Vehicle engine control device

Abstract

To provide a control device of a vehicle engine which can improve NV performance of a vehicle.SOLUTION: When determining an engine command rotational speed Nenv for avoiding NV by a variation amount ΔTe of an engine torque, torque Te of an engine 12 is calculated on the basis of rotational inertia Ie of the engine 21 and rotation angle acceleration (dωinp / dt) of the engine 12 from a motion equation which is set in advance in a formula (1). An NV line Lnv is set on the basis of torque variation ΔTe of the engine 12, and the engine command rotational speed Nenv is set on the NV line Lnv. By this constitution, the torque variation ΔTe of the engine 12 is accurately obtained in a small amount, also the engine command rotational speed Nenv which is set on the NV line Lnv based on the torque variation ΔTe of the engine 12 also becomes accurate, the deterioration of fuel economy is thereby suppressed, and accordingly, the NV of a vehicle 10 is suppressed.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device for a vehicle engine that changes the operating point of an engine (internal combustion engine) mounted on a vehicle in order to avoid NV (noise and vibration) of the vehicle. [Background technology]

[0002] In a vehicle equipped with an engine, the engine is controlled so that the operating point of the fuel-efficient engine moves along a predetermined optimum operating line. This optimum operating line is preset to achieve favorable fuel economy while reducing noise and vibration due to torque fluctuations caused by engine combustion.

[0003] In order to suppress vehicle NV, such as engine booming noise caused by the engine combustion cycle, a known method is to set an NV line to avoid NV on the lower torque side of the optimal operating line based on at least one of the engine coolant temperature, EGR rate, A / F, and torque fluctuation rate, and to set the engine rotation speed at the intersection of the NV line and an equal power line passing through an operating point on the optimal operating line, so that this is the operating point to avoid NV. For example, a control device for an internal combustion period described in Patent Document 1 is such a method. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-138751 Summary of the Invention [Problem to be solved by the invention]

[0005] However, there is no established method for dynamically detecting engine torque fluctuations, and in order to reliably avoid NV based on engine torque fluctuations that take into account variations, the NV line has been preset on the lower torque side than the optimal operating line so that the fluctuating engine torque does not fall below the NV line.As a result, if the engine rotation speed is set on the preset NV line, when the engine torque fluctuation is actually small, the engine rotation speed is set higher by the amount of the anticipated engine torque fluctuation variations, which results in a corresponding deterioration in fuel efficiency.

[0006] The present invention has been made in light of the above circumstances, and an object of the present invention is to provide a control device for a vehicle engine that can improve the NV performance of a vehicle. [Means for solving the problem]

[0007] The gist of the first invention is (a) Determines the engine command speed to avoid NV based on the amount of engine torque fluctuation in the lower torque region than the optimal operating line that prioritizes fuel efficiency. (b) an engine torque detection unit that detects the torque of the engine based on the rotational inertia of the engine and the actual rotational angular acceleration of the engine from a preset equation of motion; Including, (c) the above (d) determining a correction coefficient according to the amount of fluctuation in engine torque calculated by the engine torque detection unit; and (e) determining the engine command rotation speed for avoiding NV by multiplying the correction coefficient by an increase in engine rotation speed that anticipates the maximum fluctuation torque of the engine from the fuel-efficiency-prioritized optimal operation line. The reason is that. The gist of the second invention is that (a) a control device for a vehicle engine determines an engine command rotation speed for avoiding NV based on the amount of fluctuation in engine torque in a region lower in torque than an optimal operation line that prioritizes fuel efficiency, (b) includes an engine torque detection unit that detects the torque of the engine based on the rotational inertia of the engine and the actual rotational angular acceleration of the engine from a preset equation of motion, (c) a map for determining the engine command rotation speed for avoiding NV from the command power of the engine and vehicle speed is set to multiple stages according to the magnitude of the amount of fluctuation in engine torque, and (d) the engine command rotation speed for avoiding NV is determined using the map according to the amount of fluctuation in engine torque calculated by the engine torque detection unit. The gist of the third invention is (a) a control device for a vehicle engine that determines an engine command rotation speed for avoiding NV based on the amount of engine torque fluctuation in a region lower in torque than an optimal operation line that prioritizes fuel efficiency, (b) includes an engine torque detection unit that detects the torque of the engine based on the rotational inertia of the engine and the actual rotational angular acceleration of the engine from a predetermined equation of motion, (c) sets an NV line for avoiding NV on the lower torque side of the optimal operation line so that the amount of engine torque fluctuation calculated by the engine torque detection unit falls within the optimal operation line, and (d) determines the engine command rotation speed for avoiding NV at the intersection of the NV line and an equal power line that indicates the power of the engine. [Effects of the Invention]

[0008] According to the first aspect of the present invention, the engine torque detection unit detects the torque of the engine based on the rotational inertia of the engine and the actual rotational angular acceleration of the engine from a preset equation of motion, A correction coefficient is determined according to the amount of fluctuation in engine torque calculated by the torque detection unit, and the command engine rotation speed for avoiding NV is determined by multiplying the engine rotation speed increase amount, which is calculated based on the fuel efficiency-prioritized optimal operation line and takes into account the maximum fluctuation torque of the engine, by the correction coefficient. This allows for variations in engine torque fluctuations. of Compared to the case where the engine torque fluctuation is obtained accurately, the engine rotation speed set on the NV line based on the engine torque fluctuation is also accurate, thereby improving the NV performance of the vehicle. According to the second aspect of the present invention, an engine torque detection unit detects the torque of the engine based on the rotational inertia of the engine and the actual rotational angular acceleration of the engine using a preset equation of motion, a map for determining an engine command rotation speed for NV avoidance from an engine command power and vehicle speed is set to multiple stages according to the magnitude of engine torque fluctuation, and the engine command rotation speed for NV avoidance is determined using the map according to the engine torque fluctuation calculated by the engine torque detection unit. As a result, engine torque fluctuation can be obtained more accurately than in the case of engine torque fluctuation that takes into account fluctuations, and the engine rotation speed set on the NV line based on the engine torque fluctuation is also accurate, thereby improving the NV performance of the vehicle. According to a third aspect of the present invention, an engine torque detection unit detects the torque of the engine based on the rotational inertia of the engine and the actual rotational angular acceleration of the engine from a preset equation of motion, an NV line for NV avoidance is set on the lower torque side of the optimal operation line so that the amount of engine torque fluctuation calculated by the engine torque detection unit falls between the optimal operation line, and an engine command rotation speed for NV avoidance is determined at the intersection of the NV line and an equal power line indicating the power of the engine. As a result, engine torque fluctuation can be obtained more accurately than in the case of engine torque fluctuation that takes variation into account, and the engine rotation speed set on the NV line based on the engine torque fluctuation is also accurate, thereby improving the NV performance of the vehicle. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a diagram illustrating a schematic configuration of a vehicle according to an embodiment of the present invention and main parts of control functions and control systems for various controls of the vehicle; [Figure 2] 2 is a diagram illustrating the main control operations of the electronic control device of FIG. 1 in a two-dimensional coordinate system with an axis indicating engine rotation speed and an axis indicating engine torque. [Figure 3] 2 is a flowchart illustrating a main part of the control operation of the electronic control device of FIG. 1. [Figure 4] 10A is a map used by an engine command rotation speed setting unit in another embodiment of the present invention, and FIG. 10B is a map used to determine an increase amount of engine rotation speed based on engine power, and FIG. 10B is a map used to determine a correction coefficient based on a fluctuation amount of engine torque. [Figure 5] 10 is a map showing the relationship between engine command power, vehicle speed, and engine command rotation speed for each amount of change in engine torque command, used in another embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Example]

[0011] FIG. 1 is a diagram illustrating the schematic configuration of a vehicle 10 to which the present invention is applied, and also illustrates essential parts of a control system for various controls in the vehicle 10. In FIG. 1, the vehicle 10 is a hybrid vehicle equipped with an engine 12 and a first electric motor MG1 and a second electric motor MG2 as electric motors. The engine 12 and the second electric motor MG2 function as power sources for traveling. The vehicle 10 also includes drive wheels 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

[0012] The engine 12 is a known reciprocating internal combustion engine such as a gasoline engine. An engine control device 50 provided in the vehicle 10 is controlled by an electronic control device 90 (described later), thereby controlling the engine torque Te of the engine 12.

[0013] The first electric motor MG1 and the second electric motor MG2 are rotating electric machines, so-called motor generators that function as electric motors and generators. The first electric motor MG1 and the second electric motor MG2 are each connected to a battery 54 provided in the vehicle 10 via an inverter 52 provided in the vehicle 10. The battery 54 is an electricity storage device that supplies and receives electric power to and from each of the first electric motor MG1 and the second electric motor MG2. The inverter 52 of the first electric motor MG1 and the second electric motor MG2 is controlled by an electronic control device 90, thereby controlling the MG1 torque Tm1 of the first electric motor MG1 and the MG2 torque Tm2 of the second electric motor MG2. The first electric motor MG1 and the second electric motor MG2 are provided in a case 18 that is attached to the vehicle body.

[0014] The power transmission device 16 includes, within a case 18, a damper 20, an input shaft 22, a transmission unit 24, a compound gear 26, a driven gear 28, a driven shaft 30, a final gear 32, a differential gear 34, a reduction gear 36, and the like. The power transmission device 16 also includes, within the case 18, a rotor shaft RSmg1 integrally connected to the rotor MG1r of the first electric motor MG1, and a rotor shaft RSmg2 integrally connected to the rotor MG2r of the second electric motor MG2. The power transmission device 16 also includes, within the case 18, a pair of drive shafts 38 connected to the differential gear 34, and the like.

[0015] A drive gear 26a is formed on a portion of the outer circumferential surface of the compound gear 26. The driven gear 28 is in mesh with the drive gear 26a. The driven shaft 30 fixes the driven gear 28 and a final gear 32 so that they cannot rotate relative to each other. The final gear 32 is in mesh with a differential ring gear 34a of the differential gear 34. The reduction gear 36 is connected to a rotor shaft RSmg2, and is connected to a second electric motor MG2 so as to be able to transmit power.

[0016] The transmission unit 24 includes a first electric motor MG1, a rotor shaft RSmg1, and a planetary gear set 40. The planetary gear set 40 is a known single-pinion planetary gear set including a sun gear S, a carrier CA, a ring gear R, and a pinion P. The planetary gear set 40 functions as a differential mechanism that generates a differential action. The planetary gear set 40 is a power split mechanism that mechanically splits the power of the engine 12 input to the carrier CA between the first electric motor MG1 and the drive gear 26a. The transmission unit 24 is a known electric continuously variable transmission in which the differential state of the planetary gear set 40 is controlled by controlling the operating state of the first electric motor MG1.

[0017] The vehicle 10 is equipped with an electronic control device 90 as a controller including control devices of the vehicle 10 related to the control of the engine 12, etc. The electronic control device 90 is configured to include a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, etc. The electronic control device 90 performs various controls of the vehicle 10 by the CPU performing signal processing in accordance with a program stored in advance in the ROM while utilizing the temporary storage function of the RAM.

[0018] The electronic control device 90 is supplied with various signals (e.g., engine rotation speed (crankshaft rotation speed) Ne (rpm), output rotation speed No (rpm), MG1 rotation speed Nm1 (rpm), MG2 rotation speed Nm2 (rpm), accelerator pedal opening θacc (%), throttle valve opening θth (%), brake-on signal Bon, brake operation amount Bra, rotation speed Ninp (rpm) of input shaft 22, battery temperature THbat (°C), battery charge / discharge current Ibat (A), battery voltage Vbat (V), etc.) based on detection values ​​from various sensors provided on the vehicle 10 (e.g., engine rotation speed sensor 60, output rotation speed sensor 62, MG1 rotation speed sensor 64, MG2 rotation speed sensor 66, accelerator pedal opening sensor 68, throttle valve opening sensor 70, brake pedal sensor 72, input shaft rotation speed sensor 74, battery sensor 84, etc.).

[0019] The engine rotation speed Ne is the rotation speed of the crankshaft of the engine 12. The output rotation speed No is the rotation speed of the drive gear 26a and is a signal corresponding to the vehicle speed V (km / h). The MG1 rotation speed Nm1 is the rotation speed of the first electric motor MG1 detected by the resolver of the first electric motor MG1. The MG2 rotation speed Nm2 is the rotation speed of the second electric motor MG2 detected by the resolver of the second electric motor MG2. The accelerator opening θacc is a signal representing the magnitude of the driver's acceleration operation and is the amount of accelerator operation by the driver. The throttle valve opening θth is the opening of the electronic throttle valve. The brake-on signal Bon is a signal indicating the state in which the brake pedal for activating the wheel brakes is being operated by the driver. The brake operation amount Bra is a signal representing the magnitude of the brake operation by the driver.

[0020] The electronic control device 90 outputs various command signals (e.g., an engine control command signal Se for controlling the engine 12, and an electric motor control command signal Smg for controlling each of the first electric motor MG1 and the second electric motor MG2) to each device (e.g., an engine control device 50, an inverter 52, etc.) provided in the vehicle 10.

[0021] In order to realize various controls in the vehicle 10, the electronic control unit 90 includes a hybrid control means, that is, a hybrid control unit 92, an engine torque detection unit 94, an engine command rotation speed setting unit 96, and the like.

[0022] The hybrid control unit 92 calculates a required driving amount, such as a required driving torque Trdem [Nm], by applying the accelerator opening θacc and the vehicle speed V to a predetermined driving demand amount map. The hybrid control unit 92 outputs an engine control command signal Se and an electric motor control command signal Smg to realize the required driving power Prdem. The hybrid control unit 92 establishes the BEV driving mode when the required driving power Prrem is in a BEV driving range that is smaller than a predetermined threshold. On the other hand, the hybrid control unit 92 establishes the HEV driving mode when the required driving power Prdem is in an HEV driving range that is equal to or greater than a predetermined threshold. On the other hand, even when the required driving power Prdem is in the BEV driving range, the hybrid control unit 92 establishes the HEV driving mode when the battery 54 needs to be charged or the engine 12 needs to be warmed up.

[0023] In the HEV driving mode, the hybrid control unit 92 performs control to set the engine operating point of the engine 12 to the engine optimum fuel efficiency point. The engine control command signal Se is an engine command power that positions the engine operating point on a preset optimum operation line OL (FIG. 2) that prioritizes fuel efficiency. The optimum operation line OL (engine optimum fuel efficiency point) is a series of optimum engine operating points that maximize the total fuel efficiency of the vehicle 10, taking into consideration factors such as the fuel efficiency of the engine 12 alone and the transmission efficiency of the powertrain 16. The engine operating point is a driving point of the engine 12 that is expressed by the engine rotation speed Ne and the engine torque Te.

[0024] The motor control command signal Smg is a command value for the generated power Wm1 of the first electric motor MG1, which outputs an MG1 torque Tm1 as a reaction torque of the engine torque Te when the transmission unit 24 is operated as an electric continuously variable transmission in the HEV driving mode. Also, the motor control command signal Smg is a command value for the consumed power Wm2 of the second electric motor MG2, which outputs an MG2 torque Tm2.

[0025] The engine torque detection unit 94 accurately detects (calculates) the actual torque Te of the engine 12 based on the rotational inertia Ie of the engine 12 and the actual rotational angular acceleration (dωe / dt) of the engine 12 using a preset equation of motion shown in equation (1). The first term on the right side of equation (1) represents the inertia torque of the engine 12. The rotational inertia Ie of the engine 12 is a value determined in advance by design, the actual rotational angular velocity ωe of the engine 12 is calculated from the rotational speed of the crankshaft detected by the engine rotational speed sensor 60, and the actual rotational angular acceleration (dωe / dt) of the engine 12 is calculated based on the time change in the rotational angular velocity ωe that is sequentially determined. The second term on the right side of equation (1) represents the reaction torque of the damper 20 and the input shaft 22. The rotational inertia Iinp of the damper 20 and input shaft 22 is a predetermined design value. The actual rotational angular velocity ωinp of the damper 20 and input shaft 22 is calculated from the rotational speed Ninp of the input shaft 22 detected by the input shaft rotational speed sensor 74. The actual rotational angular acceleration (dωinp / dt) of the damper 20 and input shaft 22 is calculated based on the time change of the rotational angular velocity ωinp that is successively determined. The third term on the right side of equation (1) is the reaction torque of the first electric motor MG1. ρ is the gear ratio between the carrier CA and the sun gear S of the planetary gear set 40. The rotational inertia Ig of the rotor of the first electric motor MG1 is a value determined in advance by design, the actual rotational angular velocity ωg of the rotor of the first electric motor MG1 is calculated from the rotational speed Nm1 of the rotor of the first electric motor MG1 detected by the MG1 rotational speed sensor 64, and the actual rotational angular acceleration (dωg / dt) of the first electric motor MG1 is calculated based on the time change of the rotational angular velocity ωg that is successively determined.

number

[0026] In short, the engine command rotation speed setting unit 96 determines the engine command rotation speed Nenv for avoiding NV based on the amount of engine torque fluctuation ΔTe in a region on the lower torque side than the fuel economy-prioritizing optimum operation line.

[0027] For example, the engine command rotation speed setting unit 96 sets an NV line Lnv for avoiding NV (noise and vibration) on the fuel-efficient optimal operation line OL below the low-speed, high-torque region where NV is likely to be a problem, based on a fluctuation value (torque fluctuation range) ΔTe of the actual torque Te of the engine 12 detected by the engine torque detection unit 94. The engine command rotation speed setting unit 96 sets the engine rotation speed on the NV line Lnv at the intersection of the constant power line Lpe, which indicates the engine command power Pe commanded by the engine control command signal Se, and the NV line Lnv as the engine command rotation speed Nenv for avoiding NV, and outputs this as the rotation speed command value of the engine 12. As shown in FIG. 2, the constant power line Lpe, which indicates the required driving power Prrem, is a curve that indicates that the engine 12 rotates at a higher speed as the torque of the engine 12 decreases. Therefore, the engine command rotation speed Nenv is higher than the engine rotation speed Ne determined on the optimal operation line OL. The hybrid control unit 92 controls the rotation speed of the engine 12 to achieve the set command value.

[0028] When setting the NV line Lnv, the engine command rotation speed setting unit 96 sets the NV line Lnv toward the higher engine torque side as the fluctuation value (torque fluctuation range) ΔTe of the actual torque Te of the engine 12 detected by the engine torque detection unit 94 becomes smaller, so that even if the torque Te of the engine 12 fluctuates, the torque Te (part of the torque Te) does not fall below the engine NV line Lnv. In other words, the NV line Lnv is set toward the lower torque side of the optimal operation line OL so that the fluctuation (amplitude) ΔTe of the torque Te of the engine 12 falls exactly between the optimal operation line OL.

[0029] FIG. 3 is a flowchart illustrating the NV engine rotation speed setting operation, which is a main part of the control operation of the electronic control unit 90, and is executed repeatedly.

[0030] In FIG. 3, in step (hereinafter, step will be omitted) S1, signals required for setting the engine command rotation speed Nenv, such as the engine rotation speed (crankshaft rotation speed) Ne of the engine 12 detected by the engine rotation speed sensor 60, the rotation speed Ninp of the input shaft 22 detected by the input shaft rotation speed sensor 74, and the rotor rotation speed Nm1 of the first electric motor MG1 detected by the MG1 rotation speed sensor 64, are read.

[0031] Next, in S2, which corresponds to the function of the engine torque detection unit 94, the actual torque Te of the engine 12 is detected based on the rotational inertia Ie of the engine 12 and the actual rotational angular acceleration (dωe / dt) of the engine 12 from the preset equation of motion shown in equation (1).

[0032] Next, steps S3-S5 corresponding to the functions of the engine command rotation speed setting unit 96 are executed. In step S3, a fluctuation amount ΔTe of the torque Te of the engine 12 over a predetermined period obtained from equation (1) is calculated. Then, in step S4, the NV line Lnv is set on the lower torque side of the optimal operation line OL so that the fluctuation amount ΔTe fits exactly between the optimal operation line OL, and the engine rotation speed on the NV line Lnv at the intersection of the equal power line Lpe indicating the engine command power Pe commanded by the engine control command signal Se and the NV line Lnv is calculated as the NV / rattle / boom noise avoidance engine rotation speed. Next, in step S5, the NV / rattle / boom noise avoidance engine rotation speed is set as the engine command rotation speed Nenv. Then, in step S6, the set engine command rotation speed Nenv is output.

[0033] As described above, according to this embodiment, when determining the engine command rotation speed Nenv for avoiding NV based on the engine torque fluctuation amount ΔTe in a region lower in torque than the fuel-efficiency-prioritized optimal operation line OL, the system includes an engine torque detection unit 94 that calculates the torque Te of the engine 12 based on the rotational inertia Ie of the engine 21 and the rotational angular acceleration (dωinp / dt) of the engine 12 from the preset equation of motion shown in Equation (1). The engine command rotation speed setting unit 96 then sets the NV line Lnv based on the fluctuation ΔTe in the torque Te of the engine 12 detected by the engine torque detection unit 94, and sets the engine command rotation speed Nenv on the NV line Lnv. As a result, the torque fluctuation ΔTe of the engine 12 can be accurately and small compared to when engine torque fluctuation is calculated taking into account variations, and the engine command rotation speed Nenv set on the NV line Lnv based on the torque fluctuation ΔTe of the engine 12 is also accurate. This prevents deterioration in fuel economy and suppresses NV of the vehicle 10. [Example]

[0034] Other embodiments will be described below. Note that parts common to the above-described embodiment are given the same reference numerals and descriptions thereof will be omitted.

[0035] 4 shows maps used by the engine command rotation speed setting unit 96 of this embodiment to set the engine command rotation speed Nenv. Fig. 4(a) shows a map showing the relationship between the increase ΔNenvb from the engine rotation speed Ne on the optimal operation line OL of the engine command rotation speed Nenvb for conventional NV avoidance, which is determined at the intersection of the NV line Lnv and the equal power line Lpe, determined when the maximum fluctuation torque of the engine 12 is estimated from the fuel-efficient optimal operation line OL, and the engine (command) power Pe. Fig. 4(b) shows a map showing the relationship between the engine torque fluctuation ΔTe and the correction coefficient k (<1), which becomes smaller as the engine torque fluctuation ΔTe becomes smaller. The engine command rotation speed setting unit 96 determines a correction coefficient k corresponding to the fluctuation amount ΔTe of the engine torque Te calculated by the engine torque detection unit 94 from the map of Figure 4(b) stored in advance, determines an increase amount ΔNenvb from the engine rotation speed on the optimal operation line OL of the engine command rotation speed Nenvb for conventional NV avoidance corresponding to the engine (command) power Pe from the map of Figure 4(a), and determines the engine command rotation speed Nenv for NV avoidance by multiplying the engine rotation speed increase amount ΔNenvb by the correction coefficient k.In this embodiment, the same effects as in the previous embodiment can be obtained. [Example]

[0036] FIG. 5 shows a map used by the engine command rotation speed setting unit 96 of this embodiment to set the engine command rotation speed Nenv. FIG. 5 shows maps each showing a plurality of relationships, determined in advance for each variation ΔTe of engine torque Te, between engine command power Pe and vehicle speed V and engine command rotation speed Nenv. The maps shown are provided for each variation ΔTe of engine torque Te calculated by the engine torque detection unit 94. The engine command rotation speed setting unit 96 selects a map according to the variation ΔTe of engine torque Te calculated by the engine torque detection unit 94, and determines the engine command rotation speed Nenv for NV avoidance from the selected map based on the actual engine command power Pe and vehicle speed V. During steady-state driving, the vehicle speed V corresponds to the rotation speed Ne of the engine 12 when the output torque Te of the engine 12 is in equilibrium with the road load. Therefore, in this embodiment, the same effects as those of the above-described embodiment can be obtained.

[0037] It should be noted that the above is merely one embodiment, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art.

[0038] For example, the vehicle 10 described above is a hybrid vehicle equipped with the first electric motor MG1 and the second electric motor MG2, but the vehicle may also be one that does not include the first electric motor MG1 and the second electric motor MG2. [Explanation of symbols]

[0039] 10: Vehicle (hybrid vehicle) 12: Engine 90: Electronic control unit (control unit) 94: Engine torque detection unit 96: Engine command rotation speed setting unit Nenv: Engine command rotation speed

Claims

1. A control device for a vehicle engine that determines an engine command rotation speed for avoiding non-vehicle vibration based on an amount of engine torque fluctuation in a region on the lower torque side of an optimal operation line that prioritizes fuel economy, an engine torque detection unit that calculates a torque of the engine based on a rotational inertia of the engine and a rotational angular acceleration of the engine from a predetermined equation of motion; determining a correction coefficient according to the amount of fluctuation in engine torque calculated by the engine torque detection unit; The engine rotation speed command for avoiding NV is determined by multiplying the correction coefficient by an increase in engine rotation speed that anticipates a maximum fluctuation torque of the engine from the fuel economy-prioritized optimal operation line. A control device for a vehicle engine.

2. A control device for a vehicle engine that determines an engine command rotation speed for avoiding NV based on the amount of engine torque fluctuation in a region lower in torque than an optimal operating line that prioritizes fuel economy, an engine torque detection unit that calculates a torque of the engine based on a rotational inertia of the engine and a rotational angular acceleration of the engine from a predetermined equation of motion; a map for determining an engine command rotation speed for avoiding NV from the engine command power and vehicle speed, the map being set to multiple stages according to the magnitude of the fluctuation amount of engine torque; The engine torque command speed for avoiding NV is determined using a map corresponding to the amount of fluctuation in the engine torque calculated by the engine torque detection unit. A control device for a vehicle engine.

3. A control device for a vehicle engine that determines an engine command rotation speed for avoiding NV based on the amount of engine torque fluctuation in a region lower in torque than an optimal operating line that prioritizes fuel economy, an engine torque detection unit that calculates a torque of the engine based on a rotational inertia of the engine and a rotational angular acceleration of the engine from a predetermined equation of motion; an NV line for avoiding NV is set on a lower torque side than the optimal operation line so that the amount of fluctuation in engine torque calculated by the engine torque detection unit falls within the optimal operation line; The engine command rotation speed for avoiding NV is determined at the intersection of the NV line and the equal power line indicating the power of the engine. A control device for a vehicle engine.

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