JPH09217639A - Torque control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a torque control device capable of more certainly reducing vehicle vibration caused by torsional vibration even in the case of having a resonance body to resonate with engine rotation. SOLUTION: A fly wheel damper as a resonance body is arranged on a fly wheel provided on a crankshaft 40, and a system to rotate and resonate in a rotational first order of a diesel engine 1 is constituted of it. An electronic control device (ECU) 71 corrects correction quantity only in accordance with variation of the number of rotation each time against basic injection quantity at the time of computing final injection quantity. Additionally, at the time of computing this variation of the number of rotation, a difference of current engine speed and previous engine speed is not simply computed, but variation of the number of rotation is computed in consideration of variation of the number of rotation due to resonance of rotation of the engine and the resonance body (fly wheel damper), that is, in consideration of a difference of the number of rotation and variation of the number of rotation due to resonance.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a torque control device for an internal combustion engine, and more particularly to a torque control device for suppressing torsional vibration of a drive system for transmitting an internal combustion engine output to driving wheels in a vehicle such as an automobile. It is a thing.

[0002]

2. Description of the Related Art Generally, when a vehicle such as an automobile is rapidly accelerated, the output torque of the engine changes rapidly,
It is known that torsional vibration occurs in the drive system for transmitting the engine output to the drive wheels, and as a result, the acceleration applied to the vehicle fluctuates in a wavy manner. For this reason, when an attempt is made to accelerate or decelerate rapidly, the vehicle may vibrate back and forth due to the torsional vibration of the drive system, which may cause discomfort to the occupant.

As a technique for suppressing the above-mentioned torsional vibration, for example, one disclosed in Japanese Patent Laid-Open No. 7-324644 is known. According to this technique, in a diesel engine, for example, an amount of change in engine speed is detected and used as the amount of torsional vibration of the drive system. Then, according to the rate of change of the vibration amount, the engine torque is controlled to a side that suppresses the torsional vibration for a certain period by correcting the fuel injection amount or the like. That is, when the amount of torsional vibration is large on the plus side, in order to reduce the torque,
The fuel injection amount is controlled to be small. On the other hand, when the torsional vibration amount is large on the minus side, the fuel injection amount is controlled to increase in order to increase the torque. By such torque control, torque fluctuations due to torsional vibrations are canceled out, so that the above-mentioned problems can be suppressed.

In particular, in the technique disclosed in the above publication, the time for torque control is variable according to the magnitude of the torsional vibration amount and the like. As a result, the effect of reducing vehicle vibration is made more reliable.

[0005]

However, a resonator that resonates with engine rotation (for example, a flywheel damper).
When the above-mentioned conventional technique is applied to the one having the above, there is a possibility that the rotation fluctuation may diverge significantly.
That is, if the torque control of the above-mentioned prior art is simply performed on a system in which the resonance rotation is similar to the rotational vibration of the engine rotation in the vicinity where the torsional vibration of the drive system occurs, such as a flywheel damper, rather than the system converging, the system rather converges. There was a risk of divergence and surge.

The present invention has been made in view of the above-described circumstances, and an object thereof is to provide a torque control device for an internal combustion engine in which the torque adjusting means is controlled based on the torsional vibration amount. An object of the present invention is to provide a torque control device for an internal combustion engine that can more reliably reduce vehicle vibrations caused by torsional vibrations, even if it has a resonance body.

[0007]

In order to achieve the above object, in the invention described in claim 1, as shown in FIG. 1, the amount of torsional vibration of the drive system M2 of the internal combustion engine M1 mounted on the vehicle is set. The torsional vibration amount detecting means M3 for detecting, the torque adjusting means M4 for adjusting the torque of the internal combustion engine M1, and the torque adjusting means M4 based on the torsional vibration amount detected by the torsional vibration amount detecting means M3. In a torque control device for an internal combustion engine, which includes a torque control unit M5 for controlling, the torque control unit M5 rotates the internal combustion engine M1 and a resonator M6 mounted on the vehicle.
The gist of the present invention is to control the torque adjusting means M4 in consideration of fluctuations in the number of revolutions due to resonance with.

According to the second aspect of the present invention, as shown in FIG. 2, the torsional vibration amount detecting means M13 for detecting the torsional vibration amount of the drive system M12 of the internal combustion engine M11 mounted on the vehicle, and the internal combustion engine. It is detected by torque adjusting means M14 for adjusting the torque of the engine M11, second torsional vibration amount detecting means M15 for detecting the torsional vibration of the internal combustion engine M11 by shifting the phase by half a phase, and the torsional vibration amount detecting means M13. The torque control device for an internal combustion engine is provided with a torque control means M16 for controlling the torque adjusting means M14 based on the amount of torsional vibration and the amount detected by the second torsional vibration amount detecting means M15. .

Further, according to the invention described in claim 3, in FIG.
As shown in, a torsional vibration amount detecting means M23 for detecting the torsional vibration amount of a drive system M22 of an internal combustion engine M21 mounted on a vehicle, a torque adjusting means M24 for adjusting the torque of the internal combustion engine M21, and Torque control means M25 for controlling the torque adjusting means M24 based on the torsional vibration amount detected by the torsional vibration amount detecting means M23.
In a torque control device for an internal combustion engine, the rotation of the internal combustion engine M21 and the resonator M mounted on the vehicle.
The gist of the present invention is to provide the second torque control means M27 for controlling the torque adjusting means M24 based on the change in the number of revolutions due to the resonance with 26.

In addition, in the invention described in claim 4, in the torque control device for an internal combustion engine according to any one of claims 1 to 3, the internal combustion engines M1, M11, M21 are diesel engines, and The torque adjusting means M4
The gist of M14 and M24 is that they are fuel injection amount adjusting means.

In addition, in the invention according to claim 5, in the torque control device for an internal combustion engine according to any one of claims 1 to 4, the torsional vibration amount detecting means M3, M13, M
The gist of 23 is to detect the amount of torsional vibration of the drive systems M2, M12, M22 of the internal combustion engines M1, M11, M21 based on the rotational speed fluctuations of the internal combustion engines M1, M11, M21. .

(Operation) In the invention described in claim 1,
As shown in FIG. 1, the torsional vibration amount of the drive system M2 of the internal combustion engine M1 mounted on the vehicle is detected by the torsional vibration amount detection means M3. Further, the torque adjusting means M4 is controlled by the torque control means M5 based on the torsional vibration amount detected by the torsional vibration amount detecting means M3, and the torque of the internal combustion engine M1 is adjusted by this control. Therefore, basically, by performing the torque control, the torque fluctuation due to the torsional vibration is offset, and the vehicle is prevented from vibrating back and forth.

When a resonance body M6 whose resonance rotation is close to engine rotation primary rotation vibration in the vicinity where the torsional vibration of the drive system is generated is mounted on the vehicle, the torque control means M5 controls the torsional vibration amount. If it is based only on the above, the system may diverge due to the presence of the resonator M6. However, in the present invention, the torque control means M5 controls the torque adjustment means M4 in consideration of the rotation of the internal combustion engine M1 and the fluctuation of the rotation speed due to the resonance with the resonator M6. . Therefore, even when the resonator M6 is provided, it is possible to converge the rotational fluctuation of the primary rotation.

According to the second aspect of the invention, as shown in FIG. 2, the torsional vibration amount of the drive system M12 of the internal combustion engine M11 mounted on the vehicle is the torsional vibration amount detecting means M1.
3 is detected. Further, the second torsional vibration amount detecting means M15 detects the torsional vibration of the internal combustion engine M11 by shifting the phase by half a phase. Then, based on the torsional vibration amount detected by the torsional vibration amount detecting means M13 and the amount detected by the second torsional vibration amount detecting means M15, the torque control means M16 controls the torque adjusting means M14, and this control is performed. Enables the internal combustion engine M11
Torque is adjusted.

In the case where the vehicle is equipped with a resonator whose resonance rotation is close to the rotational vibration of the primary rotation of the engine in the vicinity of the torsional vibration of the drive system, the above torque control means M is used.
If the control of 16 is based only on the amount of torsional vibration, the system may diverge due to the presence of the resonator. However, in the present invention, in the control of the torque control means M16, the one in which the torsional vibration of the internal combustion engine M11 is shifted by a half phase is detected, and after considering the amount thereof,
That is, the torque adjusting means M14 is controlled in consideration of both the rotation of the internal combustion engine M1 and the rotation speed fluctuation due to the resonance with the resonator M6. Therefore, even in the case where the resonator is provided, the rotational fluctuation of the primary rotation can be reliably converged.

Further, according to the third aspect of the present invention,
As shown in FIG. 3, the torsional vibration amount of the drive system M22 of the internal combustion engine M21 mounted on the vehicle is the torsional vibration amount detection means M.
23. Further, the torsional vibration amount detecting means M
Based on the torsional vibration amount detected by 23, the torque control means M25 controls the torque adjustment means M24, and the torque of the internal combustion engine M21 is adjusted by this control.

Therefore, basically, by performing the torque control, the torque fluctuation due to the torsional vibration is canceled out, and the vehicle is prevented from vibrating back and forth. When a resonance body M26 whose resonance rotation is close to engine rotation primary rotation vibration in the vicinity where torsional vibration of the drive system is generated is mounted on the vehicle, the control of the torque control means M25 is based only on the torsional vibration amount. In the case of one, the system may diverge due to the presence of the resonator M26. However, in the present invention, the second torque control means M27 is further provided, and based on the rotation of the internal combustion engine M21 and the rotation speed fluctuation due to resonance with the resonator M26, the torque adjustment means is provided by the second torque control means M27. M24 is controlled. Therefore, even if it has a resonator,
The rotation fluctuation of the system that resonates rotationally in the primary rotation can be reliably converged.

In addition, according to the invention of claim 4,
In addition to the operation of the invention described in claims 1 to 3, the internal combustion engine M
1, M11, M21 are diesel engines, and the torque adjusting means M4, M14, M24 are fuel injection amount adjusting means. Therefore, the output torque is reliably controlled by adjusting the fuel injection amount injected into the diesel engine, whereby the rotational fluctuation of the primary rotation is reliably converged.

In addition, in the invention described in claim 5, in addition to the operation of the invention described in claims 1 to 4, the torsional vibration amount detecting means M3, M13, M23 is the internal combustion engine M.
Drive systems M2, M12, M22 of the internal combustion engines M1, M11, M21 based on fluctuations in the rotational speeds of M1, M11, M21.
Detects the amount of torsional vibration of. Therefore, the amount of torsional vibration can be accurately grasped.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) A first embodiment in which the present invention is embodied in a torque control device for a diesel engine as an internal combustion engine
Embodiments will be described in detail with reference to the drawings.

FIG. 4 is a schematic configuration diagram showing a torque control device for a diesel engine mounted on a vehicle in this embodiment, and FIG. 5 is a sectional view showing a distribution type fuel injection pump 1 as torque adjusting means. is there. The fuel injection pump 1 includes a drive pulley 3 which is drivingly connected to a crankshaft 40 of the diesel engine 2 via a belt or the like. Then, the fuel injection pump 1 is driven by the rotation of the drive pulley 3, and the fuel is pumped to the fuel injection nozzles 4 provided for each cylinder (four cylinders in this case) of the diesel engine 2 to perform fuel injection. Be seen. Further, in the present embodiment, the drive system is configured by the crankshaft 40 and the like.

In the fuel injection pump 1, the drive pulley 3 is attached to the tip of the drive shaft 5.
A fuel feed pump (developed by 90 degrees in this figure) 6 formed of a vane type pump is provided in the middle of the drive shaft 5. Further, a disc-shaped pulsar 7 is attached to the base end side of the drive shaft 5. On the outer peripheral surface of the pulsar 7, the same number as the number of cylinders of the diesel engine 2, that is, in this case, four cutting teeth are formed at equal angular intervals, and further, 14 cutting teeth are provided between the cutting teeth (in total). 56 projections are formed at equal angular intervals. The base end of the drive shaft 5 is connected to the cam plate 8 via a coupling (not shown).

A roller ring 9 is provided between the pulsar 7 and the cam plate 8, and a plurality of cam rollers 10 facing the cam face 8a of the cam plate 8 are attached along the circumference of the roller ring 9. There is. Cam face 8
a is provided as many as the number of cylinders of the diesel engine 2. Further, the cam plate 8 is always urged and engaged with the cam roller 10 by the spring 11.

A base end of a fuel pressurizing plunger 12 is integrally rotatably attached to the cam plate 8, and the cam plate 8 and the plunger 12 are rotated in association with the rotation of the drive shaft 5. That is, when the rotational force of the drive shaft 5 is transmitted to the cam plate 8 via a coupling (not shown), the cam plate 8 rotates and engages with the cam roller 10, and the same number as the number of cylinders in the left-right direction in the drawing Is driven back and forth. Further, the plunger 12 is driven to reciprocate in the same direction while rotating with the reciprocation. That is, the plunger 12 is moved forward (lift) while the cam face 8a of the cam plate 8 rides on the cam roller 10 of the roller ring 9, and conversely, the plunger 12 is moved back while the cam face 8a rides down the cam roller 10. You.

The plunger 12 is fitted into a cylinder 14 formed in the pump housing 13, and a high pressure chamber 15 is formed between the tip of the plunger 12 and the bottom of the cylinder 14.
It has become. The same number of intake grooves 16 as the number of cylinders of the diesel engine 2
And a distribution port 17 are formed. In addition, a distribution passage 18 and a suction port 19 are formed in the pump housing 13 corresponding to the suction groove 16 and the distribution port 17.

Then, when the drive shaft 5 is rotated and the fuel feed pump 6 is driven, fuel is supplied from a fuel tank (not shown) into the fuel chamber 21 through the fuel supply port 20. Also, during the suction stroke in which the plunger 12 is moved back and the high-pressure chamber 15 is depressurized, one of the suction grooves 16 communicates with the suction port 19, so that fuel is introduced from the fuel chamber 21 into the high-pressure chamber 15. . on the other hand,
During the compression stroke in which the plunger 12 is moved forward and the high-pressure chamber 15 is pressurized, the fuel is pressure-fed from the distribution passage 18 to the fuel injection nozzle 4 of each cylinder and injected.

The pump housing 13 is provided with a spill passage 22 for fuel spill that connects the high-pressure chamber 15 and the fuel chamber 21. An electromagnetic spill valve 23 for adjusting fuel spill from the high-pressure chamber 15 is provided in the middle of the spill passage 22. The electromagnetic spill valve 23 is a normally open type valve, and the coil 24 is de-energized (off).
In this state, the valve body 25 is opened and the fuel in the high pressure chamber 15 is spilled into the fuel chamber 21. When the coil 24 is energized (turned on), the valve body 25 is closed, and the spill of fuel from the high-pressure chamber 15 to the fuel chamber 21 is stopped.
Therefore, in the present embodiment, it can be said that the electromagnetic spill valve 23 constitutes a torque adjusting means in a narrow sense.

Therefore, by controlling the energization time of the electromagnetic spill valve 23, the valve 23 is closed / opened and the fuel spill adjustment from the high pressure chamber 15 to the fuel chamber 21 is performed. Then, by opening the electromagnetic spill valve 23 during the compression stroke of the plunger 12, the fuel in the high-pressure chamber 15 is reduced in pressure, and the fuel injection from the fuel injection nozzle 4 is stopped. That is, even when the plunger 12 moves forward, the fuel pressure in the high-pressure chamber 15 does not increase while the electromagnetic spill valve 23 is open, and the fuel injection from the fuel injection nozzle 4 is not performed. Further, during the forward movement of the plunger 12, by controlling the timing of closing and opening the electromagnetic spill valve 23, the end of the injection from the fuel injection nozzle 4 is adjusted, and the fuel injection amount is controlled.

Below the pump housing 13, there is provided a timer device (which is expanded 90 degrees in this figure) 26 for controlling the fuel injection timing. The timer device 26 changes the position of the roller ring 9 with respect to the rotation direction of the drive shaft 5 to change the timing at which the cam face 8a engages with the cam roller 10, that is, the reciprocating drive timing of the cam plate 8 and the plunger 12. It is for.

The timer device 26 is driven by control hydraulic pressure, and has a timer housing 27, a timer piston 28 fitted in the housing 27, and a timer in a low pressure chamber 29 on one side of the timer housing 27. It is composed of a timer spring 31 and the like for urging the piston 28 against the pressurizing chamber 30 on the other side. The timer piston 28 is connected to the roller ring 9 via a slide pin 32.

In the pressurizing chamber 30 of the timer housing 27,
The fuel pressurized by the fuel feed pump 6 is introduced. The position of the timer piston 28 (hereinafter, referred to as “timer piston position”) is determined based on the balance between the fuel pressure and the urging force of the timer spring 31. Further, by determining the timer piston position, the position of the roller ring 9 is determined, and the reciprocating timing of the plunger 12 via the cam plate 8 is determined.

The timer device 26 is provided with a timer control valve (TCV) 33 in order to adjust the fuel pressure acting as the control hydraulic pressure of the timer device 26. That is, the pressurizing chamber 30 and the low-pressure chamber 29 of the timer housing 27 communicate with each other through the communication path 34, and the TCV 33 is provided in the communication path 34. The TCV 33 is an electromagnetic valve that is controlled to open and close by a duty-controlled energization signal.
The fuel pressure inside is adjusted. Then, by adjusting the fuel pressure, the lift timing of the plunger 12 is controlled, and the fuel injection timing from each fuel injection nozzle 4 is controlled.

On the upper part of the roller ring 9, a rotational speed sensor 35, which constitutes a torsional vibration amount detecting means composed of an electromagnetic pickup coil and a second torsional vibration amount detecting means, is attached so as to face the outer peripheral surface of the pulsar 7. ing. The rotation speed sensor 35 detects the passage of the protrusions of the pulsar 7 when the protrusions and the like of the pulser 7 cross each other, and outputs a timing signal corresponding to the engine rotation speed NE, that is, a constant crank angle (11.25 ° C).
Output the engine rotation pulse for each A). The rotation speed sensor 35 detects the instantaneous rotation speed for each engine rotation pulse. Further, since this rotation speed sensor 35 is integrated with the roller ring 9, it outputs a reference timing signal to the plunger lift at a constant timing regardless of the control operation of the timer device 26.

Next, the diesel engine 2 will be described. In this embodiment, the diesel engine 2
Is, for example, drivingly connected to a manual transmission (not shown). In this diesel engine 2, a cylinder bore 41, a piston 42 and a cylinder head 43
Accordingly, a main combustion chamber 44 corresponding to each cylinder is formed. A sub-combustion chamber 45 communicating with each of the main combustion chambers 44 is provided for each cylinder. Each sub-combustion chamber 45 is supplied with fuel injected from each fuel injection nozzle 4. Further, a well-known glow plug 46 as a start-up assist device is attached to each sub-combustion chamber 45.

The diesel engine 2 has an intake passage 47.
And an exhaust passage 48 are provided. The intake passage 47 is provided with a compressor 50 of a turbocharger 49 constituting a supercharger, and the exhaust passage 48 is provided with a turbine 51 of the turbocharger 49. The exhaust passage 48 is provided with a waste gate valve 52 for adjusting the supercharging pressure. As is well known, the turbocharger 49 uses the energy of exhaust gas to rotate the turbine 51 and the compressor 50 coaxial with the turbine 51 to increase the pressure of intake air.
By this action, the dense air-fuel mixture is sent to the main combustion chamber 44 to burn a large amount of fuel, and the diesel engine 2
It is designed to increase the output of.

In addition, in the diesel engine 2, a part of the exhaust gas in the exhaust passage 48 is provided in the intake port 53 of the intake passage 47.
An EGR passage 54 is provided to recirculate air to the air. In the middle of the EGR passage 54, a diaphragm-type exhaust gas recirculation valve (EGR) is provided.
A valve 55 is provided. Further, an electric vacuum regulating valve (EVRV) 56 whose opening is adjusted by a duty-controlled energization signal is provided in order to adjust the opening of the EGR valve 55 by adjusting the introduction of negative pressure. And this EV
The opening of the EGR valve 55 is adjusted by the operation of the RV 56, and by this adjustment, the EGR amount guided from the exhaust passage 48 to the intake passage 47 through the EGR passage 54 is adjusted.

Further, in the middle of the intake passage 47, a throttle valve 58 which is opened / closed in association with the depression amount of the accelerator pedal 57 is provided. A bypass passage 59 is provided in parallel with the throttle valve 58, and a bypass throttle valve 60 is provided in the bypass passage 59. The bypass throttle valve 60 has two VSVs 61, 6
2 is controlled by an actuator 63 having a two-stage diaphragm chamber driven by the control of (2). The opening and closing of the bypass throttle valve 60 is controlled in accordance with various operation states. For example, it is controlled to a half-open state during idle operation to reduce noise and vibration, to a fully opened state during normal operation, and to a fully closed state during smooth operation to stop smoothly.

Then, the electromagnetic spill valve 2 provided in the fuel injection pump 1 and the diesel engine 2 as described above.
3, TCV33, glow plug 46 and each VSV56,
Reference numerals 61 and 62 are respectively connected to an electronic control unit (hereinafter simply referred to as “ECU”) 71, and the drive timings of these units are controlled by the ECU 71. In this embodiment, the ECU 71 constitutes the torque control means, and in some cases the torsional vibration amount detecting means and the second torsional vibration amount detecting means.

As the sensor constituting the means for detecting the operating state of the diesel engine 2, the following various sensors are provided in addition to the rotation speed sensor 35 described above.
That is, the intake air temperature sensor 72 for detecting the intake air temperature THA is provided near the air cleaner 64 provided at the inlet of the intake passage 47. Also, the throttle valve 5
An accelerator sensor 7 for detecting the accelerator opening ACCP corresponding to the load of the diesel engine 2 from the open / close position of 8.
3 are provided. In the vicinity of the intake port 53, an intake pressure sensor 74 for detecting the intake air pressure after being supercharged by the turbocharger 49, that is, the intake pressure PiM.
Is provided. Further, a water temperature sensor 75 for detecting the cooling water temperature THW of the diesel engine 2 is provided. Further, a crank angle sensor 76 for detecting the engine rotation re-reference position of the crankshaft 40 is provided. Furthermore, the transmission (not shown) is provided with a vehicle speed sensor 77 for detecting a vehicle speed (vehicle speed) SP by turning on / off the reed switch 77b by a magnet 77a rotated by the rotation of the gear.

The ECU 71 includes the above-mentioned sensors 35, 7
2 to 77 are respectively connected. And the ECU 7
1 suitably controls the electromagnetic spill valve 23, the TCV 33, the glow plug 46, the EVRV 56, the VSV 61, 62 and the like based on the detection signals output from the respective sensors 35, 72 to 77.

Next, the structure of the above-mentioned ECU 71 will be described with reference to the block diagram of FIG. The ECU 71 has a central processing unit (CPU) 81, a read-only memory (RO) storing a predetermined control program, a map, and the like in advance.
M) 82, a random access memory (RAM) 83 for temporarily storing calculation results of the CPU 81, a backup RAM 84 for storing prestored data, and the like. Then, the ECU 71 uses these parts and the input port 8
5 and the output port 86 and the like are connected by a bus 87 as a logical operation circuit.

At the input port 85, the intake air temperature sensor 72, the accelerator sensor 73, the intake air pressure sensor 74, and the water temperature sensor 75 described above are connected to the buffers 88, 89, 90, 91.
They are connected via a multiplexer 93 and an A / D converter 94. Similarly, the input port 85 is connected to the rotation speed sensor 35, the crank angle sensor 76, and the vehicle speed sensor 77 via a waveform shaping circuit 95. Then, the CPU 81 reads, as input values, detection signals of the sensors 35, 72 to 77, etc., which are input through the input port 85. Further, the output port 86 has each drive circuit 96,
Electromagnetic spill valve 23, TCV 33, glow plug 46, EVRV 56 via 97, 98, 99, 100, 101
And VSV 61, 62, etc. are connected.

Then, the CPU 81 (ECU 71), based on the input values read from the respective sensors 35, 72 to 77, the electromagnetic spill valve 23, the TCV 33, the glow plug 4
6, EVRV56 and VSV61,62 etc. are controlled suitably.

Next, the processing operation of the torque control (actually, fuel injection amount control) executed by the above-mentioned ECU 71 will be described with reference to FIGS. Although not described in the above configuration, in the present embodiment, the flywheel (not shown) provided on the crankshaft 40 includes a plurality of flywheel dampers (not shown) as resonators. Individually arranged. The flywheel damper is made of rubber and has flexibility. Also,
The flywheel damper bends by itself, so that the crankshaft 4 of the diesel engine 1 with respect to the drive wheels
This is to allow zero displacement in the acceleration / deceleration direction and to alleviate the shock associated with acceleration / deceleration. Further, in the present embodiment, the flywheel damper constitutes a system that rotationally resonates in the primary rotation of the diesel engine 1.

Now, the flow chart shown in FIG.
Among the processes executed by U71, it is a "final injection amount calculation routine" for calculating and determining the final injection amount QFiN, which is used when performing torque control, and is executed by interruption for each predetermined crank angle. To be done.

When the processing shifts to this routine, first, at step 101, the ECU 71 causes the rotation speed sensor 3
5, the current engine speed NE (i), the crankshaft 40 rotational position signal C based on the detected values of the crank angle sensor 76, the accelerator sensor 73, the intake pressure sensor 74, and the like.
The NIRQ, the accelerator opening ACCP, and the intake pressure PiM are read, and the previous engine speed NE (i-1) and the torque control execution flag F stored in the ROM 82 are read. Here, the torque control execution flag F is determined by a separate routine, and is set to "1" when it is determined that the torque control needs to be performed, and is set to "0" otherwise. Is. The conditions when the torque control execution flag F is set to "1" are, for example, (1) the vehicle is a manual transmission vehicle, (2) other than at the time of starting,
(3) The engine speed NE is within a predetermined range,
(4) The cooling water temperature THW is equal to or higher than a predetermined value, (5)
The vehicle is currently running, (6) the elapsed time after the idle state is released is within a predetermined time period, (7) the idle state is not achieved, (8) the engine speed NE to the vehicle speed SP, and the gear Estimated position (NV
Among various conditions such as (R) being within a predetermined range and (9) other than racing, a plurality of or singular arbitrary conditions can be selected.

Next, at step 102, it is judged if the rotational position signal CNIRQ is, for example, "6". That is, it is determined whether or not a predetermined detection time has come. Here, the above-mentioned processing is performed on the crankshaft 40
This is performed in order to perform the subsequent processing operations at a rate of twice per rotation. Therefore, the numerical value of "6" is not limited at all. Then, when the rotational position signal CNIRQ is not "6", it is determined that it is not necessary to perform the subsequent processing, and the subsequent processing is temporarily terminated.

When the rotational position signal CNIRQ is "6", it is determined in the next step 103 whether the torque control execution flag F is "1". And
When the flag F is "1", it is determined that the torque control needs to be executed, and the process proceeds to step 104.

In step 104, the current engine speed NE (i) to the previous engine speed NE (i-
The value obtained by subtracting 1) is the current rotational speed change amount DLNE (i)
Set as The previous rotation speed change amount DLNE (i-1) calculated in this way is stored in the ROM 82 [DLNE (i-1) = NE (i-1)-
NE (i-2)].

Further, in the following step 105, the value obtained by multiplying the current rotational speed change amount DLNE (i) by the coefficient a and the previous rotational speed change amount DLNE (i-1) by the coefficient (1-
a) and the value multiplied, and the value is added to the rotation speed change amount D
Set as LNE. That is, in the calculation of the rotational speed change amount DLNE in the present embodiment, the detected rotational speed change is shifted by a half phase (the previous rotational speed change amount DLNE).
(I-1)) is considered. Then, the so-called "smoothing" of the previous rotational speed change amount DLNE (i-1) is considered.

Here, the coefficient a is "0" or more and "1 /
The value must be 2 "or less. That is, when the coefficient a is "0", the rotational speed change amount DLNE is the previous rotational speed change amount DLNE (i-1) = NE (i-1) -NE.
(I-2). When a is “1/2”,
The rotational speed change amount DLNE is 1/2 DLNE (i) + 1 /
2DLNE (i-1) = [NE (i) -NE (i-
2)] / 2. The value of this coefficient a may be a preset fixed value, or may be separately calculated. As a method of this calculation, for example, [NE
(I) -NE (i-1)] / [NE (i-1) -NE
When (i-2)] is a variable c, a = 1/2 (c +
There is a method of calculating the coefficient a by the arithmetic expression of 1).

Next, at step 106, the correction amount QACC2 is calculated based on the rotational speed change amount DLNE calculated as described above. This correction amount QACC2 is shown in FIG.
It is calculated by referring to the map shown in. Then, for example, when the rotational speed change amount DLNE is "0", the correction amount QACC2 is set to "0", and the rotational speed change amount DL is set.
If NE increases to the minus side, the correction amount QACC2 is set to the plus side, and the rotation speed change amount DLN
If E increases to the plus side, the correction amount QACC2 is set to the minus side.

Further, in step 107, the engine speed NE (i) of this time, the accelerator opening ACCP,
The basic injection amount QFiNA is calculated based on the intake pressure PiM and the like. When calculating the basic injection amount QFiNA, the engine speed NE (i) and the accelerator opening ACC are calculated.
It is calculated by referring to a predetermined map having P and the like as parameters. Further, when calculating the basic injection amount QFiNA, low temperature start increase correction, acceleration increase correction, deceleration increase correction, etc. are performed as necessary based on the values of the cooling water temperature THW, the accelerator opening ACCP, the engine speed NE, and the like. Be seen.

Finally, in step 108, a value obtained by adding the correction amount QACC2 to the basic injection amount QFiNA calculated this time is added to the final injection amount QFiN.
Then, the subsequent processing is temporarily terminated.

In step 103, the torque control execution flag F is not "1", that is, "0".
In the case of, it is determined that it is not necessary to execute the torque control, and the process proceeds to step 109. In step 109, the correction amount QACC2 is set to "0", and then the process proceeds to step 107. Therefore, in such a case, the basic injection amount QFiNA remains unchanged as the final injection amount QFi.
Set as N.

As described above, in the "final injection amount calculation routine", when the final injection amount QFiN is calculated, the basic injection amount QBASE is corrected and the correction amount QACC2 corresponding to the rotational speed change amount DLNE at that time is calculated. Only the amount is corrected. Further, when calculating the rotational speed change amount DLNE, the difference between the current engine rotational speed NE (i) and the previous engine rotational speed NE (i-1) is not simply calculated, but the engine rotational speed It is calculated in consideration of the rotational speed fluctuation due to resonance with a resonator (flywheel damper) mounted on the vehicle.

Next, the function and effect of this embodiment configured as described above will be described. (A) For example, when the accelerator pedal 57 is depressed in order to accelerate the vehicle rapidly, the output torque of the diesel engine 1 suddenly changes and the crankshaft 40 for transmitting the output to the drive wheels, etc. Torsional vibration occurs in the drive system. However, according to the present embodiment, basically, the torque control (control reflected in the correction amount QACC2) in consideration of the rotational speed change amount DLNE (i) at this time is performed, so that the torsional vibration is generated. Torque fluctuations are offset, and the vehicle is prevented from vibrating back and forth.

(B) In particular, according to the present embodiment, the flywheel damper is provided. In such a case, if the correction amount QACC2 is based only on the torsional vibration amount, the system may diverge due to the presence of the flywheel damper (solid line in FIG. 9). However, in the present embodiment, the correction amount Q
ACC2 considers not only the current rotational speed change amount DLNE (i) but also the previous rotational speed change amount DLNE (i-1). Then, this previous rotation speed change amount DLN
Considering E (i-1), diesel engine 1
And the fluctuation of the rotation speed due to the resonance with the flywheel damper are taken into consideration. More specifically, when the rotational speed change amount DLNE is calculated, the rotational speed change is shifted by half a phase [previous rotational speed change amount DLNE (i-1)].
Is calculated, and the correction amount QACC2 is calculated. Therefore, the broken line or 2 in FIG.
As indicated by the dotted line, it becomes possible to converge the rotation fluctuation of the first order rotation. As a result, even when the flywheel damper, which is a resonator, is provided as in the present embodiment, finally, the vehicle vibration caused by the torsional vibration can be more reliably reduced.

(C) Further, in the present embodiment, the coefficient a is made variable in the smoothing calculation in some cases. Therefore, it becomes possible to perform torque control according to the actual situation.

(D) In addition, in the present embodiment, by adjusting the fuel injection amount of the diesel engine 1,
Torque control was performed. Therefore, the above effect can be reliably exhibited. In addition, in the present embodiment, the amount of torsional vibration is recognized based on the fluctuation of the rotation speed of the diesel engine 1. Therefore, the amount of torsional vibration is accurately grasped, and as a result, controllability can be improved.

(Second Embodiment) Next, a second embodiment of the present invention will be described with reference to FIGS. However, since the configuration and the like of this embodiment are the same as those of the above-described first embodiment, the same members and the like are denoted by the same reference numerals and description thereof is omitted.
The following description focuses on the differences from the first embodiment.

In the present embodiment, the final injection amount QF
The method of calculating and determining the iN is different from that of the first embodiment described above. That is, the flowchart shown in FIG. 10 shows that the final injection amount Q, which is used when the torque control is performed, in each process executed by the ECU 71.
It is a "final injection amount calculation routine" for calculating and determining FiN, which is executed by interruption for each predetermined crank angle.

When the processing shifts to this routine, first, at step 201, the ECU 71 determines that the rotation speed sensor 3
5, the current engine speed NE (i), the crankshaft 40 rotational position signal C based on the detected values of the crank angle sensor 76, the accelerator sensor 73, the intake pressure sensor 74, and the like.
The NIRQ, the accelerator opening ACCP, and the intake pressure PiM are read, and the previous engine speed NE (i-1) and the pre-previous engine speed NE (i) stored in the ROM 82 are also read.
-2) and the torque control execution flag F are read.

Next, at step 202, it is judged if the rotational position signal CNIRQ is, for example, "6". That is, it is determined whether or not a predetermined detection time has come. Then, when the rotational position signal CNIRQ is not "6", it is determined that it is not necessary to perform the subsequent processing, and the subsequent processing is temporarily terminated.

When the rotational position signal CNIRQ is "6", it is determined in the next step 203 whether the torque control execution flag F is "1". And
When the flag F is "1", it is determined that the torque control needs to be executed, and the process proceeds to step 204.

In step 204, the current engine speed NE (i) is changed to the previous engine speed NE (i-
The value obtained by subtracting 1) is set as the rotational speed change amount DLNE1 based on the primary system (resonator).

Further, in the following step 205, a value obtained by subtracting the engine speed NE (i-2) from the engine speed NE (i) before this time from the engine speed NE (i) at this time is changed based on the 1/2 order system (torsional vibration). Set as the amount DLNE2. Next, at step 206, the rotational speed change amount DLN based on the primary system (resonator) calculated as described above.
The first correction amount QACC21 is calculated based on E1.
That is, the first correction amount QACC21 is calculated by referring to the map shown in FIG. Then, for example, the rotation speed change amount D based on the primary system (resonator)
When LNE1 is "0", the first correction amount QACC21
Is set to “0” and the rotational speed change amount DLNE1 increases to the negative side, the first correction amount QACC21 is set to a large negative side, and further, the rotational speed change amount DLNE1 increases to the positive side. First correction amount QA
CC21 is largely set to the plus side.

Further, in step 207, the second correction amount QAC is calculated based on the rotation speed change amount DLNE2 based on the 1/2 order system (torsional vibration) calculated as described above.
Calculate C22. That is, this second correction amount QAC
C22 is calculated by referring to the map shown in FIG. Then, for example, when the rotational speed change amount DLNE2 based on the 1 / 2-order system (torsional vibration) is "0", the second correction amount QACC22 is set to "0", and the rotational speed change amount DLNE2 is set to the negative side. If it becomes larger, the second correction amount QACC22 is set to a larger value on the plus side,
Further, if the rotational speed change amount DLNE2 increases to the plus side, the second correction amount QACC22 is set to the minus side.

Subsequently, at step 208, the engine speed NE (i) of this time, the accelerator opening ACCP,
The basic injection amount QFiNA is calculated based on the intake pressure PiM and the like. When calculating the basic injection amount QFiNA, the engine speed NE is calculated in the same manner as in the first embodiment.
It is calculated by referring to (i) and a predetermined map having the accelerator opening ACCP and the like as parameters. further,
At the time of calculating the basic injection amount QFiNA, low temperature start increase correction, acceleration increase correction, deceleration increase correction, and the like are performed.

Finally, in step 209, the first correction amount QACC21 and the second correction amount QACC are added to the basic injection amount QFiNA calculated this time.
The value obtained by adding 22 is set as the final injection amount QFiN,
Thereafter, the processing is temporarily terminated.

In step 203, the torque control execution flag F is not "1", that is, "0".
If it is determined that it is not necessary to execute the torque control, the process proceeds to step 210. In step 210, both the first correction amount QACC21 and the second correction amount QACC22 are set to "0", and then the process proceeds to step 208. Therefore, in such a case, the basic injection amount QFiNA remains unchanged as the final injection amount QFi.
Set as N.

As described above, in the "final injection amount calculation routine", the first correction amount QACC21 based on the rotational speed change amount DLNE1 based on the primary system (resonator),
Also, the second correction amount QACC22 based on the rotational speed change amount DLNE2 based on the 1/2 order system (torsional vibration) is calculated. Then, each is the final injection amount QFiN
Is reflected in A.

As described above, in the present embodiment, basically, the same operational effect as that of the above-described first embodiment is obtained. That is, in the present embodiment,
The occurrence of surge due to the rotation fluctuation due to the presence of the flywheel damper is suppressed by considering the first correction amount QACC21 (second torque control means according to claim 3). Further, the occurrence of vibration based on the torsional vibration is suppressed by considering the second correction amount QACC22 (torque control means according to claim 3). Therefore, as the final injection amount QFiN, it is possible to obtain an optimum value in which both are considered, and as a result, it is possible to secure the action and effect described in the first embodiment.

(Third Embodiment) Next, a third embodiment will be described with reference to FIGS. However,
Although the present embodiment is not directly included in the concept of the present invention, the control content has a certain relation with each of the above embodiments, and therefore will be described below. In addition,
In the configuration and the like of this embodiment, the above-mentioned first and second
Since it is the same as the embodiment described above, the same members and the like are designated by the same reference numerals and the description thereof will be omitted. Then, in the following, differences from the first and second embodiments will be mainly described.

That is, the flowchart shown in FIG. 13 is a "final injection amount calculation routine" for calculating and determining the final injection amount QFiN, which is used when torque control is performed among the processes executed by the ECU 71. Therefore, it is executed by interruption for each predetermined crank angle.

When the processing shifts to this routine, first, at step 301, the ECU 71 determines that the rotation speed sensor 3
5, the current engine speed NE (i), the crankshaft 40 rotational position signal C based on the detected values of the crank angle sensor 76, the accelerator sensor 73, the intake pressure sensor 74, and the like.
The NIRQ, the accelerator opening ACCP, and the intake pressure PiM are read, and the previous engine speed NE (i-1) and the torque control execution flag F stored in the ROM 82 are read.

Next, at step 302, it is judged if the rotational position signal CNIRQ is, for example, "6". That is, it is determined whether or not a predetermined detection time has come. Then, when the rotational position signal CNIRQ is not "6", it is determined that it is not necessary to perform the subsequent processing, and the subsequent processing is temporarily terminated.

When the rotational position signal CNIRQ is "6", it is determined in the next step 303 whether the torque control execution flag F is "1". And
When the flag F is "1", it is determined that the torque control needs to be executed, and the process proceeds to step 304.

In step 304, it is determined whether the vehicle (engine rotation) is currently accelerating. If it is determined that the vehicle is accelerating, step 3
Move to 05.

In step 305, the current engine speed NE (i) is changed to the previous engine speed NE (i-
1) is subtracted, and the value obtained by subtracting the acceleration offset amount a (constant value in this embodiment) is set as the torsional rotational speed change amount DLNEa based on acceleration.

Further, in the following step 306, the torsional rotation speed change amount D based on the acceleration calculated as described above.
The acceleration correction amount QACCa is calculated based on LNEa. That is, this acceleration correction amount QACCa is
It is calculated by referring to the map shown in. Then, for example, the torsional speed change amount DLNEa based on acceleration
Is 0, the acceleration correction amount QACCa is set to "0", and if the rotational speed change amount DLNEa is increased to the negative side, the acceleration correction amount QACCa is set to the positive side. If the change amount DLNEa increases to the plus side, the acceleration correction amount QACCa is set to the minus side.

Subsequently, at step 307, the deceleration correction amount QACCd is set to "0". Further, in step 308, the engine speed NE of this time is set.
(I), the basic injection amount QFiNA is calculated based on the accelerator opening ACCP, the intake pressure PiM, and the like. When calculating the basic injection amount QFiNA, the engine speed NE (i) and the accelerator opening degree AC are calculated as in the above embodiments.
It is calculated with reference to a predetermined map having CP and the like as parameters. Further, when calculating the basic injection amount QFiNA, low temperature start increase correction, acceleration increase correction, deceleration increase correction, etc. are performed.

Finally, at step 309, with respect to the basic injection amount QFiNA calculated this time, the acceleration correction amount QACCa and the deceleration correction amount QACCd are added.
(However, at least one of QACCa and QACCd is "0") is set as the final injection amount QFiN, and the subsequent processing is once ended.

When it is determined in step 304 that the vehicle is not accelerating, that is, the vehicle is decelerating, the process proceeds to step 310. In step 310, a value obtained by subtracting the previous engine speed NE (i-1) from the current engine speed NE (i) and adding the deceleration offset amount d (constant value in this embodiment) , And set as the amount of change in torsional rotation speed DLNEd based on deceleration.

Further, in the following step 311, the amount of change D in torsional rotation speed D based on the deceleration calculated as described above.
A deceleration correction amount QACCd is calculated based on LNEd. That is, this deceleration correction amount QACCa is shown in FIG.
It is calculated by referring to the map shown in. Then, for example, the twist rotation speed change amount DLNEd based on deceleration
Is 0, the deceleration correction amount QACCd is set to "0", and if the rotational speed change amount DLNEd is increased to the negative side, the deceleration correction amount QACCd is set to the positive side, and the rotational speed is further increased. If the change amount DLNEd increases to the plus side, the deceleration correction amount QACCd is set to the minus side.

Subsequently, in step 312, the acceleration correction amount QACCa is set to "0". Then, the process proceeds to step 308, and steps 308 and 309 described above are performed.
Execute the processing of That is, the basic injection amount QFiNA is calculated (step 308), and the acceleration correction amount QACCa and the deceleration correction amount QACC are calculated with respect to the basic injection amount QFiNA.
A value obtained by adding d is set as the final injection amount QFiN (step 309). Then, the subsequent processing is temporarily terminated.

On the other hand, in step 303, the torque control execution flag F is not "1", that is, "0".
If it is determined that it is not necessary to execute the torque control, the process proceeds to step 313. In step 313, both the acceleration correction amount QACCa and the deceleration correction amount QACCd are set to "0", and then the process proceeds to step 309. Therefore, in such a case, the basic injection amount QFiNA is set as it is as the final injection amount QFiN.

As described above, in the "final injection amount calculation routine", it is determined whether or not the vehicle is accelerating. When the vehicle is accelerating, the torsional rotational speed change amount DLNEa based on the acceleration obtained by subtracting the constant offset amount a is calculated, and the acceleration correction amount QACCa is calculated based on the calculated value. On the other hand, when the vehicle is decelerating, the torsional rotational speed change amount DLN based on the deceleration to which the constant offset amount d is added.
Ed is calculated, and the deceleration correction amount QACC is calculated based on the calculated value.
d is calculated. Then, these acceleration correction amounts QACC
a and the correction amount QACCd for deceleration, the final injection amount Q
FiN is calculated and determined.

As described in detail above, according to the present embodiment, during acceleration, the engine speed NE (i) from the present engine speed NE (i) to the previous engine speed NE ( The value obtained by subtracting i-1) becomes positive. Similarly, during deceleration, the value obtained by subtracting the previous engine speed NE (i-1) from the current engine speed NE (i) is negative even if there is generally no surge due to torsional vibration. In the present embodiment, these phenomena are taken into consideration, and during acceleration, the torsional rotational speed change amount DLNEa based on acceleration obtained by subtracting a constant offset amount a is calculated. In the case of deceleration, the twisting speed change amount DLNEd based on the deceleration to which a constant offset amount d is added
Is calculated. Therefore, it is possible to execute the torque control that is truly caused by the torsional vibration, and it is possible to achieve a dramatic improvement in controllability.

The present invention is not limited to the above-described embodiments, and a part of the configuration can be appropriately modified without departing from the spirit of the invention and can be carried out as follows. (1) In each of the above embodiments, the change in the engine speed NE is taken into consideration in order to detect the torsional vibration amount, but it may be detected based on other parameters.

(2) In each of the above-described embodiments, the torque control is performed by controlling the fuel injection amount of the diesel engine 1, but the torque control is also performed by controlling the fuel injection timing. It may be performed.
Further, it can be applied to a gasoline engine instead of the diesel engine 1. When a gasoline engine is used as the internal combustion engine, torque control can be performed by controlling ignition timing, air-fuel ratio, intake air amount, and the like.

(3) The relationship between the correction amount QACC2 and the like with respect to the rotational speed change amount DLNE and the like in each of the above embodiments is as follows:
It does not necessarily have to be the ones shown in FIGS. 8, 11, 12, 14, and 15. For example, it may be curved.

(4) Although not directly related to the present invention, the offset amounts a and d in the third embodiment described above are not necessarily constant values, but the shift position and accelerator opening ACCP
The configuration may be variable according to the above.

The technical idea which is not described in each claim of the claims and can be grasped from the above-described embodiment will be described below together with its effect. (A) Torsional vibration amount detecting means for detecting a torsional vibration amount of a drive system of an internal combustion engine mounted on a vehicle, torque adjusting means for adjusting a torque of the internal combustion engine, and detection by the torsional vibration amount detecting means. In a torque control device for an internal combustion engine, which comprises a torque control means for controlling the torque adjusting means, based on the torsional vibration amount, the torsional vibration amount detecting means determines the torsional vibration amount in consideration of acceleration or deceleration. It is characterized by being detected. More specifically, the torsional vibration amount detecting means detects the amount of torsional vibration based on an amount obtained by subtracting or adding an offset amount in consideration of acceleration or deceleration with respect to a rotational speed change amount of the internal combustion engine. Characterize.

By adopting such a configuration, it is possible to execute torque control which is truly caused by torsional vibration,
As a result, the controllability can be dramatically improved.

[0096]

As described in detail above, according to the present invention,
In a torque control device for an internal combustion engine, which controls a torque adjusting means based on the amount of torsional vibration, even if it has a resonator that resonates with engine rotation, vehicle vibration caused by torsional vibration is more reliably reduced. It has an excellent effect that it can be done.

[Brief description of drawings]

FIG. 1 is a conceptual configuration diagram illustrating a basic conceptual configuration of the invention according to claim 1.

FIG. 2 is a conceptual configuration diagram of the invention described in claim 2.

FIG. 3 is a conceptual configuration diagram of the invention described in claim 3.

FIG. 4 is a schematic configuration diagram showing a torque control device for a diesel engine according to a first embodiment of the present invention.

FIG. 5 is a sectional view showing a fuel injection pump of a diesel engine.

FIG. 6 is a block diagram showing an electrical configuration of an ECU.

FIG. 7 is a flowchart showing a “final injection amount calculation routine” executed by the ECU in the first embodiment.

FIG. 8 is a map that defines the relationship between the amount of change in rotation speed and the amount of correction.

FIG. 9 is a timing chart showing a change in engine speed with the passage of time.

FIG. 10 is a flowchart showing a “final injection amount calculation routine” executed by the ECU in the second embodiment.

FIG. 11 is a map defining a relationship between a first correction amount and a rotation speed change amount based on a primary system (resonator).

FIG. 12 is a map defining a relationship between a second correction amount and a rotation amount change amount based on a 1/2 system (torsional vibration).

FIG. 13 is a flowchart showing a “final injection amount calculation routine” executed by the ECU in the third embodiment.

FIG. 14 is a map that defines the relationship between the amount of change in torsional rotation speed based on acceleration and the amount of correction for acceleration.

FIG. 15 is a map that defines a relationship between a correction amount for deceleration and a change amount of torsional rotation speed based on deceleration.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Fuel injection pump which comprises a torque adjusting means, 2 ... Diesel engine as an internal combustion engine, 35 ... Torsional vibration amount detection means, a rotation speed sensor which comprises a second torsional vibration amount detection means, 40 ... A drive system is comprised. A crankshaft, 71 ... A torque control unit, a second torque control unit, and a torsional vibration amount detecting unit, and an ECU forming a second torsional vibration amount detecting unit.

Claims (5)

[Claims] 1. A torsional vibration amount detecting means for detecting a torsional vibration amount of a drive system of an internal combustion engine mounted on a vehicle, a torque adjusting means for adjusting a torque of the internal combustion engine, and the torsional vibration amount detecting means. On the basis of the amount of torsional vibration detected by, a torque control device for an internal combustion engine, comprising: a torque control means for controlling the torque adjusting means, wherein the torque control means is mounted on the vehicle as well as the rotation of the internal combustion engine. A torque control device for an internal combustion engine, wherein the torque adjusting means is controlled in consideration of a rotational speed fluctuation due to resonance with the resonator. 2. A torsional vibration amount detecting means for detecting a torsional vibration amount of a drive system of an internal combustion engine mounted on a vehicle, a torque adjusting means for adjusting a torque of the internal combustion engine, and a torsional vibration of the internal combustion engine. Based on the amount of torsional vibration detected by the torsional vibration amount detecting unit and the amount of torque detected by the second torsional vibration amount detecting unit. A torque control device for an internal combustion engine, comprising: a torque control means for controlling an adjusting means. 3. A torsional vibration amount detecting means for detecting a torsional vibration amount of a drive system of an internal combustion engine mounted on a vehicle, a torque adjusting means for adjusting a torque of the internal combustion engine, and the torsional vibration amount detecting means. In a torque control device for an internal combustion engine, comprising: a torque control means for controlling the torque adjusting means, based on the amount of torsional vibration detected by: a rotation of the internal combustion engine; and a resonance of a resonator mounted on the vehicle. A torque control device for an internal combustion engine, comprising: a second torque control means for controlling the torque adjusting means based on a fluctuation in the number of revolutions. 4. The torque control device for an internal combustion engine according to claim 1, wherein the internal combustion engine is a diesel engine, and the torque adjusting means is a fuel injection amount adjusting means. . 5. The torsional vibration amount detecting means detects the amount of torsional vibration of a drive system of the internal combustion engine based on fluctuations in the rotational speed of the internal combustion engine. Torque control device for internal combustion engine.