JPWO2010071096A1 - Engine control method for vehicle equipped with power take-off mechanism and engine control device for car equipped with power take-out mechanism - Google Patents

Abstract

In a work vehicle equipped with a power take-off mechanism that performs engine rotation control based on an all-speed map, it is possible to reliably detect and diagnose rotation control abnormalities caused by defective data due to failure of a semiconductor memory element or the like. In the second area provided in the electronic control unit 1, the actual engine speed calculated based on the vehicle running condition inputted from the outside is determined by the detected accelerator opening and the all speed map. When it is determined that the result of adding a predetermined allowable incremental rotational speed to a target engine rotational speed determined based on a predetermined correlation with respect to torque is greater than the target engine rotational speed, it is actually used for vehicle operation control. In the first area, the torque determined by the all speed map in the first area is subjected to a gradual reduction regulation with an increase in the actual engine speed in the second area, and is used for engine control in the first area. ing.

Description

  The present invention relates to vehicle engine control, and more particularly, to ensuring stable operation and improving reliability in a work vehicle equipped with a PTO (power take-off) mechanism.

  In recent vehicles, various electronic technologies have been introduced for vehicle operation control, and various electronic operation controls have been developed and proposed. Whether the electronic operation control is normal along with the vehicle electronic operation control. Various developments and proposals have been made for so-called monitoring techniques for determining whether or not to determine whether or not a new software technology has been introduced as electronic technology has advanced.

  For example, various control processes for vehicle operation control are executed, in other words, various software is executed, and a first area used for actual operation control and control similar to the first area are executed. A vehicle operation control device provided with a second area for diagnosing an abnormality or failure in the operation control of the first area by executing the process and comparing the contents of the control process in the first area Various configurations have been proposed (see, for example, Patent Document 1).

  Such vehicle operation diagnosis is performed in a conventional apparatus that does not have the second area for diagnosis as described above. Since it is possible to reliably detect and diagnose a vehicle operation control failure caused by destruction of stored data for operation control, etc., there is an advantage that it is possible to provide a more reliable device.

  By the way, as a conventionally known method for controlling the engine speed of a vehicle, for example, a three-dimensional map in which the relative relationship among the engine speed, torque, and accelerator opening is preset, that is, An all-speed map is provided, and the engine speed is controlled based on the correlation between the engine speed and torque at that accelerator position in the all-speed map using the accelerator position at that time as a parameter. There is control.

  In general, in engine rotation control using the all speed map, when the load becomes zero, the all speed map is set so as not to overspeed, so engine rotation control using the all speed map is performed. Vehicles generally do not have monitoring functions such as control abnormality, failure detection, and diagnosis as described above.

By the way, the above-mentioned all speed map is generally stored and used in a semiconductor memory element such as a ROM or a RAM. However, when a defect or the like of the semiconductor memory element occurs, the all speed map is read out. Since the speed map data is not normal, there is a possibility that the rotation control as described above cannot be maintained normally.
However, as described above, under the assumption that the all-speed map itself is normal, the conventional device only having the over-rotation suppression function has the above-described defects in the semiconductor memory element. It is not possible to detect abnormal rotation control.

In particular, in a so-called work vehicle equipped with a PTO (power take-off) mechanism that makes it possible to drive an upper part (auxiliary equipment) such as a motor and a water pump attached to the vehicle by using part of the driving force of the engine, In the PTO mode, if the engine rotation is controlled using the all-speed map to control the engine rotation to a constant rotation from the viewpoint of suppressing the influence on the engine rotation as much as possible, the engine rotation An abnormality in the control not only hinders the work, but in some cases cannot be overlooked from the viewpoint of ensuring the safety of the worker.
Japanese National Patent Publication No. 10-507805 JP 2001-82213 A

  The present invention has been made in view of the above circumstances, and in particular, in a work vehicle equipped with a power take-off mechanism and configured to perform engine rotation control by an all-speed map, data failure due to a failure of a semiconductor memory element or the like. The engine control method and power take-off mechanism equipment of the vehicle equipped with a power take-off mechanism that can reliably detect and diagnose an abnormality in the engine rotation control caused by the occurrence, etc., and ensure safe vehicle operation, improve reliability, etc. An engine control device for a vehicle is provided.

According to the first aspect of the present invention, various control processes for controlling the operation of the vehicle equipped with the power take-off mechanism are executed, and the first area that is actually used for the operation control of the vehicle, And a second area in which diagnosis processing for the presence or absence of a failure in vehicle operation control by area is executed. In the first area, engine rotation control by an all-speed map is provided as one of vehicle operation control. An engine control method in an engine control device for a vehicle equipped with a power take-off mechanism,
In the second area, the actual engine speed calculated based on the vehicle running condition inputted externally is determined in advance for the detected accelerator opening and the torque determined by the all speed map. If the target engine speed determined based on the correlation is larger than the result of adding a predetermined allowable incremental speed,
Power that is configured to subject the torque determined by the all-speed map to a gradual decrease control as the actual engine speed increases, and to use the torque that has been subjected to the gradual decrease control for engine control in the first area. An engine control method for a vehicle equipped with a take-out mechanism is provided.
According to a second aspect of the present invention, there is provided an engine control device for a vehicle with a power take-off mechanism that enables operation control of a vehicle with a power take-out mechanism based on an operation control process executed in an electronic control unit, The electronic control unit is provided with a first area that is actually used for operation control of the vehicle, and a second area in which a diagnosis process for the presence or absence of a failure in the operation control of the vehicle by the first area is executed. In addition, in the first area, in the engine control device for a vehicle equipped with a power take-off mechanism configured to perform engine rotation control based on an all speed map as one of vehicle operation control,
The electronic control unit is
In the second area, the actual engine speed calculated based on the vehicle running condition inputted externally,
An addition result obtained by adding a predetermined allowable incremental speed to a target engine speed determined based on a predetermined correlation with the detected accelerator opening and the torque determined by the all speed map. If the actual engine speed is greater than the addition result,
Power that is configured to subject the torque determined by the all-speed map to a gradual decrease control as the actual engine speed increases, and to use the torque that has been subjected to the gradual decrease control for engine control in the first area. An engine control device for a vehicle equipped with a take-out mechanism is provided.

  According to the present invention, in the second area where the diagnosis process of the vehicle operation control is performed separately from the first area where the engine rotation control based on the all speed map is performed, the same processing procedure as that of the first area is performed. An abnormality in the actual engine speed obtained is diagnosed, and when the abnormality is diagnosed, the engine torque obtained in the all speed map in the first area is limited. It is possible to detect abnormality in engine rotation at level 1 caused by failure of semiconductor memory elements such as RAM and ROM used in the electronic control unit constituting the engine. Torque can be suppressed, smooth work stoppage can be achieved, and high safety and reliability can be secured.

It is a block diagram which shows the structural example of the engine control apparatus for power take-off mechanism equipment vehicles in embodiment of this invention. 3 is a subroutine flowchart showing a procedure of an engine rotation control process executed in the vehicle engine control device equipped with a power take-off mechanism shown in FIG. 1. It is a schematic diagram which shows an example of an all speed map typically. It is a characteristic diagram which shows an example of the actual engine speed versus torque characteristic line in the all speed map used for PTO control by the engine control apparatus for vehicles equipped with the power take-off mechanism in the embodiment of the present invention. It is a characteristic diagram which shows an example of the torque limitation characteristic with respect to the actual engine speed used for the engine speed control in the engine control apparatus for vehicles with the power take-off mechanism in the embodiment of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Electronic control unit 2 ... PTO changeover switch 3 ... Output adjustment volume 4 ... Crank angle sensor 5 ... Cam angle sensor 6 ... Accelerator opening sensor

Embodiments of the present invention will be described below with reference to FIGS. 1 to 5.
The members and arrangements described below do not limit the present invention and can be variously modified within the scope of the gist of the present invention.
First, a configuration example of an engine control device for a vehicle with a power take-off mechanism according to an embodiment of the present invention will be described with reference to FIG.
First, in the embodiment of the present invention, the power take-off mechanism equipped vehicle is premised on, for example, a fire engine.

The electronic control unit 1 has, for example, a microcomputer (not shown) having a known and well-known configuration, a storage element (not shown) such as a RAM and a ROM, and is provided in an injector (not shown). A drive circuit (not shown) or the like for driving the prepared actuator is configured as a main component.
The electronic control unit 1 is configured to execute electronic control of various operations of the vehicle, and specifically, for example, an energization control signal or fuel injection control of an injector (not shown). .
Furthermore, in the embodiment of the present invention, the electronic control unit 1 also executes PTO (power take-off) control. In FIG. 1, a functional block diagram of a portion related to execution of an engine control method for a vehicle with a power take-off mechanism according to the present invention is shown in the electronic control unit 1.

Hereinafter, functional blocks in the electronic control unit 1 shown in FIG. 1 will be described.
First, in the electronic control unit 1 according to the embodiment of the present invention, the area where software is executed is divided into two.
That is, the first area (hereinafter referred to as “level 1 (Lv1)” for convenience) where software processing is actually used for operation control of an engine (not shown) is basically the same as level 1. The software is executed to diagnose whether or not there is a level 1 failure, so to speak, it is classified into a second area (hereinafter referred to as “level 2 (Lv2)” for the sake of convenience). ing.

Under such a premise, first, a PTO selector switch 2 for switching ON / OFF of the operation of the PTO mechanism is provided at an appropriate portion of the vehicle (not shown), and an ON / OFF signal (hereinafter referred to as an ON / OFF signal) , “PTO ON / OFF signal (PTO ON / OFF SIG)”) is input to the electronic control unit 1 for PTO control and the like.
In the embodiment of the present invention, a separate electronic control unit (not shown) for controlling the operation of the vehicle is provided separately from the electronic control unit 1. Various operation control processes for assisting operation control are executed, and various operation control processes necessary for vehicle operation are independently executed separately from the electronic control unit 1. . In this other electronic control unit (not shown), the speed signal of the PTO mechanism is generated based on various data, and the speed signal is electronically controlled via a CAN (Controller Area Network) as PTO SIG. It is inputted to the unit 1 and used for PTO control in the electronic control unit 1.

On the other hand, an upper object (not shown) connected to the output shaft (not shown) of the PTO mechanism is, for example, in the embodiment of the present invention, a pump (see FIG. Although not shown, an output adjustment volume 3 for adjusting the pump output is provided, and a signal corresponding to the set volume position (hereinafter referred to as “POWER signal (POWER SIG)” for convenience). ) Is input to the electronic control unit 1 and is used for PTO control and the like, similar to the PTO ON / OFF signal.
Further, the electronic control unit 1 receives various sensor signals necessary for vehicle operation control such as a crank angle sensor 4, a cam angle sensor 5, and an accelerator opening sensor 6 provided in the vehicle, and a normal engine It is used for control and PTO control.

Next, level 1 and level 2 conceptually formed in the electronic control unit 1 will be described.
First, engine rotation control according to the embodiment of the present invention includes both normal engine rotation control when the PTO mechanism (not shown) is not operating and constant engine rotation control during the PTO function operation (PTO mode). These are based on the assumption that all-speed maps that have been conventionally known are used.
Also, the all speed map used for normal engine rotation control and the all speed map used when the PTO mechanism is operating are different from each other.

In FIG. 1, the all speed map schematically shown in the electronic control unit 1 is for operating the PTO mechanism. That is, it is an all speed map suitable for constant engine rotation control.
As shown in FIG. 3 as an example of a general all speed map, the actual engine speed, engine torque (or fuel injection amount), and target engine speed correspond to the three-dimensional axis, and various target engines This is a set of three-dimensional data in which the correlation between the actual engine speed and the engine torque (hereinafter simply referred to as “torque”) is defined.
Here, the target engine speed is calculated by a predetermined arithmetic expression, a map, or the like based on the accelerator opening or the set value of the output adjustment volume 3.

FIG. 4 shows an example of the actual engine speed vs. torque characteristic line in the all speed map used in driving the PTO mechanism, and this characteristic line example will be described below.
The characteristic line example shown in FIG. 4 shows a torque change with respect to a change in the actual engine speed at a certain accelerator opening.
This characteristic line shows that the torque is constant from zero to the actual engine speed n1, and thereafter, the torque rapidly decreases as the actual engine speed increases, and there is an actual engine speed. When the rotation speed exceeds n2 (n2> n1), the torque is regulated to be constant.

  In such a characteristic line, the actual engine speed n1 and the actual engine speed n2 are relatively close values, and the slope of the characteristic line between them is set relatively steep. As described below, constant rotation control can be realized.

That is, first, it is assumed that the actual engine speed matches the target engine speed shown in FIG. In such a state, when the required load of the PTO mechanism increases, the actual engine speed is reduced along the characteristic line of FIG. 4 (see the upward bold arrow in FIG. 4), increasing the torque and increasing the load. Will respond.
When the load requirement is satisfied, the torque becomes excessive, so that the actual engine speed is increased along the characteristic line of FIG. 4 (the downward thick arrow in FIG. 4). On the contrary, when the torque becomes insufficient, the actual engine speed is reduced again, and the torque is increased, so that the engine speed between the actual engine speeds n1 and n2 is balanced. The actual engine speed is maintained at this rotational speed with the rotational speed at the balance point as the target engine speed.

Here, let us return to the description of FIG.
In level 1, the above-described all speed map is provided, and the PTO changeover switch 2 is turned ON, and the engine control is set to the PTO mode according to level 1, so that the engine rotation constant control in the PTO mode is achieved. It is to be offered.

That is, first, at level 1, the target engine speed is calculated by a predetermined calculation formula or calculation map based on the output signals of the cam angle sensor 5 and the accelerator opening sensor 6 and the like. Yes.
At level 1, the actual engine speed corresponding to the actual engine speed is calculated based on the output signal of the crank angle sensor 4 using a predetermined arithmetic expression.

  In a state where no abnormality is detected by abnormality detection processing for PTO CAN data or the like performed at level 2 described later, in other words, in a state where operation control by the electronic control unit 1 is normally performed. The engine torque is determined by the all speed map based on the target engine speed and the actual engine speed described above.

  The engine torque obtained by the all speed map is supplied to a minimum value selection process (a portion indicated as “min” in FIG. 1). Here, the engine torque input from level 2 (details will be described later) and any The smaller one is selected and used for fuel / torque conversion processing (indicated as “FMTC (Fuel Mass Torque Conversion)” in FIG. 1). When the vehicle operation control by the electronic control unit 1 is in a normal state, the engine torque input from level 2 is obtained from the all speed map and is the same as the engine torque. The fuel / torque conversion process is performed by the engine torque thus generated.

  That is, the fuel injection amount Q to the engine (not shown) by the injector (not shown) with respect to the engine torque obtained by the all speed map is determined by the fuel / torque conversion process. This fuel / torque conversion process is performed in advance based on a characteristic curve between the required torque and the fuel injection amount Q stored in advance or stored, or an arithmetic expression, and the amount Q of fuel to be injected with respect to the required torque. Is to be decided.

  The energization time of an injector (not shown) necessary for supplying the fuel injection amount Q determined by FMTH to the engine (not shown) is determined by the energization control, and according to the energization time. An energization control signal is output from the electronic control unit 1 to an energization circuit of an injector (not shown).

On the other hand, at level 2, as with level 1, based on the output signal of the crank angle sensor 4, the actual engine speed corresponding to the actual engine speed is calculated using a predetermined arithmetic expression. ing.
Further, based on the output signals of the cam angle sensor 5 and the accelerator opening sensor 6, the target engine speed is calculated by a predetermined calculation formula or calculation map.

In level 2, the presence or absence of abnormality such as PTO SIG (hereinafter referred to as “PTO CAN data” for the sake of convenience) or PTO POWER SIG externally input by CAN is determined. If an abnormality such as PTO CAN data is detected by this abnormality detection process, the ramp function is enabled.
The ramp function according to the embodiment of the present invention outputs the target engine speed by reducing the target engine speed in a ramp shape from the time point when the above-described abnormality is detected. In other words, the target engine speed is forcibly increased with time. The output is reduced to a low level.

In addition, when an abnormality in data is detected by the above-described abnormality detection process such as PTO CAN data, instead of the target engine speed calculated at level 1 as mentioned in the explanation of level 1 above, The target engine speed obtained by the above-described ramp function is provided to the level 1 all speed map.
Further, at level 2, the torque limiting function is provided, and when there is no abnormality in the PTO CAN data or the like, the torque limiting rate is calculated based on the target engine speed and the actual engine speed. ing. In this torque limiting function, the greater the difference between the target engine speed and the actual engine speed, the closer the torque limit rate is calculated to 0%, while the difference between the target engine speed and the actual engine speed is within a certain range. In the case where the torque limit rate is 100%.

Then, the torque limiting rate obtained by this torque limiting function is multiplied by the engine torque obtained by the level 1 all speed map, and the result of the multiplication is supplied to the minimum value selection process described above for level 1. In addition to the above, it is appropriately used for other processing of level 2.
Therefore, when there is no abnormality in the PTO CAN data, etc. and the vehicle is operating normally, the torque limit rate is 100%, so the multiplication result is the engine torque itself obtained in the all speed map. In the minimum value selection process, the engine torque obtained by the all speed map is selected.

On the other hand, when an abnormality such as PTO CAN data is detected, the target engine speed from the ramp function described above is provided to the torque limiting function. Therefore, the torque limit rate decreases with a decrease in the target engine speed from the ramp function, and the torque limit rate is multiplied by the engine torque from the level 1 all speed map, and the multiplication result Will be used for the minimum value selection process.
In this case, in the all speed map at the level 1, as described above, the target engine speed from the ramp function is used as the actual engine speed to calculate the engine torque, and the torque limit rate at the level 2 described above is obtained. Together with the multiplied engine torque, it is subjected to a minimum value selection process.

  Therefore, when an abnormality such as PTO CAN data is detected, in the minimum value selection process at level 1, the engine torque subjected to the torque limit from level 2 is selected and used for FMTC. Thus, energization control with torque limitation is performed.

  Although not shown in FIG. 1, level 1 and level 2 are the same as those for normal vehicle operation control at levels 1 and 2 as in the prior art except for the above-described functions. Processing (software) is executed, and level 1 processing is used for actual vehicle operation, and various signals such as an energization control signal and an ignition control signal correspond to the electronic control unit 1. It is output to a controlled object (for example, an energization circuit of an injector (not shown), an ignition circuit of a spark plug, etc.). On the other hand, at level 2, the processing contents of level 1 are compared under predetermined conditions to diagnose the presence or absence of abnormality in the processing at level 1, and according to the diagnosis result, an alarm or notification is generated. Necessary new processing is executed.

FIG. 2 shows a procedure of an engine rotation control process executed in the electronic control unit 1 in a subroutine flowchart, and the contents thereof will be described below with reference to FIG.
When the processing by the electronic control unit 1 is started, first, the actual engine speed is calculated (see step S102 in FIG. 2).
The actual engine speed is calculated by a predetermined arithmetic expression based on the output signal of the crank angle sensor 4.

Next, the target engine speed and the stable control engine speed range are determined by the electronic control unit 1 (see step S104 in FIG. 2).
Here, the target engine speed is determined using a target engine speed calculation map stored in advance in a predetermined storage area of the electronic control unit 1.
This target engine speed calculation map is configured so that the target engine speed can be read with respect to the accelerator opening and torque, using the accelerator opening and torque as parameters, and the accelerator opening, torque, and The correlation of the target engine speed is based on the all speed map used in level 1.

  That is, as described above, the all-speed map is such that the actual engine speed vs. torque characteristics as shown in FIG. 4 are determined with respect to the target engine speed. Based on the engine speed versus torque characteristic, the torque for the actual engine speed is determined. The target engine speed calculation map reads the target engine speed determined by each actual engine speed versus torque characteristics in the all speed map, the torque and accelerator opening at that time, and maps them as corresponding numerical data It is a thing.

More specifically, for example, if the target engine rotation calculation map is taken as an example in FIG. 4, the accelerator opening corresponding to this characteristic line, that is, in other words, this characteristic line is selected by the all speed map. When the accelerator opening and torque are input, the engine speed at the balance point and the engine speed at the balance point are set as the target engine speed, and these are set as a set of data. The target engine speed is configured to be readable, and is configured to be able to read the target engine speed for the accelerator opening and torque specified as described above for a plurality of actual engine speed vs. torque characteristic lines. It will be.
The accelerator opening when the target engine speed is determined by the target engine rotation calculation map is detected by the accelerator opening sensor 6, and the torque is determined by the level 1 all speed map. Torque.

  Further, the stable control engine speed range is an allowable deviation amount of the actual engine speed from the target engine speed, and is used to determine whether or not to limit torque described later (details will be described later). ). Such a stable control engine speed range may be a predetermined constant. For example, an arithmetic expression is obtained based on simulations or experiments so that an appropriate value is determined by correlation with the target engine speed. It may be calculated by an arithmetic expression.

Next, the electronic control unit 1 determines whether or not the actual engine speed D is larger than the sum of the target engine speed A and the stable control engine speed range B (see step S106 in FIG. 2).
When it is determined that D> A + B (in the case of YES), the processing by the electronic control unit 1 proceeds to the processing of step S108 described below, while when it is determined that D> A + B is not satisfied ( In the case of NO), the actual engine speed is not abnormal and the series of processes is terminated, and the process by the electronic control unit 1 returns to the main routine (not shown).
Here, when it is determined that D> A + B is not satisfied, the engine rotation constant control based on the all speed map at level 1 is continued.

On the other hand, in step S108, instead of the torque determined by the all speed map at level 1, the torque subjected to torque limitation at level 2 as described below is provided to the fuel / torque conversion process at level 1. Thus, engine rotation control is performed.
That is, first, the torque limit (torque limit) in the embodiment of the present invention is performed based on the torque limit characteristic with respect to the actual engine speed as shown in FIG.

The characteristic line shown in FIG. 5 indicates that the torque remains constant until the actual engine speed exceeds a value obtained by adding a predetermined target engine speed A to a predetermined speed B (stable control engine speed range). On the other hand, when the actual engine speed exceeds the range obtained by adding the stable control engine speed range B to the predetermined target engine speed A, the torque is increased at a predetermined reduction rate as the actual engine speed increases thereafter. It is stipulated to be small.
That is, according to the characteristic line shown in FIG. 5, when the actual engine speed exceeds the target engine speed A + the stable control engine speed range B, the torque is reduced in inverse proportion to the actual engine speed. It has become a thing.

Here, the torque that is constant until the actual engine speed exceeds the predetermined target engine speed A + the stable control engine speed range B is determined by the all speed map at level 1 immediately before the torque limit is reached. .
Similarly, the target engine speed A is the target engine speed determined by the all speed map at level 1 immediately before shifting to the torque limit.
Further, the stable control engine rotation range indicates an increase in the rotation speed that can be allowed in an increasing direction from the target engine rotation speed. Such a stable control engine speed range may be a predetermined constant. For example, an arithmetic expression is obtained based on simulations or experiments so that an appropriate value is determined by correlation with the target engine speed, and this calculation is performed. You may make it use the value calculated each time by a type | formula.

The torque value thus subjected to the torque limitation is supplied to the fuel / torque conversion process at level 1 and converted into a fuel injection amount corresponding to the torque, and an injector (not shown) is used to obtain the fuel injection amount. )) Energization control is performed.
Therefore, by applying the engine control method according to the embodiment of the present invention, for example, an abnormality in level 1 control processing caused by a failure of a semiconductor memory element such as RAM or ROM in the electronic control unit 1 is detected. In this case, the engine rotation control is performed at level 1 based on the torque regulated at level 2. In particular, in a work vehicle, a sudden torque is generated when the vehicle operation is abnormal. It is possible to smoothly stop work without causing fluctuations, and high safety and reliability can be ensured.

  Torque is limited when an abnormality in the engine speed due to a defective semiconductor memory element is detected, so it is particularly applicable to vehicles equipped with a power take-off mechanism that requires high safety and reliability. it can.

Claims (6)

Various control processes for controlling the operation of the vehicle equipped with the power take-off mechanism are executed, the first area that is actually used for the operation control of the vehicle, and whether there is a failure in the operation control of the vehicle in the first area. And a second area where diagnostic processing is executed, and in the first area, a power take-off mechanism configured to perform engine rotation control based on an all-speed map as one of vehicle operation control. An engine control method in an engine control device for an equipped vehicle,
In the second area, the actual engine speed calculated based on the vehicle running condition inputted externally is determined in advance for the detected accelerator opening and the torque determined by the all speed map. If the target engine speed determined based on the correlation is larger than the result of adding a predetermined allowable incremental speed,
The torque determined by the increase in the actual engine speed is applied to the torque determined by the all speed map, and the torque subjected to the decrease control is used for engine control in the first area. An engine control method for an engine control device for a vehicle equipped with a take-out mechanism. The gradual reduction regulation is an engine control method for an engine control device for a vehicle with a power take-off mechanism, wherein the torque is reduced at a predetermined reduction rate in inverse proportion to the increase in the actual engine speed. At level 1, the fuel injection amount required for generating the torque is determined by a predetermined calculation process for the torque that has been subjected to the gradual reduction restriction, and the fuel injection amount corresponding to the fuel injection amount is determined. 3. An engine control method for an engine control device for a vehicle with a power take-off mechanism according to claim 2, wherein the control process is performed so that the energization of the engine is executed. An engine control device for a vehicle with a power take-off mechanism that enables operation control of a vehicle with a power take-out mechanism based on a motion control process executed in an electronic control unit,
The electronic control unit includes a first area that is actually used for vehicle operation control, and a second area in which a diagnosis process for the presence or absence of a failure in vehicle operation control by the first area is executed. In addition, in the first area, in the engine control device for a vehicle with a power take-off mechanism configured to perform engine rotation control by an all-speed map as one of the vehicle operation controls,
The electronic control unit is
In the second area, the actual engine speed calculated based on the vehicle running condition inputted externally,
An addition result obtained by adding a predetermined allowable incremental speed to a target engine speed determined based on a predetermined correlation with the detected accelerator opening and the torque determined by the all speed map. If the actual engine speed is greater than the addition result,
The torque determined by the all-speed map is subjected to a gradual reduction regulation with an increase in the actual engine speed, and the torque subjected to the gradual reduction regulation is used for engine control in the first area. An engine control device for vehicles equipped with a power take-off mechanism. 5. The engine control device for a vehicle with a power take-off mechanism according to claim 4, wherein the gradual reduction regulation reduces the torque at a predetermined reduction rate in inverse proportion to the increase in the actual engine speed. At level 1, the electronic control unit determines a fuel injection amount required for generating the torque by a predetermined calculation process for the torque subjected to the gradual reduction regulation. 6. The engine control device for a vehicle equipped with a power take-off mechanism according to claim 5, wherein a control process for energizing a corresponding injector is executable.

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