JP6624034B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a vehicle that travels by transmitting rotational power of an internal combustion engine via a flywheel damper.

  2. Description of the Related Art In a vehicle equipped with an internal combustion engine as a power source, a flywheel damper is employed as a mechanism for transmitting rotational power of the internal combustion engine. The flywheel damper has a resonance region at a low rotational speed, and various measures have been taken such that when resonance occurs, the control device adjusts the fuel injection amount to escape from the resonance region.

  For example, in a control device for a vehicle described in Patent Document 1, a control process is disclosed in which the fuel injection amount is reduced as the rotational speed (rotational speed) of the internal combustion engine is reduced, so that the vehicle exits the resonance region. I have.

JP 2006-183484 A

  However, in such a vehicle control device, the fuel injection amount is adjusted according to the rotational speed and the rotational power (output torque) of the internal combustion engine. Also, the fuel injection amount changes. For this reason, depending on the fluctuation of the internal combustion engine, the control processing may go too far, and the amount of injected fuel may become too small, or the rotational power of the internal combustion engine may be unnecessarily increased to an excessive output torque. As a result, the internal combustion engine may be misfired, an unexpected load may be applied to the flywheel damper, and the flywheel damper may be transmitted as a shock to the passenger compartment, thereby deteriorating drivability.

  Therefore, an object of the present invention is to provide a vehicle control device capable of avoiding fluctuation of an internal combustion engine due to resonance of a flywheel damper and realizing high-quality transmission of rotational power of the internal combustion engine. .

  One aspect of the invention of a vehicle control device that solves the above-mentioned problems is an internal combustion engine that outputs rotational power by driving at a rotation speed according to depression of an accelerator pedal, and a flywheel damper and a clutch. And a drive control unit mounted on a vehicle having a power transmission mechanism for transmitting rotational power and controlling the drive of the internal combustion engine based on a control map in which rotational power according to the rotational speed of the internal combustion engine is set. In the control device for a vehicle, an upper limit value of the rotational power is set in a range in a resonance range of the flywheel damper which is equal to or less than a minimum target rotation speed of the internal combustion engine in an independent operation, and the drive control unit includes: The rotational speed of the internal combustion engine when the accelerator pedal is depressed is within the resonance range of the flywheel damper, and the fluctuation of the rotational speed of the internal combustion engine is set in advance. If the variation amount is equal to or more than the holding amount, the rotation power is held at the upper limit value of the control map, and the rotation speed of the internal combustion engine becomes equal to or higher than the rotation speed on the high rotation side of the resonance region of the flywheel damper, or When the clutch is in a state of interrupting the transmission of the rotational power, the holding of the rotational power is released.

  As described above, according to one aspect of the present invention, when the rotation speed of the internal combustion engine is in the resonance range of the low-speed flywheel damper and the rotation speed of the internal combustion engine fluctuates by more than the set fluctuation amount, The rotational power of the internal combustion engine is maintained at the upper limit value set in the control map until the motor is driven at a rotational speed higher than the resonance range or the transmission of rotational power by the clutch is interrupted.

  Therefore, it is possible to prevent the output torque from unnecessarily increasing due to the occurrence of resonance in the flywheel damper and the rotation of the internal combustion engine fluctuating, thereby applying an excessive load to the flywheel damper. For this reason, it is possible to prevent the occurrence of a shock transmitted to the cabin or the misfire of the internal combustion engine.

  As a result, it is possible to provide a vehicle control device capable of realizing high-quality transmission of rotational power of an internal combustion engine without reducing drivability due to occurrence of resonance of a flywheel damper. it can.

FIG. 1 is a diagram illustrating an example of a vehicle equipped with a vehicle control device according to a first embodiment of the present invention, and is a conceptual configuration diagram illustrating a schematic overall configuration thereof. FIG. 2 is a graph showing a control map used in the control processing. FIG. 3 is a flowchart illustrating the control process. FIG. 4 is a graph showing changes in various information in the control processing. FIG. 5 is a flowchart illustrating a control process performed by the vehicle control device according to the second embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 4 are diagrams illustrating a control device for a vehicle according to a first embodiment of the present invention, and FIG. 1 is a diagram illustrating an example of a vehicle equipped with the control device.

  A vehicle 100 shown in FIG. 1 has an internal combustion engine type engine 101 as a power source. The vehicle 100 travels by transmitting the rotating power output from the engine 101 to the left and right driving wheels 104 via the differential 103 while rotating the transmission 102 with the transmission 102 to rotate the rotating power. Note that the transmission 102 includes a plurality of speed change gears having different speed ratios. In the transmission 102, at the timing when the transmission path of the rotational power of the engine 101 is interrupted by the clutch 105 described later, the gear position (shift gear) is switched according to the selection operation of a shift lever (not shown) by the driver. The gear ratio for transmitting the rotational power of engine 101 is switched.

Here, the engine 101 is, for example, an in-line four-cylinder diesel engine, and high-pressure fuel supplied to a common rail 111 is directly injected into each cylinder 113 from an injector (fuel injection valve) 112, and is taken in from an intake pipe 114. The crankshaft (not shown) is rotated by being mixed with air and compressed and burned. In the engine 101, the rotational power of the crankshaft is output from the output shaft 101a as a desired running torque. The engine 101 is started when the output shaft 101a (crankshaft) is rotated by the starter relay 119. The intake air amount (intake amount) Q _AIR through the intake pipe 114 controls the opening angle (throttle valve opening degree θ _TH ) of the throttle valve 115 provided in the intake pipe 114 and opened and closed by an actuator 115a. It is adjusted by The actuator 115a and the injector 112 is adapted to drive in response to the drive signal S _E sent from ECU10 will be described later.

  Also, the vehicle 100 has a clutch 105 and a flywheel damper 106 installed between the engine 101 and the transmission 102 so that the rotational power output from the output shaft 101 a of the engine 101 can be transmitted to the input shaft of the transmission 102. A power transmission mechanism of a power transmission path input to 102a is configured.

  The clutch 105 has a friction engagement element such as a clutch plate (not shown) fixed to each of the input shaft 102a side of the transmission 102 and the flywheel damper 106 side. This clutch 105 cuts off transmission of rotational power to transmission 102 or its transmission by bringing the friction engagement elements into a fastened state in which they cannot rotate relatively or a released state in which they can rotate relatively.

  The flywheel damper 106 includes a primary flywheel 106A, a secondary flywheel 106B, and a spring 106C.

  The primary flywheel 106A is connected to the output shaft 101a of the engine 101, and is integrally rotatably supported with inertia. The secondary flywheel 106B is connected to the clutch 105 side, and is supported so as to be coaxially rotatable with inertia. That is, the primary flywheel 106A and the secondary flywheel 106B are supported so as to be rotatable coaxially in the same or opposite directions. Note that the two flywheels 106A and 106B are mutually supported so as to be relatively coaxially rotatable by disposing a bearing 106D between the respective rotation shafts 106Ax and 106Bx.

  The spring 106C is an elastic member having a predetermined elastic force, and is formed along a concentric circle so as to apply an elastic force to each of the two flywheels 106A and 106B in a direction for limiting the relative rotation in the opposite direction. It is fitted in several places. Specifically, the spring 106C maintains both ends of the flywheels 106A and 106B along the concentric circle so as to be sandwiched by abutting portions (not shown) which approach or separate from each other with the relative rotation. It is installed so as to be fitted and urged by applying an elastic force in a direction to widen the interval between the abutting portions.

  With this structure, the flywheel damper 106 restricts the relative rotation of the two flywheels 106A, 106B in the opposite direction by the elastic force of the springs 106C at a plurality of places, and also provides the rotational power between the flywheels 106A, 106B. To communicate. By arranging the flywheel damper 106 in a power transmission path such as between the engine 101 and the transmission 102, rotation fluctuations (torque fluctuations and rotation speed fluctuations) of the engine 101 are reduced by the transmission 102 (the driving wheels 104 and the like). To the passenger compartment, etc.). That is, the flywheel damper 106 has a structure in which a torsion mechanism (spring) is interposed between the two divided flywheels 106A and 106B.

  The flywheel damper 106 has a resonance point at which resonance occurs at a specific frequency because the flywheel damper 106 has a structure in which the two flywheels 106A and 106B are connected by a spring 106C. The resonance frequency at the resonance point of the flywheel damper 106 can be appropriately set by adjusting the rotational inertia mass (rotary inertial force) of the two flywheels 106A and 106B and the elastic force of the spring 106C. Accordingly, in the flywheel damper 106 of the present embodiment, for example, the rotational inertia mass of the secondary flywheel 106B is set to be larger than that of the primary flywheel 106A, so that the resonance point (resonance frequency) of the engine 101 becomes independent. It is set so as to exist in the resonance range of the lowest possible target rotational speed, that is, the rotational speed lower than the idle speed. As a result, the flywheel damper 106 can obtain a damping effect in an engine normal use range equal to or higher than the idle speed of the engine 101, and can attenuate rotation fluctuation and torque fluctuation from the engine 101.

  In the vehicle 100, the entire vehicle including the engine 101 is totally controlled by an ECU (Electronic Control Unit) 10 and is optimally driven. The ECU 10 includes a memory 11 in which various preset parameters, control programs, and the like are stored. The ECU 10 performs overall control of the vehicle 100 and the like by executing a control program based on sensor information detected by various sensors described later, setting parameters in the memory 11, and the like.

For example, a crank position sensor 21, a throttle position sensor 22, and an intake air amount sensor 23 mounted around the engine 101 are connected to the ECU 10 so that various signals can be exchanged. The crank position sensor 21, the rotational speed (rotational speed) N _E to be calculated Get the engine 101, and outputs to the ECU10 detects a rotation angle A _CR of the crank shaft (not shown). Throttle position sensor 22, the opening angle of the throttle valve 115 for opening and closing operation by an actuator 115a, i.e., output to ECU10 detects a throttle valve opening theta _TH. The intake air amount sensor 23 detects an intake air amount (intake amount) Q _AIR that is taken in through the intake pipe 114 in accordance with the opening angle (opening degree θ _TH ) of the throttle valve 115 and outputs it to the ECU 10. The ECU 10 is also connected to various sensors that detect the traveling state of the vehicle 100 and the like so that various signals can be exchanged. For example, the ECU 10 receives a rotation speed (rotation speed) signal V from a vehicle speed sensor 29 installed in a final gear or the like of the transmission 102 to calculate and acquire a traveling speed of the vehicle 100, that is, a so-called vehicle speed. 29 are connected.

In addition, the ECU 10 is connected to, for example, an accelerator opening sensor 31, a clutch switch 32, and a brake switch 33 so that various signals can be exchanged so as to be able to detect a driver's operation and the like. The accelerator opening sensor 31 detects an operation amount (acceleration request amount) of a driver of an accelerator pedal 116 that operates the throttle valve 115 and outputs an accelerator opening signal _ACC to the ECU 10. The clutch switch 32 detects a depressing operation by a driver of the clutch pedal 117 that causes the clutch plates of the clutch 105 to function to cut the power transmission path from the engaged state to the disengaged state, and detects a clutch operation signal C _ON indicating clutch _ON. Is output to the ECU 10. The brake switch 33 detects a depression operation of a foot brake pedal 118 that functions as a friction brake (not shown) by a driver, and outputs a brake operation signal B _ON indicating the brake pedal _ON to the ECU 10. In addition, the ECU 10 is connected to be able to receive operation signals of various switches operated by the driver. For example, ECU 10 grasps the start state of the engine 101 receives the starter signal S _ON representing the starter ON the starter relay 119 interlocked with the ignition switch (not shown) to start the engine 101 (detection).

Then, ECU 10 receives the like crank position sensor 21 and accelerator opening sensor 31, engine speed and required torque for the engine 101 in accordance with the (rotation speed) N _E, the accelerator opening degree A _CC efficiency driven, the memory 11 is determined based on a control map for steady state (not shown) which is stored in advance in the control map 11. The ECU10 generates various drive signals S _E for outputting the required torque as the output torque (rotational power), for example, optimally to drive the engine 101 is sent to the actuator 115a and the injector 112 of the throttle valve 115. That is, the ECU 10 constitutes a drive control unit.

At this time, the engine 101 transmits rotational power to the transmission 102 via the flywheel damper 106, as described above. Therefore, for example, when the rotational speed N _E of the engine 101 during depression operation of the accelerator pedal 116 is lower than the resonance preset threshold reduced to lower resonance bandwidth than the idle rotational speed, the flywheel damper 106 May cause resonance vibration. In this case, it is when the variation of the rotational speed N _E of the engine 101 is amplified by the output torque or fluctuation (required torque) is large, the abnormal noise or shock accompanying ends up worsening drivability occurs .

Therefore, in the memory 11 separately from the steady state control map, at the time of resonance control map shown in FIG. 2 is stored in advance, ECU 10 is when the engine 101 is driven at a specific engine speed N _E Uses the resonance-time control map. As shown in FIG. 2, the resonance-time control map includes an upper limit value of a required torque (rotational power) in a range of a resonance range lower than the so-called idle speed which is the lowest target speed at which the engine 101 can operate independently. Are set for each shift speed (gear) of the transmission 102. The ECU 10 uses the resonance-time control map in the memory 11 to hold the required torque (rotational power) when the accelerator pedal 116 is depressed, as described later. Thus, ECU 10, the upper limit value of the demand torque engine speed N _E fluctuates is prevented from varying.

For example, ECU 10 is of the accelerator pedal 116 during depressing, when the rotational speed N _E of the engine 101 has decreased to resonance range of low flywheel damper 106 than the idle rotational speed, the required torque to a control map for at resonance A resonance countermeasure control process for limiting the driving of the engine 101 while maintaining the upper limit is executed. At this time, ECU 10, when the variation amount of the rotational speed N _E of the engine 101 exceeds a variation threshold set in advance, performing the above resonant countermeasure control process. Here, since the resonance frequency of the flywheel damper 106 varies according to the inertia of the entire power transmission path, in the present embodiment, the upper limit of the required torque is set for each transmission gear of the transmission 102. For this reason, the range of the resonance range of the flywheel damper 106 can be set for each shift speed, and the resonance countermeasure control process can be executed with high accuracy. Note that the upper limit of the required torque may be common in a range that covers the resonance range of each shift speed, but the present embodiment is more preferable to execute the resonance countermeasure control process with high accuracy.

Further, the ECU10 is useful when it is detected that the rotational speed N _E of the engine 101 is increased to more than restoration threshold of the high speed side than the resonance range of the flywheel damper 106, cut-off state of the power transmission path of the clutch 105 When (disengagement state between the clutch plates) is detected, the above-described resonance countermeasure control process is terminated, and the drive restriction of the engine 101 that holds the required torque at the upper limit is released. Incidentally, compared to the rotational speed N _E of the engine 101, restoration threshold of the high speed side than the resonance range of the flywheel damper 106 may be stored in the memory 11 in advance.

Specifically, the ECU 10 executes the control program stored in the memory 11 to execute the resonance countermeasure control process shown in the flowchart of FIG. 3, and the rotational speed N of the engine 101 when the accelerator pedal 116 is depressed. _{Even when E} is in the resonance region of the flywheel damper 106, the resonance fluctuation of the flywheel damper 106 can be quickly eliminated while suppressing the rotation fluctuation of the engine 101.

Specifically, ECU 10 is required torque calculated acquired based on detection information such as the engine speed N _E, the accelerator opening degree A _CC, the engine 101 according to the above steady state control map in the memory 11 efficiently drive The above-described resonance countermeasure control process is executed in parallel with the steady-state control process for outputting the required torque while causing the required torque to be output.

The ECU10 as resonance countermeasure control process, as shown in FIG. 3, to obtain the engine speed N _E to be used in the steady control processing (step S11). Then, ECU 10, the engine speed N _E is confirmed whether entered the resonance range of the idling speed low rotational speed below the resonance threshold of the fly than wheel damper 106 which is previously set in the memory 11 (step S12) When it is confirmed that resonance vibration does not occur in the flywheel damper 106 because it is not in the resonance range, the control process is terminated and the process returns to the steady control process of the engine 101 as it is.

In step S12, as shown in FIG. 4 (a), ECU 10 confirming that dropped to the resonance region of the engine rotational speed N _E is below low resonance threshold than the idle rotational speed flywheel damper 106 is continued, that calculating obtains the fluctuation amount of the engine rotational speed N _E (step S13). Then ECU10, the amount of fluctuation of the engine rotational speed N _E is confirmed whether resonance to be more than the set variation in the memory 11 is occurring (step S14), and resonance occurs in the flywheel damper 106 If it is confirmed that the process has not been performed, the process proceeds to step S25, and the required torque arbitration control process is executed. In this arbitration control process, it is determined which of the torque output based on the driving in the idle state or the torque output based on the depression operation of the accelerator pedal 116 by the driver as the required torque, and the driving of the engine 101 is controlled. Here, the variation amount of the calculated acquisition of the engine speed N _E at step S13, by calculating the maximum and minimum difference holds the engine speed N _E during the predetermined short period which is set in advance it may be acquired, or may be such as obtained by calculating the difference between the engine speed N _E which is obtained during execution of the previous control routine.

In step S14, as shown in FIG. 4 (b), the ECU 10 confirms that the engine speed _NE has dropped below the resonance threshold value and has resonated and vibrated above the fluctuation amount threshold value. It is confirmed from the accelerator opening degree A _CC of the accelerator opening degree sensor 31 whether or not the accelerator pedal is depressed (step S15). If the accelerator pedal is not in the accelerator on state, the process proceeds to step S25 to arbitrate the engine 101. Execute control processing.

  As a result, even when the resonance vibration occurs in the flywheel damper 106, the fuel injection control is not executed by depressing the accelerator pedal 116 in the accelerator OFF state, so that the required torque fluctuates to a range not intended by the driver. I will not do it.

In step S15, the ECU 10 that has confirmed that the resonance vibration of the flywheel damper 106 is generated in the accelerator ON state uses the resonance-time control map in the memory 11 instead of the steady-state control map. Execute At this time, ECU 10 is requested torque adjustment control according to the engine rotational speed N _E, and held so as not to exceed the upper limit value shown in the resonance time control map, as shown in FIG. 4 (c), The drive limitation of the engine 101 is started (step S16).

  Thus, even if resonance vibration occurs in the flywheel damper 106 in the accelerator ON state, or even if the fuel injection control is performed by depressing the accelerator pedal 116, the required torque is resonated as shown in FIG. 4 (e), the opening of the throttle valve 115 is limited to a fixed value. Therefore, the required torque is prevented from fluctuating to a range not intended by the driver. Further, an increase in the fuel injection amount due to the resonance vibration of the flywheel damper 106 is avoided, and the intensity of the resonance vibration is prevented from being unnecessarily increased and prolonged, so that the resonance vibration can be quickly converged. .

Thereafter, the ECU 10 acquires the clutch operation signal C _ON of the clutch switch 32 (Step S21). Next, the ECU 10 confirms from the clutch operation signal C _ON whether or not the clutch 105 is in a disconnected state of the power transmission path (step S22), and as shown in FIGS. 4 (a) and 4 (c), If the cutoff state of 105 is confirmed, the upper limit value holding (retention control) of the required torque based on the resonance control map is ended, and the process proceeds to step S25 to execute arbitration control processing.

In step S22, ECU 10 that the clutch 105 has confirmed that it is not cut-off state, the newly acquires the engine rotational speed N _E (step S23). Then, ECU 10 can not confirm the operation from resonant vibration of the engine speed N _E is confirmed whether or rises above restoration threshold in the memory 11 (step S24), and no more than restoration threshold flywheel damper 106 In this case, for example, after the elapse of a preset interval period, the process returns to step S21 to repeat the same processing.

In step S24, ECU 10 that the engine speed N _E has confirmed that it has returned to more than restoration threshold in memory 11, proceeds to step S25 to end the upper limit value of the torque demand by the resonance control map held (holding control) Then, the arbitration control process is executed.

In step S25, ECU 10, based on the various sensor information, such as the engine rotational speed N _E, the accelerator opening degree A _CC, performs arbitration control process to output the required torque from the engine 101. In this arbitration control process, the ECU 10 performs a self-sustained operation state at the minimum target rotation speed of the engine 101, a so-called idle mode in which the engine 101 is driven in an idle state, or a driver detected by the accelerator opening sensor 31 based on various sensor information. Of the drive mode according to the amount of operation of the accelerator pedal 116 by the accelerator pedal 116 to execute the required torque from the engine 101 is determined.

The ECU10 is in a steady control processing, by generating, based various driving signal S _E to output the required torque determined by the arbitration control process steady state control map, to optimally drive the engine 101.

  As a result, even when resonance vibration occurs in the flywheel damper 106 that transmits the rotational power of the engine 101 to the transmission 102, the required torque corresponding to the driver's depression operation of the accelerator pedal 116 while minimizing the influence of the resonance vibration. As a result, the engine 101 can be optimally driven.

Thus, in the ECU10 in the present embodiment, the rotational speed N _E of the engine 101 is in the resonance range lower than the resonance threshold, when the amount of fluctuation of the engine rotational speed N _E is equal to or greater than the variation amount threshold, the memory The required torque is held at the upper limit value using the resonance control map in FIG. For this reason, it is possible to prevent the required torque from fluctuating to a range not intended by the driver and from applying an excessive load torque to the flywheel damper 106, and a large shock or abnormal noise transmitted to the passenger compartment side can be prevented. This can be prevented from occurring. Therefore, the engine 101 can be optimally driven without deteriorating drivability, and high-quality rotational power can be transmitted to the transmission 102 and the drive wheels 104.

  Next, FIG. 5 is a diagram illustrating a control device for a vehicle according to a second embodiment of the present invention, and FIG. 5 is a flowchart illustrating a control process thereof. Here, since the present embodiment is configured substantially in the same manner as the above-described embodiment, the same components will be denoted by the same reference numerals and the features will be described with reference to the drawings.

Before returning from the resonance countermeasure control process to the normal steady-state control process by, for example, disengaging the clutch 105, the ECU 10 of the vehicle 100 shown in FIG. A limit control process is performed to limit the limit. Specifically, ECU 10, after the rotational speed N _E of the engine 101 rises above the resonance threshold from the resonance range of the flywheel damper 106, rotational power of the required torque that the engine 101 in accordance with the depression amount of the accelerator pedal 116 The limit control process is performed prior to the normal steady-state control process that performs drive control so as to output. This restriction control process is performed prior to outputting the required torque corresponding to the amount of depression of the accelerator pedal 116 to the engine 101, in other words, for example, when starting up from the self-sustaining operation state (idle state) at the minimum target rotational speed. After that, the process shifts to a normal steady-state control process. Note that the limit control process for outputting the torque equal to or less than the limit torque returns to the steady-state control process after securing a state that does not interfere with the output control process for the normal required torque, for example, after a preset period elapses. And so on.

Specifically, ECU 10 of the vehicle 100, as in the above embodiment, as shown in FIG. 5, to obtain the engine rotational speed N _E (step S11), and the resonance region of the flywheel damper 106 (hereinafter resonance threshold) It is confirmed whether or not the resonance vibration is generated in the flywheel damper 106, not in the resonance region (step S12), and the process returns to the normal control process using the normal required torque.

In step S12, ECU 10 that the engine speed N _E, it was confirmed that dropped to resonance range of the flywheel damper 106 is continued, and obtains the amount of change of the engine speed N _E (step S13), and the resonance frequency It is checked whether or not the fluctuation amount is equal to or larger than the fluctuation amount threshold at the time of occurrence (step S14). If no resonance vibration is generated in the flywheel damper 106, the process proceeds to step S25 to execute an arbitration control process.

  In step S14, the ECU 10, which has confirmed that the flywheel damper 106 is resonating and vibrating at or above the fluctuation amount threshold value, confirms whether or not the accelerator is ON (step S15). Proceeding to step S25, arbitration control processing is executed.

  In step S15, the ECU 10 confirming the occurrence of the resonance vibration of the flywheel damper 106 in the accelerator ON state replaces the steady-state control map with the resonance-time control map of FIG. Then, the drive restriction of the engine 101 is started while maintaining the state (step S16).

Thereafter, the ECU 10 acquires the clutch operation signal C _ON (step S21), checks whether or not the clutch 105 is in the disengaged state (step S22). If the clutch 105 is in the disengaged state, the process proceeds to step S25. Execute arbitration control processing.

In step S22, ECU 10 that the clutch 105 has confirmed that it is not isolated state, and again acquires the engine rotational speed N _E (step S23), or confirm the return to rise above restoration threshold (step S24), and returns If not, the process returns to step S21 to repeat the same processing.

In step S24, ECU 10 confirming that the engine speed N _E has returned to above the return threshold, then terminates the control to hold the required torque to the upper limit value of the resonance control map proceeds to step S25, the arbitration control process Execute

  In step S25, the ECU 10 determines, based on various types of sensor information, whether to output the required torque from the engine 101 in the idle mode in the idle state or the drive mode according to the operation amount of the accelerator pedal 116. Arbitration processing.

  Further, thereafter, the ECU 10 of the present embodiment checks whether the required torque determined in step S25 is equal to or less than a preset limit torque (step S31).

In step S31, the ECU 10 that has confirmed that the required torque after the arbitration is equal to or less than the limit torque, based on the steady-state control map, sets various drive signals S _E so as to suppress the output torque of the engine 101 to the limit torque. Is generated (step S32). Further, in step S31, the ECU 10 that has confirmed that the required torque after arbitration exceeds the limit torque, based on the steady-state control map, sets various driving methods so that the output torque of the engine 101 becomes the required torque after arbitration. A signal _SE is generated (step S33).

Thereafter, ECU 10 executes a control process for driving the engine 101 based on the drive signal S _E of the generated various (step S34).

  As a result, due to the occurrence of resonance vibration of the flywheel damper 106, the output torque of the engine 101 is suppressed to the required torque held at the upper limit in the idle state, and the request corresponding to the amount of depression of the accelerator pedal 116 by the driver is reduced. It is possible to prevent the output torque of the engine 101 from suddenly increasing so as to output the torque.

  As described above, in the ECU 10 of the present embodiment, in addition to suppressing the required torque of the engine 101 in accordance with the resonance vibration of the flywheel damper 106, in addition to the operation and effect of the above-described embodiment, the ECU 10 comes out of the resonance vibration. After that, the output of the engine 101 can be gradually increased, and the smooth and light-load driving of the engine 101 can be realized.

  While embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

10 ECU (drive control unit)
11 Memory 31 Accelerator opening sensor 32 Clutch switch 33 Brake switch 100 Vehicle 101 Engine (internal combustion engine)
102 Transmission 105 Clutch (power transmission mechanism)
106 flywheel damper (power transmission mechanism)
116 Accelerator pedal 117 Clutch pedal 118 Foot brake pedal

Claims (3)

An internal combustion engine that outputs rotational power by driving at a rotational speed according to the depression of an accelerator pedal, and a power transmission mechanism that transmits rotational power of the internal combustion engine via a flywheel damper and a clutch are mounted on a vehicle, A control device for a vehicle having a drive control unit that controls driving of the internal combustion engine based on a control map in which rotational power according to the rotation speed of the internal combustion engine is set,
In the control map, an upper limit value of the rotational power is set in a range in a resonance range of the flywheel damper that is equal to or less than a minimum target rotation speed of the internal combustion engine in an independent operation,
The drive control unit may be configured such that when the accelerator pedal is depressed, the rotation speed of the internal combustion engine is in a resonance range of the flywheel damper, and a change in the rotation speed of the internal combustion engine is equal to or greater than a predetermined fluctuation amount. In the case, the rotational power is held at the upper limit of the control map,
When the rotation speed of the internal combustion engine becomes equal to or higher than the rotation speed on the high rotation side of the resonance region of the flywheel damper, or when the clutch is in a state of interrupting the transmission of the rotation power, the rotation power is held. Release the vehicle control device.   The control device for a vehicle according to claim 1, wherein the drive control unit determines an upper limit value of the rotational power based on a rotation speed of the internal combustion engine when the accelerator pedal is depressed.   3. The control device for a vehicle according to claim 1, wherein in the control map, the upper limit value of the rotational power is set for each shift speed of a transmission gear. 4.

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