value. In addition to the angular velocity change ratio and the angular jump condition, a condition that torque control by the control states 1 to 4 is not currently being executed may be added to the state 0 execution condition. In this way, when the control state 0 is set, it is preferable to continue the torque control in the control state 0 until a state 1 execution condition described later is satisfied.

  When the state 0 execution condition is satisfied (step S503: Yes), the process proceeds to step S504, and the torque control unit 65 sets a vibration suppression torque (state 0 torque) to be applied in the torque control by the control state 0. . Specifically, the torque control unit 65 sets a state 0 torque that limits the rate of increase of the engine torque so as to suppress vibrations that occur during backlash of the transmission system to which the engine torque is transmitted. For example, the torque control unit 65 sets the torque near 0N as described above as the state 0 torque. Further, the torque control unit 65 changes the state 0 torque according to the currently set gear stage. In this case, the torque control unit 65 makes the state 0 torque smaller in the low-speed gear (second speed, third speed, etc.) than in the high speed gear (fourth speed, fifth speed, etc.).

  On the other hand, if the state 0 execution condition is not satisfied (step S503: No), the process proceeds to step S505, and the torque control unit 65 satisfies the condition for executing torque control by the control state 1 (state 1 execution condition). It is determined whether or not. The state 1 execution condition is a condition that the change ratio of the angular velocity is not less than a first predetermined value (for example, 1.01) that is 1 or more and the angular jerk is a positive value. In addition to the angular velocity change ratio and the angular jump condition, the state 1 execution condition includes a condition that torque control according to the control state 0 or 1 is currently being executed (in other words, torque control according to the control states 2 to 4). May be added). Thus, when the control state 0 is set, the control state 0 is switched to the control state 1 when the angular velocity change ratio and the angular jerk conditions are satisfied. Is set, torque control in control state 1 is preferably continued until a state 2 execution condition described later is satisfied.

  When the state 1 execution condition is satisfied (step S505: Yes), the process proceeds to step S506, and the torque control unit 65 sets a vibration suppression torque (state 1 torque) to be applied in the torque control by the control state 1. . Specifically, the torque control unit 65 sets the state 1 torque so as to limit the rate of increase of the engine torque so as to control the initial speed of the roll motion of the power train PT. In particular, the torque control unit 65 sets the torque for state 1 such that the initial speed of the roll motion of the power train PT is equal to or lower than a predetermined speed. The torque control unit 65 changes the state 1 torque according to the currently set gear. Also in this case, the torque control unit 65 makes the state 1 torque smaller in the low speed gear than in the high speed gear. Further, the torque control unit 65 sets the torque for state 1 so that the engine torque increase rate in the control state 1 is smaller than the engine torque increase rate in the control state 0.

  On the other hand, when the state 1 execution condition is not satisfied (step S505: No), the process proceeds to step S507, and the torque control unit 65 satisfies the condition for executing torque control by the control state 2 (state 2 execution condition). It is determined whether or not. The state 2 execution condition is a condition that the change rate of the angular velocity is not less than a second predetermined value (for example, 1.02) larger than the first predetermined value, and the angular jerk is a positive value. In addition to the angular velocity change ratio and the angular jerk condition, the state 2 execution condition includes a condition that torque control by the control state 1 or 2 is currently being executed (in other words, according to the control states 0, 1 and 3). A condition that torque control is not currently being executed) may be added. Thus, when the control state 1 is set, the control state 2 is switched from the control state 1 to the control state 2 when the angular velocity change ratio and the angular jerk conditions are satisfied. Is set, torque control in control state 2 is preferably continued until a state 3 execution condition to be described later is satisfied.

  When the state 2 execution condition is satisfied (step S507: Yes), the process proceeds to step S508, and the torque control unit 65 sets the vibration suppression torque (state 2 torque) to be applied in the torque control by the control state 2. . Specifically, the torque control unit 65 sets the torque for state 2 that limits the rate of increase in engine torque so as to suppress the roll motion of the power train PT. In particular, the torque control unit 65 sets the torque for state 2 such that the power train PT performs a roll motion at a predetermined speed or less. The torque control unit 65 changes the state 2 torque according to the currently set gear. Also in this case, the torque control unit 65 makes the state 2 torque smaller in the low speed gear than in the high speed gear. Further, the torque control unit 65 sets the state 2 torque so that the engine torque increase rate in the control state 2 is smaller than the engine torque increase rate in the control state 1.

  On the other hand, when the state 2 execution condition is not satisfied (step S507: No), the process proceeds to step S509, and the torque control unit 65 satisfies the condition for executing torque control by the control state 3 (state 3 execution condition). It is determined whether or not. The state 3 execution condition is a condition that the change rate of the angular velocity is decreased and the angular jump is equal to or less than a predetermined value (0 or a negative value near 0). In addition to the angular velocity change ratio and the angular jerk condition, the state 3 execution condition includes a condition that torque control according to the control state 2 or 3 is currently being executed (in other words, according to the control states 0, 1 and 4). A condition that torque control is not currently being executed) may be added. In this way, when the control state 2 is set, the control state 3 is switched to the control state 3 when the angular velocity change ratio and the angular jerk conditions are satisfied. Is set, torque control in the control state 3 is preferably continued until a state 4 execution condition described later is satisfied.

  When the state 3 execution condition is satisfied (step S509: Yes), the process proceeds to step S510, and the torque control unit 65 sets a vibration suppression torque (state 3 torque) to be applied in the torque control by the control state 3. . Specifically, the torque control unit 65 sets the state 3 torque that increases the engine torque so as to cancel the reaction force generated when the drive shaft DS is restored. In this case, the torque control unit 65 suppresses the power train PT from being pushed back by the reaction force of the drive shaft DS so as to maintain the state in which force is applied to the power train PT in the propulsion direction. Then, the torque for state 3 is set. The torque control unit 65 changes the state 3 torque according to the currently set gear. Also in this case, the torque control unit 65 makes the state 3 torque smaller in the low speed gear than in the high speed gear. Further, the torque control unit 65 sets the state 3 torque so that the engine torque increase rate in the control state 3 is larger than the engine torque increase rate in the control state 2. For example, the torque control unit 65 sets the state 3 torque so that the engine torque increase rate in the control state 3 is equal to or higher than the basic target torque increase rate.

  On the other hand, when the state 3 execution condition is not satisfied (step S509: No), the process proceeds to step S511, and the torque control unit 65 satisfies the condition for executing torque control by the control state 4 (state 4 execution condition). It is determined whether or not. The state 4 execution condition corresponds to a condition for determining whether or not the vibration is stopped, and is a condition that the angular velocity change ratio is approximately 1 and the angular jerk is increased. . In addition to the angular velocity change ratio and the angular jump condition, the state 4 execution condition includes a condition that torque control according to the control state 3 or 4 is currently being executed (in other words, torque control according to the control states 0 to 2). May be added). In this way, when the control state 3 is set, the control state 4 is switched from the control state 3 to the control state 4 when the angular velocity change ratio and the angular jerk conditions are satisfied. Is set, it is preferable to continue the torque control by the control state 4 until a predetermined time elapses after the accelerator opening starts to increase.

When the state 4 execution condition is satisfied (step S511: YES), the process proceeds to step S512, and the torque control unit 65 sets a vibration suppression torque (state 4 torque) to be applied in the torque control by the control state 4. . Specifically, the torque control unit 65 sets the torque for state 4 that increases the engine torque so that the engine torque reaches the basic target torque. Also in this case, the torque control unit 65 changes the torque for state 4 according to the currently set gear. That is, the torque control unit 65 makes the state 4 torque smaller in the low speed gear than in the high speed gear. Further, the torque control unit 65 sets the torque for state 4 so that the increase rate of the engine torque in the control state 4 is larger than the increase rate of the engine torque in the control state 3. For example, the torque control unit 65 sets the state 4 torque so that the engine torque increase rate in the control state 4 is equal to or higher than the basic target torque increase rate.
On the other hand, when the state 4 execution condition is not satisfied (step S511: No), the vibration suppression torque determination process is terminated.

  It should be noted that the optimum torque for state 1 to state 4 is determined in advance by performing experiments and simulations, and in the vibration suppression torque determination process of FIG. It is preferable to set each of the 4 torques. In particular, it is preferable to determine in advance each of the torque for state 1 to the torque for state 4 to be applied for each of the various gear stages. Further, not only the gear stage but also the state 1 torque to the state 4 torque according to the vehicle speed may be determined.

[Function and effect]
Next, operational effects of the engine control apparatus according to the embodiment of the present invention will be described.

  According to the present embodiment, based on changes in engine speed (at least one or more of the angular velocity, angular acceleration, and angular jerk of the crankshaft 25), the backlash of the transmission system occurring in the engine system, the power train PT The roll motion of the motor and the restoration of the twisted drive shaft DS are determined, and the increase of the engine torque is individually limited according to the determination result, so that each of the vibrations caused by these phenomena can be appropriately suppressed. it can. In this case, in this embodiment, since the torque is limited according to the phenomenon that causes the vibration, the engine torque is more than necessary as compared with the comparative example in which the torque is limited without considering the phenomenon that causes the vibration. The increase in engine torque at the time of acceleration can be increased and the acceleration performance (acceleration response) of the vehicle can be improved. Can be made.

  Specifically, in the present embodiment, immediately after the start of acceleration, the increase in engine torque is limited so as to suppress vibration generated when the transmission system to which the engine torque is transmitted is suppressed. The generated vibration can be appropriately suppressed. Next, at the start of the roll motion of the power train PT, the increase in engine torque is limited so as to control the initial speed of the roll motion of the power train PT, so the controllability of the roll motion of the power train PT can be improved. As a result, the roll motion of the powertrain PT can be easily suppressed. Next, during the roll motion of the power train PT, the increase in engine torque is limited so as to suppress this roll motion. Therefore, the power train PT is rolled at a low speed, and the first engine mount Mt1 is quickly moved. The roll state of the power train PT can be appropriately converged by setting the damping state.

  Next, in the present embodiment, the restriction on the increase in the engine torque is canceled so that the reaction force generated when the drive shaft DS twisted by the torque transmitted from the engine E is restored, and the engine torque is reduced. Since it raises, it can suppress that power train PT is pushed back by the reaction force of drive shaft DS, and can hold | maintain the state where force was given to power train PT toward the propulsion direction appropriately. Thereby, it can suppress that the roll exercise | movement of powertrain PT etc. generate | occur | produce again. Next, since the engine torque is increased so that the engine torque reaches the required torque (basic target torque) according to the accelerator opening, the engine torque is quickly reached to the required torque according to the accelerator opening and accelerated. Performance can be improved.

[Modification]
In the above-described embodiment, an example in which the present invention is applied to the engine E as a diesel engine has been described, but the application of the present invention is not limited to this. The present invention is also applicable to gasoline engines.

  In the above-described embodiment, the example in which the present invention is applied to the configuration in which the power train PT is fixed to the vehicle body by the pendulum system is shown. However, the present invention is a mounting system other than the pendulum system. It can also be applied to a structure fixed to the vehicle body at.

1 Intake passage 5 Turbocharger 20 Fuel injection valve 41 Exhaust passage 60 PCM
65 Torque control unit 97 Accelerator opening sensor 100 Crank angle sensor DS Drive shaft E Engine Mt Engine mount PT Powertrain

Claims (9)

In the engine control device,
Engine speed acquisition means for acquiring the engine speed;
Accelerator opening obtaining means for obtaining the accelerator opening;
Torque control means for controlling the engine torque based on the accelerator opening obtained by the accelerator opening obtaining means;
Have
The torque control means performs control to increase the engine torque so as to cancel the reaction force generated when the drive shaft twisted by the torque transmitted from the engine is restored after the accelerator opening has started to increase. There line,
The torque control means obtains at least one of the angular speed, angular acceleration and angular jerk of the crankshaft from the engine speed obtained by the engine speed obtaining means, and at least one of these angular speed, angular acceleration and angular jerk. A control apparatus for an engine, characterized in that , based on one or more, a start timing of control for increasing the engine torque so as to cancel the reaction force is determined . In the engine control device,
Engine speed acquisition means for acquiring the engine speed;
Accelerator opening obtaining means for obtaining the accelerator opening;
Torque control means for controlling the engine torque based on the accelerator opening obtained by the accelerator opening obtaining means;
Have
The torque control means performs control to increase the engine torque so as to cancel the reaction force generated when the drive shaft twisted by the torque transmitted from the engine is restored after the accelerator opening has started to increase. Done
The torque control means obtains at least one of the angular speed, angular acceleration and angular jerk of the crankshaft from the engine speed obtained by the engine speed obtaining means, and at least one of these angular speed, angular acceleration and angular jerk. An engine control device characterized in that, based on one or more, an end timing of control for increasing engine torque so as to cancel the reaction force is determined. The engine control device according to claim 1 or 2 , wherein the torque control means sets the rate of increase of the engine torque to be equal to or higher than the rate of increase of the engine torque according to the increase of the accelerator opening so as to cancel the reaction force. . The torque control means obtains a change ratio of angular speeds adjacent to each other on the time axis with respect to the angular speed of the crankshaft based on the engine speed obtained by the engine speed obtaining means, obtains an angular jerk of the crankshaft, 2. The engine control device according to claim 1 , wherein when the angular jerk becomes a predetermined value or less and the change ratio of the angular velocity starts to decrease, control for increasing the engine torque is started so as to cancel the reaction force. . The torque control means obtains a change ratio of angular speeds adjacent to each other on the time axis with respect to the angular speed of the crankshaft based on the engine speed obtained by the engine speed obtaining means, obtains an angular jerk of the crankshaft, The engine control device according to claim 2 , wherein when the angular velocity change ratio is approximately 1 and the angular jerk starts to increase, the control for increasing the engine torque so as to cancel the reaction force is terminated. .   The said torque control means performs the control which raises an engine torque so that it may reach the engine torque according to the said accelerator opening after performing the control which raises an engine torque so that the said reaction force may be negated. The engine control device according to any one of claims 1 to 5.   The engine control device according to any one of claims 1 to 6, wherein the torque control means changes an engine torque increase rate in accordance with a gear stage. The torque control means includes
Set a target acceleration of the vehicle based on the accelerator opening, apply a target engine torque for realizing the target acceleration, and increase the engine torque according to the increase in the accelerator opening,
The engine torque obtained by changing the target engine torque is applied when the engine torque increase rate is changed from the engine torque increase rate corresponding to the increase in the accelerator opening. The engine control device according to Item.   The engine control device according to any one of claims 1 to 8, wherein the engine speed acquisition means acquires the engine speed at least twice within a crank angle range of 180 degrees.

Images