JP2010014061A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle capable of inhibiting deterioration of braking operation feeling. <P>SOLUTION: The control device 100 for the vehicle 1 equipped with a fluid transmission device 2 capable of transmitting power generated by an internal combustion engine 10 through fluid is provided with a first torque down control means 101 executing first torque down control for dropping output torque of the internal combustion engine 10 by controlling the internal combustion engine 10 and reducing opening of an intake air passage of the internal combustion engine 10 based on target idling rotation speed at a time of torque down demand at which output torque equivalent to output torque which can be output at the target idling rotation speed under a hot condition of the internal combustion engine 10 can be output when speed of the vehicle 1 is in preset prescribed speed range and braking operation is applied to the vehicle 1 under a cold condition of the internal combustion engine 10. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that controls a vehicle equipped with a fluid transmission means capable of transmitting power via a fluid.

  Conventionally, vehicles such as passenger cars and trucks equipped with a torque converter are known as fluid transmission means capable of transmitting power via fluid. In a vehicle equipped with such a torque converter, a creep torque is generated by power transmission via a fluid in the torque converter. On the other hand, the engine provided in the vehicle may perform control to increase the idle rotation speed, for example, during warm-up operation or when the air conditioner is activated. For this reason, the creep torque due to power transmission via the fluid in the torque converter becomes relatively high during the control for increasing the idling speed, and as a result, the braking force necessary to stop the vehicle also becomes high. There was a risk that the braking operation feeling would be lowered.

  On the other hand, for example, the braking / driving force control device for a vehicle described in Patent Document 1 is applied to a vehicle having a torque converter in a drive system, and has a target braking force corresponding to a driver or a braking request for automatic braking control. The braking force control means for controlling the braking force applied to the wheel and the driving force applied to the wheel by controlling the output of the engine according to at least the driving operation amount of the driver, and idle up Engine control means for performing idle-up control for increasing the engine idle speed when the condition is satisfied. In the braking / driving force control device for a vehicle described in Patent Document 1, the braking force control means performs idle-up control, and only when the driver or a braking request for automatic braking control is requested, the entire vehicle is controlled. By changing the target braking force associated with the idle-up control so that the power increases, the creep torque is appropriately suppressed while preventing unnecessary braking force from being applied to the wheels.

JP 2006-306201 A

  By the way, in the braking / driving force control device for a vehicle described in Patent Document 1 described above, for example, it has been desired to suppress a decrease in braking operation feeling with a simpler configuration.

  Then, an object of this invention is to provide the control apparatus for vehicles which can suppress the fall of braking operation feeling.

  In order to achieve the above object, a vehicle control apparatus according to a first aspect of the present invention is a vehicle control apparatus for a vehicle equipped with a fluid transmission means capable of transmitting power generated by an internal combustion engine via a fluid. When the internal combustion engine is cold, when the vehicle speed is within a predetermined speed range that is set in advance and a braking operation is performed on the vehicle, the target idle rotation of the internal combustion engine when it is warm is performed. By controlling the internal combustion engine and reducing the opening of the intake passage of the internal combustion engine based on a target idle rotation speed at the time of a torque down request capable of outputting an output torque equivalent to an output torque that can be output at a speed It is characterized by comprising first torque down control means for executing first torque down control for reducing the output torque of the internal combustion engine.

  In the vehicle control device according to the second aspect of the present invention, when the internal combustion engine is cold, the vehicle speed of the vehicle is within a predetermined speed range that is set in advance, and the braking operation is performed on the vehicle, and the torque reduction is performed. When the deviation between the requested target idle speed and the actual rotational speed of the internal combustion engine is less than a predetermined deviation set in advance, the actual rotational speed of the internal combustion engine becomes the target idle speed at the time of the torque down request. Second torque down control means for executing second torque down control for controlling the internal combustion engine to control the ignition timing of the internal combustion engine to reduce the output torque of the internal combustion engine so as to converge to the rotational speed. It is characterized by providing.

  In the vehicle control device according to the third aspect of the present invention, when the internal combustion engine is cold, the vehicle speed of the vehicle is within a predetermined speed range that is set in advance, and the braking operation is performed on the vehicle, and the target idle The internal combustion engine is controlled so that the actual rotational speed of the internal combustion engine converges to the target idle rotational speed at the time of the torque down request when the rotational speed change amount is larger than a predetermined change amount set in advance. And a second torque down control means for executing a second torque down control for reducing the output torque of the internal combustion engine by controlling the ignition timing of the internal combustion engine.

  According to the vehicle control device of the present invention, when the internal combustion engine is cold, the vehicle speed is within a predetermined speed range set in advance, and when the braking operation is performed on the vehicle, Based on the target idle speed at the time of torque down request that can output the output torque equivalent to the output torque that can be output at the target idle speed at the warm time, the opening degree of the intake passage of the internal combustion engine by controlling the internal combustion engine Since the first torque-down control means for executing the first torque-down control for reducing the output torque of the internal combustion engine by reducing the torque is reduced, it is possible to suppress a decrease in the braking operation feeling.

  Embodiments of a vehicle control device according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

(Embodiment 1)
FIG. 1 is a schematic configuration diagram illustrating a vehicle to which a vehicle control device according to Embodiment 1 of the present invention is applied. FIG. 2 is an engine of a vehicle to which the vehicle control device according to Embodiment 1 of the present invention is applied. FIG. 3 is a schematic configuration diagram, FIG. 3 is a target idle speed map for obtaining a target idle speed in the vehicle control device according to the first embodiment of the present invention, and FIG. 4 is a vehicle control according to the first embodiment of the present invention. FIG. 5 is a flowchart for explaining the first torque down control of the vehicle control device according to the first embodiment of the present invention.

  In addition, in embodiment described below, as shown in FIG. 1, it demonstrates by the case where the vehicle control apparatus 100 of this invention is integrated and comprised in ECU51. That is, in the embodiment described below, the case where the vehicle control device 100 is also used by the ECU 51 will be described. However, the vehicle control apparatus 100 of the present invention may be configured separately from the ECU 51 and connected to the ECU 51.

  As shown in FIG. 1, the vehicle control apparatus 100 according to this embodiment is applied to a vehicle equipped with a transmission in which power generated by power generation means is input via a torque converter. Note that the transmission provided in the vehicle 1 to which the vehicle control device 100 according to the present embodiment is applied is a stepped transmission as long as power is transmitted via the torque converter 2 as fluid transmission means. Even if it exists, a continuously variable transmission (CVT: Continuously Variable Transmission) may be sufficient.

  First, as shown in FIG. 1, the vehicle 1 travels using an engine 10 as an internal combustion engine as a power generation source. In this embodiment, the engine 10 is a reciprocating spark ignition internal combustion engine using gasoline as fuel, but the engine 10 is not limited to this. The engine 10 may be, for example, a spark ignition internal combustion engine using LPG or alcohol as fuel, a so-called rotary spark ignition internal combustion engine, or a diesel engine.

  First, the vehicle 1 includes an engine 10 as an internal combustion engine, a torque converter 2, a transmission 3, a propeller shaft 4, a differential gear 5, a rear wheel drive shaft 6, wheels (front wheels) 7F and wheels. (Rear wheel) 7R and braking device 8 are provided.

  As described above, the engine 10 is mounted on the vehicle 1 and generates driving force on each wheel 7 </ b> R of the vehicle 1 in accordance with an operation of an accelerator pedal 10 a serving as a driving operation member. The engine 10 is mounted in front of the traveling direction of the vehicle 1 (in the direction of arrow Y in FIG. 1), and left and right via the torque converter 2, the transmission 3, the propeller shaft 4, the differential gear 5, and the rear wheel drive shaft 6. The wheel 7R is driven. The left and right wheels 7F serve as steering wheels of the vehicle 1. Thus, the vehicle 1 employs a so-called FR (Front engine Rear drive) drive format. The vehicle control device 100 for the vehicle 1 according to the present embodiment can be applied regardless of the drive type as long as the vehicle uses the transmission 3 to which the torque converter 2 is applied. The engine 10 will be described in detail with reference to FIG.

  The torque converter 2 is a kind of fluid clutch, and is provided on the output side of the engine 10 and transmits power output from the engine 10 via hydraulic oil as fluid or directly. The torque converter 2 has a lockup mechanism, for example, and increases the output torque (driving force) from the engine 10 at a predetermined torque ratio or transmits it to the transmission 3 with the output torque as it is. That is, the power generated by the engine 10 is input via the torque converter 2 to the transmission 3 that is a gear ratio variable means.

  The transmission 3 changes the rotational output of the engine 10. Here, as the transmission 3, for example, a multi-stage stepped transmission configured by combining a plurality of planetary gear devices and a clutch is applied, but a so-called continuously variable transmission may be used as described above. .

  The propeller shaft 4 transmits the power output from the transmission 3 to the rear wheel (rear wheel) 7R side. The propeller shaft 4 is connected to the left and right rear wheel drive shafts 6 via a differential gear 5. The rear wheel drive shaft 6 is connected to wheels 7R serving as left and right rear wheels. In the vehicle 1, the output torque of the engine 10 is transmitted to each wheel 7R through the power transmission system configured as described above.

  On the other hand, the braking device 8 generates braking force on the wheels 7F and 7R of the vehicle 1 in accordance with the operation of the brake pedal 8a. Each wheel 7F, 7R is provided with a hydraulic braking portion 8b of the braking device 8, respectively. In addition, the hydraulic system of the hydraulic fluid that connects the master cylinder 8c constituting the braking device 8 and the wheel cylinder 8d of the hydraulic braking unit 8b is separate from the brake operation (braking operation) of the brake pedal 8a by the driver. There is provided a brake actuator 8e that increases or decreases the hydraulic pressure in the wheel cylinder 8d and controls the braking force applied to the wheels 7F and 7R via a hydraulic braking unit 8b including a brake pad and a brake rotor. In the vehicle 1, braking force is generated on the wheels 7F and 7R by the braking device 8 configured as described above.

  The braking device 8 includes a brake booster 8f. The brake booster 8f is a vacuum booster that doubles the pedal depression force acting on the brake pedal 8a by a predetermined boost ratio when the driver depresses the brake pedal 8a by the negative pressure generated by the engine 10. And transmitted to the piston of the master cylinder 8c. The brake booster 8f is integrally attached to the master cylinder 8c, and is connected to the intake passage of the engine 10 via the negative pressure pipe 8g. The brake booster 8f increases the pedal depression force input from the brake pedal 8a and transmitted through the operation rod by the difference between the negative pressure introduced from the intake passage of the engine 10 through the negative pressure pipe 8g and the atmospheric pressure. It can be transmitted to the master cylinder 8c. In other words, the brake booster 8f increases the pedal depression force when the brake pedal 8a is braked by negative pressure, and increases the pedal depression force input to the master cylinder 8c with respect to the pedal depression force input of the brake pedal 8a. The pedal depression force on the brake pedal 8a by the person can be reduced.

  The braking device 8 provided in the vehicle 1 according to this embodiment amplifies the input from the brake pedal 8a by the brake booster 8f and the master cylinder 8c, and the hydraulic pressures of the wheels 7F and 7R via the hydraulic fluid. Although it demonstrates as what uses what is called the brake system of the in-line system type which added the brake actuator 8e which can control the pressure of hydraulic fluid to the brake system transmitted to the wheel cylinder 8d of the brake part 8b, it does not restrict to this. The braking device 8 included in the vehicle 1 according to the embodiment, for example, once converts a braking operation for the brake pedal 8a into an electric signal, and then generates a braking force on the wheel cylinder 8d of each hydraulic braking unit 8b by the brake actuator 8e. It may be a so-called brake-by-wire braking system.

  Next, as shown in FIG. 2, the engine 10 is a multi-cylinder in-cylinder injection engine in which fuel spray is directly injected into the combustion chamber 18 by a fuel injection valve 41 described later, and can reciprocate in the cylinder bore 13. This is a so-called four-cycle engine that performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke while the provided piston 14 reciprocates twice.

  In the engine 10, a cylinder head 12 is fastened on a cylinder block 11, and pistons 14 are fitted in a plurality of cylinder bores 13 formed in the cylinder block 11 so as to be movable up and down. A crankcase 15 is fastened to the lower part of the cylinder block 11, and a crankshaft 16 is rotatably supported in the crankcase 15. Each piston 14 is connected to the crankshaft 16 via a connecting rod 17. Has been. Note that oil supplied to each part of the engine 10 is stored at the bottom of the crankcase 15.

  The combustion chamber 18 is constituted by a wall surface of the cylinder bore 13 in the cylinder block 11, an in-cylinder ceiling as a lower surface of the cylinder head 12, and a top surface of the piston 14, and the combustion chamber 18 is an upper portion, that is, the cylinder head 12. The pent roof shape which inclines so that the center part of the in-cylinder ceiling part as a lower surface of this may become high is comprised. In the combustion chamber 18, a mixture of fuel and air can be combusted, and an intake port 19 and an exhaust port 20 are formed to face each other on an in-cylinder ceiling that is an upper portion of the combustion chamber 18. 19 and the exhaust port 20, the lower end portions of the intake valve 21 and the exhaust valve 22 are located, respectively. The intake valve 21 and the exhaust valve 22 are supported by the cylinder head 12 so as to be movable in the axial direction, and are urged and supported in a direction (upward in FIG. 2) for closing the intake port 19 and the exhaust port 20. ing. An intake camshaft 23 and an exhaust camshaft 24 are rotatably supported on the cylinder head 12, and the intake cam 25 and the exhaust cam 26 are in contact with upper ends of the intake valve 21 and the exhaust valve 22.

  Although not shown, the crankshaft sprocket fixed to the crankshaft 16 and the camshaft sprockets respectively fixed to the intake camshaft 23 and the exhaust camshaft 24 are wound with endless timing chains. The crankshaft 16, the intake camshaft 23, and the exhaust camshaft 24 can be interlocked.

  Therefore, when the intake camshaft 23 and the exhaust camshaft 24 rotate in synchronization with the crankshaft 16, the intake cam 25 and the exhaust cam 26 move up and down the intake valve 21 and the exhaust valve 22 at a predetermined timing. 19 and the exhaust port 20 can be opened and closed so that the intake port 19 and the combustion chamber 18 can communicate with the combustion chamber 18 and the exhaust port 20, respectively. In this case, the intake camshaft 23 and the exhaust camshaft 24 are set to rotate once (360 degrees) while the crankshaft 16 rotates twice (720 degrees). Therefore, the engine 10 executes the four strokes of the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke while the crankshaft 16 rotates twice. At this time, the intake camshaft 23 and the exhaust camshaft 24 are set to one. It will rotate.

  The valve mechanism of the engine 10 is a variable valve timing mechanism (VVT) 27, 28 that controls the intake valve 21 and the exhaust valve 22 at an optimal opening / closing timing according to the operating state. It has become. The intake / exhaust variable valve mechanisms 27, 28 as variable valve means are configured by providing VVT controllers 29, 30 at the shaft ends of the intake camshaft 23 and the exhaust camshaft 24. The phase of the camshafts 23 and 24 with respect to the camshaft sprocket is changed by applying the hydraulic pressure from 32 to an advance angle chamber and a retard angle chamber (not shown) of the VVT controllers 29 and 30 to open and close the intake valve 21 and the exhaust valve 22 The timing can be advanced or retarded. In this case, the intake / exhaust variable valve mechanisms 27, 28 advance or retard the opening / closing timing with the operating angle (opening period) of the intake valve 21 and the exhaust valve 22 being constant. Further, the intake camshaft 23 and the exhaust camshaft 24 are provided with cam position sensors 33 and 34 (see also FIG. 1) for detecting the rotational phase.

  A surge tank 36 is connected to the intake port 19 via an intake manifold 35, and an intake pipe 37 is connected to the surge tank 36. An air cleaner 38 is attached to an air intake port of the intake pipe 37. . An electronic throttle device 40 as a load adjusting means having a throttle valve 39 is provided downstream of the air cleaner 38 in the air flow direction. The cylinder head 12 is equipped with a fuel injection valve 41 as fuel injection means for directly injecting fuel into the combustion chamber 18. The fuel injection valve 41 is positioned on the intake port 19 side and is inclined at a predetermined angle in the vertical direction. The fuel injection valve 41 is capable of injecting fuel toward the top surface of the piston 14 so that the fuel gets on the intake air flow generated in the combustion chamber 18. A fuel injection valve 41 attached to each cylinder is connected to a delivery pipe 42, and a high pressure fuel pump (fuel pump) 44 is connected to the delivery pipe 42 via a high pressure fuel supply pipe 43. Further, the cylinder head 12 is provided with a spark plug 45 that is located above the combustion chamber 18 and ignites the air-fuel mixture.

  On the other hand, an exhaust pipe 47 is connected to the exhaust port 20 via an exhaust manifold 46. The exhaust pipe 47 is a three-way element that purifies harmful substances such as HC, CO, and NOx contained in the exhaust gas. Catalysts 48 and 49 are mounted. Further, the engine 10 is provided with a starter motor 50 that performs cranking. When an unillustrated pinion gear meshes with the ring gear when the engine is started, the rotational force is transmitted from the pinion gear to the ring gear to rotate the crankshaft 16. Can do.

  As shown in FIGS. 1 and 2, the vehicle 1 is equipped with an electronic control unit (ECU) 51 that is configured around a microcomputer and can control each part of the engine 10. The ECU 51 is electrically connected to each part of the vehicle 1 such as the engine 10, the transmission 3, the brake actuator 8e of the braking device 8, and can control each part of the vehicle 1. The ECU 51 can control the fuel injection timing of the fuel injection valve 41, the ignition timing of the spark plug 45, the throttle opening of the electronic throttle device 40, and the like. The detected intake air amount, intake air temperature, intake air pressure (intake air) The fuel injection amount, the injection timing, the ignition timing, the throttle opening, etc. are determined based on the engine operating state such as the pipe negative pressure), the throttle opening, the accelerator opening, the engine speed, and the engine coolant temperature.

  That is, an air flow sensor 52 and an intake air temperature sensor 53 are mounted on the upstream side of the air flow direction of the intake pipe 37, and an intake pressure sensor 54 is provided in the surge tank 36, and the measured intake air amount and intake air temperature are measured. The intake pressure (intake pipe negative pressure) is output to the ECU 51.

  The electronic throttle device 40 is provided with a throttle opening sensor 55 and outputs the current throttle opening to the ECU 51. Here, the ECU 51 can calculate the engine load (load factor) as the internal combustion engine load based on the detected throttle opening and intake air amount. The throttle opening sensor 55 is also used as an idle switch, and outputs the detected idle signal to the ECU 51.

  The accelerator pedal 10 a is provided with an accelerator opening sensor 56, and the accelerator opening sensor 56 outputs the current accelerator opening to the ECU 51. The accelerator opening sensor 56 is an accelerator of the vehicle 1 on which the engine 10 is mounted as a parameter for determining whether or not the driver requests acceleration of the vehicle 1 and the amount of acceleration required of the driver of the vehicle 1. The accelerator opening corresponding to the depression of the pedal 10a is detected. That is, the accelerator opening detected by the accelerator opening sensor 56 corresponds to the operation amount of the acceleration request operation for the vehicle 1 by the driver.

  Further, the crankshaft 16 is provided with a crank angle sensor 57 and outputs the detected crank angle to the ECU 51. The ECU 51 discriminates an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke in each cylinder based on the crank angle. Calculate the engine speed. Here, the engine speed corresponds to the rotational speed of the crankshaft 16 in other words. If the rotational speed of the crankshaft 16 increases, the rotational speed of the crankshaft 16, that is, the engine rotational speed of the engine 10 also increases. Get higher.

  The cylinder block 11 is provided with a water temperature sensor 58 that detects the engine cooling water temperature, and outputs the detected engine cooling water temperature to the ECU 51. The delivery pipe 42 communicating with each fuel injection valve 41 is provided with a fuel pressure sensor 59 that detects the fuel pressure, and outputs the detected fuel pressure to the ECU 51.

  On the other hand, the exhaust pipe 47 is provided with an A / F sensor 60 that detects the air-fuel ratio of the engine 10 upstream of the three-way catalyst 48 in the exhaust gas flow direction, and an oxygen sensor 61 downstream of the exhaust gas flow direction. The A / F sensor 60 detects the exhaust gas air-fuel ratio of the exhaust gas before being introduced into the three-way catalyst 48, outputs the detected air-fuel ratio to the ECU 51, and the oxygen sensor 61 is discharged from the three-way catalyst 48. Thereafter, the oxygen concentration of the exhaust gas is detected, and the detected oxygen concentration is output to the ECU 51. The air-fuel ratio (estimated air-fuel ratio) detected by the A / F sensor 60 is used for feedback control of the air-fuel ratio (theoretical air-fuel ratio) of the mixed gas composed of intake air and fuel. That is, the A / F sensor 60 detects the exhaust air-fuel ratio from the rich range to the lean range from the oxygen concentration in the exhaust gas and the unburned gas concentration, and feeds this back to the ECU 51 to correct the fuel injection amount. Thus, the combustion can be controlled to an optimum combustion state that matches the operating state.

  Further, wheel speed sensors 62 are provided in the vicinity of the wheels 7F and 7R of the vehicle 1, and the detected rotational speeds of the wheels 7F and 7R are output to the ECU 51. The ECU 51 can calculate the vehicle speed of the vehicle 1 based on the rotational speeds of the wheels 7F and 7R detected by the wheel speed sensors 62.

  The brake pedal 8a is provided with a brake pedal sensor 63. The brake pedal sensor 63 outputs the detected brake operation ON / OFF, pedal stroke, and pedal effort to the ECU 51. The brake pedal sensor 63 detects an operation of the brake pedal 8a by the driver, that is, a brake operation. Here, the brake pedal sensor 63 detects the operation and non-operation of the brake pedal 8a, that is, ON / OFF of the brake operation, and also detects the brake depression amount (pedal stroke) of the brake pedal 8a by the driver. Further, the brake pedal sensor 63 also detects a pedal depression force as an operation force input to the brake pedal 8a from the driver. The brake pedal sensor 63 may be provided with a brake switch that detects ON / OFF of the brake operation, a pedal stroke sensor that detects the pedal stroke, and a pedal depression sensor that detects the pedal depression force, respectively.

  Further, a shift position device (not shown) provided in the vehicle 1 is provided with a shift position sensor 64 and outputs the detected shift position to the ECU 51. The shift position detected by the shift position sensor 64 includes a drive position and a non-drive position. The drive position is, for example, a travel position when the vehicle 1 is traveling, and the non-drive position is, for example, a non-travel position when the vehicle 1 is stopped. Further, the drive position detected by the shift position sensor 64 includes a drive position where the vehicle 1 can be moved forward (hereinafter abbreviated as “D position” unless otherwise specified), and the vehicle 1 is moved backward (retreated). There is a reverse position (hereinafter abbreviated as “R position” unless otherwise specified), and the non-driving position is a neutral position where power from the engine 10 is not transmitted to the wheel 7R side (hereinafter, particularly There is a parking position where a parking brake gear (not shown) is engaged (hereinafter, abbreviated as “P position” unless otherwise specified).

  Therefore, the ECU 51 drives the high-pressure fuel pump 44 based on the detected fuel pressure so that the fuel pressure becomes a predetermined pressure, and also detects the detected intake air amount, intake air temperature, intake pressure, throttle opening, accelerator opening. The fuel injection amount (fuel injection period), the injection timing, the ignition timing, etc. are determined based on the engine operating state such as the engine speed and the engine coolant temperature, and the fuel injection valve 41 and the ignition plug 45 are driven to perform the fuel injection and Perform ignition. Further, the ECU 51 feeds back the detected oxygen concentration of the exhaust gas to correct the fuel injection amount so that the air-fuel ratio becomes stoichiometric (theoretical air-fuel ratio).

  The ECU 51 can control the intake / exhaust variable valve mechanisms 27 and 28 based on the engine operating state. That is, when the temperature is low, the engine is started, the engine is idle, or the load is light, the exhaust gas blows back to the intake port 19 or the combustion chamber 18 by eliminating the overlap between the exhaust valve 22 closing timing and the intake valve 21 opening timing. Reduce the amount to enable stable combustion and improved fuel efficiency. Further, at the time of medium load, by increasing the overlap, the internal EGR rate is increased to improve the exhaust gas purification efficiency, and the pumping loss is reduced to improve the fuel consumption. Further, at the time of high-load low-medium rotation, the closing timing of the intake valve 21 is advanced, thereby reducing the amount of intake air that blows back to the intake port 19 and improving the volume efficiency. At the time of high load and high rotation, the closing timing of the intake valve 21 is retarded in accordance with the rotation speed, so that the timing is adjusted to the inertial force of the intake air and the volume efficiency is improved.

  In the engine 10 configured as described above, when the piston 14 descends in the cylinder bore 13, air is sucked into the combustion chamber 18 through the intake port 19 (intake stroke), and the piston 14 falls under the intake stroke. The air is compressed by moving up in the cylinder bore 13 through the dead center (compression stroke). At this time, fuel is injected into the combustion chamber 18 from the fuel injection valve 41 in the intake stroke or compression stroke, and this fuel and air mix to form an air-fuel mixture. When the piston 14 approaches the top dead center of the compression stroke, the air-fuel mixture is ignited by the spark plug 45, the air-fuel mixture burns, and the piston 14 is lowered by the combustion pressure (expansion stroke). The air-fuel mixture after combustion is discharged as exhaust gas through the exhaust port 20 when the piston 14 rises again toward the top dead center of the intake stroke via the expansion stroke bottom dead center (exhaust stroke). The reciprocating motion of the piston 14 in the cylinder bore 13 is transmitted to the crankshaft 16 through the connecting rod 17, where it is converted into a rotational motion and taken out as an output. When 16 further rotates due to inertial force, the cylinder bore 13 reciprocates as the crankshaft 16 rotates. By rotating the crankshaft 16 twice, the piston 14 reciprocates the cylinder bore 13 twice, during which a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke is performed, and once in the combustion chamber 18. Explosion takes place.

  During this time, the ECU 51 determines, for example, that the accelerator opening operation amount (acceleration request amount) detected by the accelerator opening sensor 56, in other words, the accelerator opening corresponding to the requested driving amount requested by the driver, and the wheel speed sensor 62 Based on the detected vehicle speed of the current vehicle 1 or the like, the target driving force of the vehicle 1 (the driving force targeted by the vehicle 1) corresponding to the required driving force requested by the driver from the vehicle 1 is calculated. The target driving force decreases as the vehicle speed increases, and increases as the accelerator opening increases.

  Then, the ECU 51 calculates the target output of the engine 10 for obtaining the target driving force based on the target driving force and the vehicle speed, that is, the target output, and achieves the target output with the minimum fuel consumption. Torque and target engine speed are calculated. The ECU 51 controls the transmission 3 so as to achieve the target engine speed, while determining the fuel injection timing of the fuel injection valve 41, the ignition timing of the spark plug 45, the throttle opening of the electronic throttle device 40, and the like. The output output from the engine 10 is controlled to control the operation of the engine 10 so that the engine torque of the engine 10 becomes the target engine torque, and the driving force of the vehicle 1 is controlled.

  Here, in the engine 10, when the idle speed is controlled, the ECU 51 controls the throttle opening of the throttle valve 39 of the electronic throttle device 40 to control the opening of the intake pipe 37 as the intake passage. By adjusting the air amount, idle speed control (ISC control) is executed so that the actual actual engine speed (actual idle speed) converges to the target idle speed. Basically, the ECU 51 feedback-controls the opening degree of the throttle valve 39 of the electronic throttle device 40 so that the engine speed during idling converges to the target idle speed. Here, the target idle speed of the engine 10 is basically an optimum idle speed that is set according to the operating state of the vehicle 1 or the engine 10, for example, the engine cooling water temperature detected by the water temperature sensor 58. And the vehicle speed of the vehicle 1 detected by the wheel speed sensor 62 is set.

  The target idle speed is, for example, when the temperature of the engine 10 is relatively low or when the air conditioner (not shown) is operating, when the engine 10 is relatively warm. In comparison, the rotation speed is set to be relatively high. That is, as the ISC control, the ECU 51 corrects the intake air amount so that the idle speed becomes relatively high, and increases the intake air amount by increasing the opening of the intake pipe 37 serving as an intake passage (so-called control). (Idle-up control) is executed to prevent the engine 10 from being warmed up when it is cold and from stopping the engine when the air conditioner is operating.

  The ECU 51 is, for example, an idle speed control valve (ISCV, not shown) that can adjust a passage area of a bypass passage (not shown) as an intake passage provided in the intake pipe 37 so as to bypass the throttle valve 39. You may make it perform ISC control by controlling an opening degree.

  By the way, when the torque converter 2 capable of transmitting power via fluid (hydraulic oil) is provided in the drive system of the vehicle 1 as described above, creep torque is generated by power transmission via the fluid in the torque converter 2. To do. When the vehicle 1 is stopped, this creep torque is suppressed by the braking force of the braking device 8. At this time, when the ISC control is executed in the cold state as described above and the actual engine speed is increased, the actual idle speed becomes higher than the warm idle speed. When the creep torque is increased as compared with the warm time, a larger pedal depression force is required to stop the vehicle 1 than in the warm time. In other words, when the engine 10 is cold and warm, the amount of pedal depression corresponding to the braking force required to stop the vehicle 1 increases as the creep torque increases in the cold state. There may be a difference in the operation feeling of the brake pedal 8a by the driver between the cold time and the warm time, and the operation feeling may be deteriorated.

  FIG. 13 is a time chart for explaining an example of operation in a vehicle equipped with a conventional vehicle control device. In this figure, the horizontal axis is the time axis, and the vertical axis is the vehicle speed, engine speed, brake operation ON / OFF, and ISC feedback control (ISCF / B control) ON / OFF. For example, when the brake operation is turned off at time t1, the vehicle speed increases as the vehicle creeps with creep torque. At this time, the brake operation is turned off, the braking torque is lost, and the ISCF / B control is once turned off. For example, the actual engine speed increases with respect to the target idle speed N1 when the air conditioning warm-up is requested. After that, at time t2, when the brake operation is turned on and the target idle speed is greatly reduced to the normal target idle speed N2, the rough control due to the response delay of the intake air corresponding to the volume of the intake system is prevented. Therefore, the ISCF / B control is prohibited until the delay time from time t3 to time t4 has elapsed. In the ISC prospective control (open loop control) of the throttle opening with respect to the target idle speed during this period, undershoot suppression of the actual engine speed with respect to the target idle speed, engine stall (engine stop) resistance, etc. are considered on the safe side, That is, by controlling the actual engine speed to be relatively high, the actual engine speed decreases, but changes in a state of being deviated to the increase side with respect to the target idle speed. Therefore, the difference between the actual engine speed and the target idle speed acts as an increase in the creep torque, and as a result, the creep torque increases when the engine is cold and warm. Therefore, the pedaling force corresponding to the braking force required to stop the vehicle increases. Then, a difference occurs in the operation feeling of the brake pedal 8a by the driver between the cold time and the warm time, and the operation feeling is deteriorated. The deviation of the actual engine speed from the target idle speed can be reduced by optimizing the delay time and executing the ISCF / B control early, but in this case, for example, the operation of an air conditioner, etc. The target idle speed itself is set relatively high in order to secure a safety factor in consideration of undershoot suppression of the actual engine speed relative to the target idle speed, engine stall resistance, etc. As a result, the creep torque increases accordingly.

  Therefore, the ECU 51 that is also used as the vehicle control apparatus 100 according to the present embodiment includes an ISC control unit 101 as a first torque-down control unit that executes the first torque-down control, as shown in FIG. The brake operation feeling is prevented from lowering.

  Here, the ECU 51, which is also used as the vehicle control device 100, has a processing unit 51a, a storage unit 51b, and an input / output unit 51c, which are mainly configured of a microcomputer, which are connected to each other and exchange signals with each other. It is possible. A drive circuit (not shown) that drives each part of the vehicle 1 including the engine 10 and the various sensors described above are connected to the input / output unit 51c. The input / output unit 51c transmits signals to and from these sensors and the like. Perform input / output. The storage unit 51b stores a computer program for controlling each unit of the vehicle 1 including the engine 10. The storage unit 51b is a hard disk device, a magneto-optical disk device, a non-volatile memory such as a flash memory (a storage medium that can be read only such as a CD-ROM), or a RAM (Random Access Memory). A volatile memory or a combination thereof can be used. The processing unit 51a includes a memory (not shown) and a CPU (Central Processing Unit), and includes at least the ISC control unit 101 described above. Various controls by the vehicle control device 100 are performed by the processing unit 51a reading the computer program into a memory incorporated in the processing unit 51a based on the detection results of the sensors provided in the respective units. In response, a control signal is sent. At that time, the processing unit 51a appropriately stores a numerical value in the middle of the calculation in the storage unit 51b, and extracts the stored numerical value and executes the calculation. In addition, when controlling each part of the vehicle 1 including this engine 10, you may control by the dedicated hardware different from ECU51 instead of the said computer program.

  When the engine 10 is cold, the ISC control unit 101 has an ISC as the first torque down control when the vehicle speed of the vehicle 1 is within a predetermined speed range set in advance and a braking operation is performed on the vehicle 1. Control is executed. For example, the ISC control unit 101 can determine that the engine 10 is in the cold state when it is determined that the engine coolant temperature detected by the water temperature sensor 58 is lower than the cold determination temperature (for example, 70 ° C.). The predetermined speed range set in advance with respect to the vehicle speed of the vehicle 1 is, for example, a speed range in a low speed range corresponding to the creep travel of the vehicle 1 and is set in advance by an experiment or the like. Further, the ISC control unit 101 can determine whether or not a braking operation has been performed on the vehicle 1 based on ON / OFF of the brake operation detected by the brake pedal sensor 63, for example.

  The ISC control unit 101 outputs an output torque equivalent to the output torque that can be output at the target idle speed when the engine 10 is warm in the ISC control as the first torque down control. Sets the target idle speed at the time of torque down request when possible torque down request.

  Here, FIG. 3 is a target idle speed map m01 for obtaining the target idle speed in the vehicle control apparatus 100 according to the present embodiment. In this figure, the horizontal axis is the engine coolant temperature, and the vertical axis is the target idle speed. This target idle speed map m01 describes the relationship between the engine coolant temperature and the target idle speed. In the figure, the thin solid line indicates the basic target idle speed A, and the thick solid line indicates the target idle speed B when the torque down is requested. In addition, in this figure, a dotted line shows the target idle speed C at the time of air-conditioning warm-up request | requirement. The basic target idle speed A, the target idle speed B at the time of torque reduction request, and the target idle speed C at the time of air conditioning warm-up request are set in advance by experiments or the like.

  The basic target idle speed A is a target idle speed used for normal idle control. The basic target idle speed A is set constant when the engine 10 is warm (in the range where the engine coolant temperature is equal to or higher than the cold determination temperature), while the basic target idle speed A is cold (the engine coolant temperature is cold). The target idle speed when the engine 10 is warm depending on the combustion state in the cold state, the safety factor of the engine resistance against the occurrence of disturbance, engine friction, catalyst warm-up performance, etc. Is set so that the engine cooling water temperature becomes high at the low side. For example, the target idle speed N2 of FIG. 13 described above is located on the basic target idle speed A.

  The target idle speed C at the time of air conditioning warm-up request is the target idle speed at the time of request for air-conditioning warm-up. The target idle speed C at the time of air conditioning warm-up request is set to be a relatively high speed compared with the basic target idle speed A. For example, the target idle speed N1 of FIG. 13 described above is located on the target idle speed C at the time of air conditioning warm-up request.

  The target idle speed B at the time of a torque down request is a target idle speed used for ISC control as the first torque down control. The target idle speed B at the time of torque reduction request is set to be equal to the basic target idle speed A when the engine 10 is warm (in the range where the engine coolant temperature is equal to or higher than the cold determination temperature). When the engine 10 is cold (in the range where the engine coolant temperature is lower than the cold determination temperature), the engine speed is set to be relatively low as compared with the basic target idle speed A. An output torque equivalent to the output torque that can be output at the target idle speed at the moment is set to a speed at which the output torque can be output.

  When the engine 10 is cold, the ISC control unit 101 has a vehicle speed within the predetermined speed range set in advance, and when the braking operation is performed on the vehicle 1, for example, as shown in FIG. 3. Based on the target idle speed map m01, the target idle speed B at the time of torque reduction request is calculated. The target idle speed map m01 is stored in the storage unit 51b of the ECU 51. The ISC controller 101 calculates the target idle speed B at the time of torque reduction request from the engine cooling water temperature detected by the water temperature sensor 58 based on the target idle speed map m01. In this embodiment, the ISC control unit 101 uses the target idle speed map m01 to obtain the target idle speed B at the time of torque reduction request. However, the present embodiment is not limited to this. For example, the ISC control unit 101 may obtain the target idle speed B at the time of torque reduction request based on a mathematical expression corresponding to the target idle speed map m01.

  When the engine 10 is cold, the ISC control unit 101 sets the target for torque reduction request when the vehicle speed of the vehicle 1 is within a predetermined speed range set in advance and a braking operation is performed on the vehicle 1. Based on the idle speed B, the electronic throttle device 40 of the engine 10 is controlled, and the throttle opening is reduced to reduce the opening of the intake pipe 37 as the intake passage of the engine 10, thereby reducing the actual engine speed. At the time of a torque down request, the output torque of the engine 10 is decreased while the target idle speed B is decreased. As a result, during braking during idling, the creep torque when the engine 10 is cold is substantially equal to the creep torque when the engine 10 is warm, and the braking force required to stop the vehicle 1 and this Since the pedal depressing force according to the power is almost the same between the cold time and the warm time, it is possible to suppress the difference in the operation feeling of the brake pedal 8a by the driver between the cold time and the warm time. Can do. As a result, it is possible to suppress a decrease in braking operation feeling.

  Next, the first torque down request determination control and the first torque down control of the ECU 51 that is also used as the vehicle control device 100 according to the present embodiment will be described with reference to the flowcharts of FIGS. 4 and 5. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms. Further, the first torque down request determination control and the first torque down control described below are controls during idling operation of the engine 10, for example, the idling control ON is performed by the throttle opening sensor 55 that is also used as an idling switch. This control is performed when an idle signal is output.

  First, in the first torque down request determination control shown in FIG. 4, the ISC control unit 101 of the ECU 51 determines whether or not the current time is the cold time of the engine 10 (S100). For example, the ISC control unit 101 determines whether or not the engine cooling water temperature detected by the water temperature sensor 58 is lower than a cold determination temperature (for example, 70 ° C.), so that the current time when the engine 10 is cold is determined. It can be determined whether or not.

  When it is determined that the current time is the cold time of the engine 10 (S100: Yes), that is, for example, when it is determined that the engine coolant temperature detected by the water temperature sensor 58 is lower than the cold determination temperature, the ISC control unit 101 Determines whether the current position of the shift position device (not shown) detected by the shift position sensor 64 is the drive position, that is, the D position or the R position (S102).

  When it is determined that the current position of the shift position device (not shown) is the drive position (S102: Yes), the ISC control unit 101 determines that the vehicle speed of the vehicle 1 detected by the wheel speed sensor 62 corresponds to the creep travel. It is determined whether it is within the predetermined speed range (S104).

  When it is determined that the vehicle speed of the vehicle 1 detected by the wheel speed sensor 62 is within a predetermined speed range according to creep travel (S104: Yes), that is, when it is determined that creep travel is being performed, the ISC control unit 101 determines whether or not the brake pedal sensor 63 has detected that the brake operation is ON, that is, whether or not a braking operation has been performed on the vehicle 1 (S106).

  When it is determined that the brake pedal sensor 63 detects that the brake operation is ON (S106: Yes), that is, when it is determined that the braking operation is performed on the vehicle 1, the ISC control unit 101 reduces the first torque. The request flag is turned ON (S108), and the control of this control cycle is finished. In S108, if the first torque-down request flag is originally ON, the first torque-down request flag is set to ON as it is.

  When it is determined in S100 that the current time is not the cold time of the engine 10 but the warm time (S100: No), the ISC control unit 101 determines that the current position of the shift position device (not shown) is in S102. When it is determined that the vehicle is in the non-drive position (S102: No), when it is determined that the vehicle speed of the vehicle 1 detected by the wheel speed sensor 62 in S104 is outside the predetermined speed range corresponding to the creep travel (S104: No) and when it is determined in S106 that the brake pedal sensor 63 has detected the brake operation OFF (S106: No), the first torque down request flag is turned OFF (S110), and the control of this control cycle is performed. Exit. In S110, if the first torque reduction request flag is originally OFF, the first torque reduction request flag is set to OFF as it is.

  Next, in the first torque down control shown in FIG. 5, the ISC control unit 101 determines whether or not the first torque down request flag is ON (S200).

  When it is determined that the first torque down request flag is ON (S200: Yes), the ISC control unit 101 sets the target idle speed map at the time of torque down request, which is illustrated as a thick solid line in FIG. 3 as the target idle speed map. Is set (S202). Then, the ISC control unit 101 calculates the target idle speed at the time of torque reduction request based on the torque idle request target idle speed map set at S202 and the engine coolant temperature detected by the water temperature sensor 58 (S204). ) Based on the target idle speed at the time of the torque reduction request, the electronic throttle device 40 of the engine 10 is controlled to reduce the throttle opening, thereby reducing the opening of the intake pipe 37 as the intake passage of the engine 10. The ISC control as the first torque down control is executed (S206), and the control of this control cycle is finished. As a result, the actual engine speed decreases to the target idle speed at the time of the torque reduction request, and the output torque of the engine 10 decreases.

  On the other hand, when it is determined that the first torque reduction request flag is OFF (S200: No), the ISC control unit 101 sets the basic target idle speed map illustrated by a thin solid line in FIG. The target idle speed map at the time of air conditioning warm-up request exemplified by the dotted line is set (S208). Then, the ISC control unit 101 calculates the target idle speed based on the basic target idle speed map set in S208 or the target idle speed map at the time of air conditioning warm-up request and the engine coolant temperature detected by the water temperature sensor 58. (S204) Based on the target idle speed, the electronic throttle device 40 of the engine 10 is controlled, the throttle opening is controlled, and the opening of the intake pipe 37 as the intake passage of the engine 10 is controlled. The ISC control is executed (S206), and the control of this control cycle is finished. That is, in this case, the ISC control as the first torque down control is not executed.

  According to the vehicle control apparatus 100 according to the embodiment of the present invention described above, the vehicle 1 on which the torque converter 2 capable of transmitting the power generated by the engine 10 via a fluid (hydraulic oil) is mounted. In the vehicle control device 100, when the engine 10 is cold, when the vehicle speed of the vehicle 1 is within a predetermined speed range set in advance and a braking operation is performed on the vehicle 1, the engine 10 is warm. The engine 10 is controlled to reduce the opening degree of the intake passage of the engine 10 based on the target idle speed at the time of the torque down request that can output the output torque equivalent to the output torque that can be output at the target idle speed. The ISC control part 101 which performs ISC control as 1st torque down control which reduces the output torque of the engine 10 by this is provided.

  Therefore, when the engine 10 is cold, the vehicle speed of the vehicle 1 is within a predetermined speed range that is set in advance, and when the braking operation is performed on the vehicle 1, the ISC control unit 101 is in the warm state of the engine 10. By executing the ISC control as the first torque down control based on the target idle speed at the time of the torque down request that can output the output torque equivalent to the output torque that can be output at the target idle speed, During braking, the creep torque when the engine 10 is cold decreases until it is substantially equal to the creep torque when the engine 10 is warm, and the braking force required to stop the vehicle 1 and the braking force are in accordance with this. Since the pedal depression force is almost the same in the cold and warm conditions, the driver feels to operate the brake pedal 8a in the cold and warm conditions. It is possible to suppress that the differences occur. As a result, it is possible to easily suppress a decrease in braking operation feeling.

(Embodiment 2)
FIG. 6 is a schematic configuration diagram illustrating a vehicle to which the vehicle control device according to the second embodiment of the present invention is applied. FIG. 7 illustrates suppression of undershoot in the vehicle control device according to the second embodiment of the present invention. FIG. 8 is a flowchart for explaining the second torque down request determination control of the vehicle control device according to the second embodiment of the present invention. FIG. 9 is an ISCF of the vehicle control device according to the second embodiment of the present invention. FIG. 10 is a flowchart for explaining the second torque-down control of the vehicle control apparatus according to the second embodiment of the present invention. The vehicle control device according to the second embodiment has substantially the same configuration as the vehicle control device according to the first embodiment, but is further provided with a second torque down control unit in addition to the first torque down control unit. This is different from the vehicle control device according to the first embodiment. In addition, about the structure, effect | action, and effect which are common in embodiment mentioned above, while overlapping description is abbreviate | omitted as much as possible, the same code | symbol is attached | subjected. For the configuration of the main part, refer to FIGS.

  The ECU 251 that is also used as the vehicle control device 200 of the present embodiment further performs the second torque down control in addition to the ISC control unit 101 as the first torque down control means that executes at least the first torque down control described above. An ignition timing control unit 202 is provided in the processing unit 51a as second torque down control means to be executed.

  The ignition timing control unit 202 performs the ISC control as the first torque down control when the engine 10 is cold and the vehicle speed of the vehicle 1 is within a predetermined speed range that is set in advance and the vehicle 1 is braked. Further, when the deviation between the torque idle request target idle speed at the time of torque down request and the actual actual engine speed of the engine 10 becomes less than a preset predetermined deviation α, the second torque down control is performed. The ignition timing feedback (F / B) control is executed. Here, the predetermined deviation α is set in advance by experiments or the like in consideration of the effect of suppressing undershoot by ignition timing F / B control as second torque down control described later.

  In the ignition timing F / B control as the second torque down control, the ignition timing control unit 202 uses the target idle speed at the time of torque down request that is used in the ISC control as the first torque down control as the target idle speed. Apply. As the ignition timing F / B control as the second torque down control, the ignition timing control unit 202 sets the ignition plug 45 of the engine 10 so that the actual actual engine speed converges to the target idle speed at the time of the torque down request. By controlling the ignition timing of the engine 10, the actual engine speed is reduced to the target idle speed B at the time of torque reduction request, and the output torque of the engine 10 is reduced. Thereby, torque reduction is executed and undershoot of the actual engine speed with respect to the target idle speed at the time of torque reduction request can be appropriately suppressed.

  Note that the ECU 251 that is also used as the vehicle control device 200 of the present embodiment is further provided with the ISCF / B control prohibition unit 203 in the processing unit 51a. The ISCF / B control prohibiting unit 203 prohibits the ISCF / B control from being executed when the ignition timing control unit 202 executes the ignition timing F / B control as the second torque down control. As a result, it is possible to prevent the idling engine speed control from being diverged by simultaneously executing the ignition timing F / B control and the ISCF / B control.

  FIG. 7 is a time chart illustrating suppression of undershoot in the vehicle control device 200 according to the present embodiment. In this figure, the horizontal axis is the time axis, and the vertical axis is the engine speed. The ignition timing F / B control as the second torque down control executed by the ignition timing control unit 202 is a response compared to the ISC control in which the response delay of the intake air corresponding to the volume of the intake system causes a control roughening. Excellent in terms of sex. For this reason, the actual engine speed almost converges to the target idle speed at the time of torque reduction request from time T1 when the deviation between the target idle speed at the time of torque reduction request and the actual engine speed becomes less than a predetermined deviation α set in advance. By executing the ignition timing F / B control as the second torque down control until time T2, for example, as compared with the case of executing only the ISC control as the first torque down control indicated by the one-dot chain line in the figure, For example, undershoot of the actual engine speed with respect to the target idle speed at the time of torque reduction request can be appropriately suppressed against disturbance such as the operation of the air conditioner. As a result, the engine stall resistance can be improved, so that the target idle speed B (see FIG. 3) at the time of request for torque reduction is further set lower than the basic target idle speed A (see FIG. 3). The output torque equivalent to the output torque that can be output at the target idle speed when the engine 10 is warm can be made closer to the target idle speed that can be output. Therefore, during braking during idling, the creep torque when the engine 10 is cold can be accurately reduced to be equivalent to the creep torque when the engine 10 is warm, and the braking operation feeling can be reduced more appropriately. Can be suppressed. Also, since the delay time of ISCF / B control can be shortened, it is possible to shift to normal ISCF / B control at an early stage.

  Next, referring to the flowcharts of FIGS. 8, 9, and 10, the second torque down request determination control, the ISCF / B control prohibition control, and the second control of the ECU 251 that is also used as the vehicle control device 200 according to the present embodiment. 2 Torque down control is demonstrated. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms.

  First, in the second torque down request determination control shown in FIG. 8, the ignition timing control unit 202 of the ECU 251 determines whether or not the current time is the cold time of the engine 10 (S300).

  When it is determined that the current time is the cold time of the engine 10 (S300: Yes), the ignition timing control unit 202 determines that the current position of the shift position device (not shown) detected by the shift position sensor 64 is the drive position. It is determined whether or not there is (S302).

  When it is determined that the current position of the shift position device (not shown) is the drive position (S302: Yes), the ignition timing control unit 202 determines that the vehicle speed of the vehicle 1 detected by the wheel speed sensor 62 corresponds to the creep travel. It is determined whether it is within the predetermined speed range (S304).

  When it is determined that the vehicle speed of the vehicle 1 detected by the wheel speed sensor 62 is within a predetermined speed range corresponding to the creep travel (S304: Yes), the ignition timing control unit 202 indicates that the brake pedal sensor 63 is turned on by the brake operation. Is detected (S306). Note that the determination from S300 to S306 by the ignition timing control unit 202 may use the determination results from S100 to S106 by the ISC control unit 101 described in FIG.

  If it is determined that the brake pedal sensor 63 detects that the brake operation is ON (S306: Yes), the ignition timing control unit 202 requests the torque down request set by the ISC control unit 101 in S202 and S204 of FIG. It is determined whether the rotational speed deviation between the target idle rotational speed at that time and the current actual engine rotational speed detected by the crank angle sensor 57 is less than a predetermined deviation α (S308).

  When it is determined that the rotational speed deviation between the target idle speed and the actual engine speed at the time of torque reduction request is less than the predetermined deviation α (S308: Yes), the ignition timing control unit 202 displays the second torque down request flag. Is turned ON (S310), and control of this control cycle is terminated. In S310, when the second torque down request flag is originally ON, the second torque down request flag is set to ON as it is.

  If it is determined in S300 that the present time is not the cold time of the engine 10 but the warm time (S300: No), the ignition timing control unit 202 determines the current position of the shift position device (not shown) in S302. Is determined to be a non-driving position (S302: No), the vehicle speed of the vehicle 1 detected by the wheel speed sensor 62 in S304 is determined to be outside a predetermined speed range corresponding to creep travel (S304). : No), when it is determined in S306 that the brake pedal sensor 63 has detected the brake operation OFF (S306: No), and in S308, the target idle speed and the actual engine speed at the time of the torque reduction request Is determined to be equal to or greater than the predetermined deviation α (S308: No), the second torque down request flag is turned OFF (S31). ), And terminates the control of the control period. In S312, if the second torque down request flag is originally OFF, the second torque down request flag is set to OFF as it is.

  Next, in the ISCF / B control prohibition control shown in FIG. 9, the ISCF / B control prohibition unit 203 of the ECU 251 determines whether or not an execution condition for the ISCF / B control is satisfied (S400). For example, the ISCF / B control prohibiting unit 203 determines whether or not the vehicle speed of the vehicle 1 detected by the wheel speed sensor 62 is equal to or lower than a predetermined value, and whether or not an idle signal indicating that the idle control is ON is generated by a throttle opening sensor 55 that also serves as an idle switch. Whether or not the execution condition of ISCF / B control is satisfied can be determined based on whether or not the data is output.

  If it is determined that the ISCF / B control execution condition is satisfied (S400: Yes), the ISCF / B control prohibiting unit 203 determines whether or not the delay time of the ISCF / B control has elapsed (S402). ).

  When it is determined that the delay time of ISCF / B control has elapsed (S402: Yes), the ISCF / B control prohibition unit 203 determines whether or not the second torque down request flag is OFF (S404).

  When it is determined that the second torque down request flag is OFF (S404: Yes), the ISCF / B control prohibition unit 203 sets the ISCF / B request flag to ON (S406), and ends the control of this control cycle. . Thereby, the ISCF / B control can be executed. In S406, if the ISCF / B request flag is originally ON, the ISCF / B request flag is left ON as it is.

  On the other hand, if it is determined in S400 that the ISCF / B control execution condition is not satisfied (S400: No), the ISCF / B control prohibiting unit 203 passes the delay time of ISCF / B control in S402. If it is determined that the second torque reduction request flag is ON (S404: No) in S404, the ISCF / B request flag is turned OFF (S408). The control of this control cycle is finished. Thereby, ISCF / B control is prohibited. In S408, if the ISCF / B request flag is originally OFF, the ISCF / B request flag is set to OFF as it is.

  Next, in the second torque down control shown in FIG. 10, the ignition timing control unit 202 of the ECU 251 determines whether or not the second torque down request flag is ON (S500). When it is determined that the second torque down request flag is OFF (S500: No), the ignition timing control unit 202 does not execute the ignition timing F / B control as the second torque down control, and performs the control cycle. End control.

  When it is determined that the second torque down request flag is ON (S500: Yes), the ignition timing control unit 202 acquires the previous ignition timing (S502).

  Next, the ignition timing control unit 202 allows the current actual engine speed detected by the crank angle sensor 57 to be within the torque-required target idle speed set by the ISC control unit 101 in S202 and S204 of FIG. It is determined whether or not the rotation speed is larger than the rotation speed difference X (S504). Here, the allowable rotational speed difference X is set in advance by experiments or the like according to the rotational speed difference of the actual engine rotational speed that can be allowed with respect to the target idle rotational speed at the time of torque reduction request. In other words, if the difference in rotational speed between the target idle speed at the time of torque reduction request and the actual engine speed is equal to or less than the allowable rotational speed difference X, the actual engine speed has almost converged to the target idle speed at the time of torque down request. Can be determined.

  When it is determined that the current actual engine speed is larger than the engine speed obtained by adding the allowable engine speed difference X to the target idle speed at the time of torque reduction request (S504: Yes), that is, the current actual engine speed is torque. When it is determined that the engine speed is higher than the allowable engine speed difference X with respect to the target idle speed when the down request is made, the ignition timing control unit 202 minimizes the previous ignition timing acquired in S502. The temporary ignition timing is calculated by retarding the retard amount (S506).

  Next, the ignition timing control unit 202 performs upper and lower limit processing such as misfire guard on the temporary ignition timing obtained by delaying the previous ignition timing calculated in S506 by the minimum retardation amount (S508), and the final ignition. Time is set (S510). The ignition timing control unit 202 controls the ignition plug 45 of the engine 10 based on the final ignition timing retarded from the previous ignition timing, thereby controlling the ignition timing of the engine 10 as second torque down control. Ignition timing F / B control is executed (S512), and control of this control cycle is terminated. As a result, the actual engine speed decreases to the target idle speed at the time of the torque reduction request, and the output torque of the engine 10 decreases.

  On the other hand, when it is determined in S504 that the current actual engine speed is equal to or lower than the engine speed obtained by adding the allowable engine speed difference X to the target idle engine speed at the time of torque reduction request (S504: No), the ignition timing control unit 202. Indicates that the current actual engine speed detected by the crank angle sensor 57 is a value obtained by subtracting the permissible speed difference X from the target idle speed at the time of torque down request set by the ISC controller 101 in S202 and S204 of FIG. It is determined whether it is smaller than the number (S514).

  If it is determined that the current actual engine speed is smaller than the engine speed obtained by subtracting the allowable engine speed difference X from the target idle speed at the time of torque reduction request (S514: Yes), that is, the current actual engine speed is the torque. When it is determined that the rotational speed is lower than the allowable rotational speed difference X with respect to the target idle rotational speed at the time of down request, the ignition timing control unit 202 minimizes the previous ignition timing acquired in S502. The temporary ignition timing is calculated by advancing with the advance amount (S516).

  Next, the ignition timing control unit 202 performs upper and lower limit processing such as misfire guard on the temporary ignition timing obtained by advancing the previous ignition timing calculated in S516 by the minimum advance amount (S508), and final ignition Time is set (S510). Then, the ignition timing control unit 202 controls the ignition timing of the engine 10 by controlling the ignition plug 45 of the engine 10 based on the final ignition timing advanced from the previous ignition timing, and the ignition timing F / B control. Is executed (S512), and control of this control cycle is terminated. Thereby, undershoot of the actual engine speed with respect to the target idle speed at the time of torque reduction request is appropriately suppressed.

  On the other hand, if it is determined in S514 that the current actual engine speed is equal to or higher than the engine speed obtained by subtracting the allowable engine speed difference X from the target idle speed at the time of torque down request (S514: No), that is, a torque down request. If it is determined that the difference between the engine speed target idle speed and the actual engine speed is equal to or less than the allowable engine speed difference X, and the actual engine speed has substantially converged to the target engine speed when the torque reduction is requested, The timing control unit 202 turns off the second torque reduction request flag (S518), and ends the control of this control cycle.

  According to the vehicle control apparatus 200 according to the embodiment of the present invention described above, when the engine 10 is cold, the vehicle speed of the vehicle 1 is within a predetermined speed range that is set in advance, and the braking operation for the vehicle 1 is performed. Is set based on the target idle speed at the time of a torque down request when the ISC control unit 101 can output the output torque equivalent to the output torque that can be output at the target idle speed when the engine 10 is warm. By executing the ISC control as the 1 torque down control, the creep torque when the engine 10 is cold during the idling operation is reduced until it becomes substantially equal to the creep torque when the engine 10 is warm, Since the braking force required to stop the vehicle 1 and the pedal depression force corresponding to this braking force are substantially the same between the cold time and the warm time, the cold time and the warm time In it is possible to suppress that the difference in the operation feeling of the brake pedal 8a by the driver occurs. As a result, it is possible to easily suppress a decrease in braking operation feeling.

  Furthermore, according to the vehicle control apparatus 200 according to the embodiment of the present invention described above, when the engine 10 is cold, the vehicle speed of the vehicle 1 is within a predetermined speed range that is set in advance, and the vehicle 1 is When the braking operation is performed and the deviation between the target idle speed at the time of torque reduction request and the actual actual engine speed of the engine 10 is less than a predetermined deviation set in advance, the actual engine speed is The ignition timing F / B control is executed as the second torque down control for controlling the engine 10 and controlling the ignition timing of the engine 10 so as to converge to the target idle speed of the engine 10 to reduce the output torque of the engine 10. An ignition timing control unit 202 is provided.

  Therefore, when the deviation between the target idle speed at the time of torque reduction request and the actual actual engine speed of the engine 10 is less than a predetermined deviation set in advance, the ignition timing control unit 202 sets the actual engine speed to torque. By executing the ignition timing F / B control as the second torque down control so as to converge to the target idle speed at the time of the down request, the undershoot of the actual engine speed with respect to the target idle speed at the time of the torque down request is properly performed The output torque can be reduced with good responsiveness while being suppressed. In addition, since the engine stall resistance can be improved, the target idle speed that can output the output torque equivalent to the output torque that can be output at the target idle speed when the engine 10 is warm is requested. It can be closer to the number of revolutions. Therefore, even during idling, during braking, the creep torque when the engine 10 is cold can be accurately reduced to be equivalent to the creep torque when the engine 10 is warm, and the braking operation feeling can be reduced more appropriately. Can be suppressed.

(Embodiment 3)
FIG. 11 is a schematic configuration diagram illustrating a vehicle to which the vehicle control device according to the third embodiment of the present invention is applied, and FIG. 12 is a second torque down request determination control of the vehicle control device according to the third embodiment of the present invention. It is a flowchart explaining these. The vehicle control device according to the third embodiment has substantially the same configuration as the vehicle control device according to the second embodiment, but is different from the vehicle control device according to the second embodiment in terms of execution conditions of the second torque down control. Is different. In addition, about the structure, effect | action, and effect which are common in embodiment mentioned above, while overlapping description is abbreviate | omitted as much as possible, the same code | symbol is attached | subjected. For the configuration of the main part, refer to FIGS.

  The ECU 351 that is also used as the vehicle control device 300 of the present embodiment further performs the second torque down control in addition to the ISC control unit 101 as the first torque down control means that executes at least the first torque down control described above. An ignition timing control unit 302 as second torque down control means to be executed is provided in the processing unit 51a.

  The ignition timing control unit 302 performs the ISC control as the first torque down control when the engine 10 is cold and the vehicle speed of the vehicle 1 is within a predetermined speed range that is set in advance and the vehicle 1 is braked. Further, when the amount of change in the target idle speed is greater than a predetermined amount of change set in advance, ignition timing F / B control as second torque down control is executed. Here, the undershoot of the actual engine speed with respect to the target idle speed tends to easily occur when the target idle speed changes greatly.

  Therefore, the ignition timing control unit 302 of the present embodiment executes the ignition timing F / B control as the second torque down control when the change amount of the target idle speed becomes larger than a predetermined change amount set in advance. As a result, the number of times the ignition torque F / B control as the second torque down control is executed while reducing the output torque with good responsiveness while properly suppressing the undershoot in the driving state where the undershoot is likely to occur ( The number of man-hours required for the ignition timing F / B control as the second torque down control is reduced. Here, the predetermined change amount set with respect to the change amount of the target idle speed is set in advance by an experiment or the like in consideration of the occurrence tendency of undershoot.

  Next, the second torque down request determination control of the ECU 351 that is also used as the vehicle control device 300 according to the present embodiment will be described with reference to the flowchart of FIG. This control routine is repeatedly executed at a control cycle of several ms to several tens of ms.

  First, the ignition timing control unit 302 of the ECU 351 determines whether or not the current time is the cold time of the engine 10 (S600).

  When it is determined that the current time is the cold time of the engine 10 (S600: Yes), the ignition timing control unit 302 indicates that the current position of the shift position device (not shown) detected by the shift position sensor 64 is the drive position. It is determined whether or not there is (S602).

  When it is determined that the current position of the shift position device (not shown) is the drive position (S602: Yes), the ignition timing control unit 302 determines that the vehicle speed of the vehicle 1 detected by the wheel speed sensor 62 corresponds to the creep travel. It is determined whether the speed is within the predetermined speed range (S604).

  When it is determined that the vehicle speed of the vehicle 1 detected by the wheel speed sensor 62 is within a predetermined speed range corresponding to the creep travel (S604: Yes), the ignition timing control unit 302 indicates that the brake pedal sensor 63 is turned on by the brake operation. Is detected (S606).

  When it is determined that the brake pedal sensor 63 detects that the brake operation is ON (S606: Yes), the ignition timing control unit 302 determines whether or not the step change flag is ON (S608). Here, this step change flag is a flag that is turned ON by the ignition timing control unit 302 when the target idle speed changes stepwise. For example, when the reference map of the target idle speed is switched between the basic target idle speed, the target idle speed at the time of torque reduction request, or the target idle speed at the time of air conditioning warm-up request, the ignition timing control unit 302 sets the target idle speed. Since there is a possibility of changing stepwise, the step change flag is turned ON.

  When it is determined that the step change flag is ON (S608: Yes), that is, when the target idle speed changes stepwise due to, for example, switching of the reference map of the target idle speed, the ignition timing control unit 302 Based on the previous target idle speed and the current target idle speed, a target idle speed change amount is calculated (S610), and the target idle speed change amount is larger than a predetermined change amount set in advance. It is determined whether or not (S612).

  When it is determined that the target idle speed change amount is larger than the predetermined change amount set in advance (S612: Yes), the ignition timing control unit 302 sets the second torque down request flag to ON (S614). End the cycle control. In S614, if the second torque reduction request flag is originally ON, the second torque reduction request flag is turned ON as it is.

  When it is determined in S600 that the current time is not the cold time of the engine 10 but the warm time (S600: No), the ignition timing control unit 302 determines the current position of the shift position device (not shown) in S602. Is determined to be a non-driving position (S602: No), it is determined that the vehicle speed of the vehicle 1 detected by the wheel speed sensor 62 in S604 is outside a predetermined speed range corresponding to creep travel (S604). : No), if it is determined in S606 that the brake pedal sensor 63 has detected the brake operation OFF (S606: No), if it is determined in S608 that the step change flag is OFF (S608: No) and when it is determined in S612 that the target idle speed change amount is equal to or less than a predetermined change amount set in advance (S612: No). A second torque reduction request flag to OFF (S616), and terminates the control of the control period. In S616, when the second torque reduction request flag is originally OFF, the second torque reduction request flag is set to OFF as it is.

  According to the vehicle control apparatus 300 according to the embodiment of the present invention described above, when the engine 10 is cold, the vehicle speed of the vehicle 1 is within a predetermined speed range that is set in advance, and the braking operation for the vehicle 1 is performed. Is set based on the target idle speed at the time of a torque down request when the ISC control unit 101 can output the output torque equivalent to the output torque that can be output at the target idle speed when the engine 10 is warm. By executing ISC control as 1 torque down control, during braking during idling, the creep torque when the engine 10 is cold decreases until it becomes substantially equal to the creep torque when the engine 10 is warm, Since the braking force required to stop the vehicle 1 and the pedal depression force corresponding to this braking force are substantially the same between the cold time and the warm time, the cold time and the warm time In it is possible to suppress that the difference in the operation feeling of the brake pedal 8a by the driver occurs. As a result, it is possible to easily suppress a decrease in braking operation feeling.

  Furthermore, according to the vehicle control device 300 according to the embodiment of the present invention described above, when the engine 10 is cold, the vehicle speed of the vehicle 1 is within a predetermined speed range set in advance, and When the braking operation is performed and the amount of change in the target idle rotational speed becomes larger than a predetermined amount of change set in advance, the engine 10 is set so that the actual engine rotational speed converges to the target idle rotational speed at the time of request for torque reduction. There is provided an ignition timing control unit 302 that executes ignition timing F / B control as second torque down control for reducing the output torque of the engine 10 by controlling and controlling the ignition timing of the engine 10.

  Therefore, when the change amount of the target idle rotation speed becomes larger than a predetermined change amount set in advance, the ignition timing control unit 302 causes the actual engine rotation speed to converge to the target idle rotation speed at the time of the torque reduction request. By executing the ignition timing F / B control as the 2-torque down control, the output torque can be lowered with good responsiveness while appropriately suppressing the undershoot of the actual engine speed with respect to the target idle speed at the time of torque down request. it can. In addition, since the engine stall resistance can be improved, the target idle speed that can output the output torque equivalent to the output torque that can be output at the target idle speed when the engine 10 is warm is requested. It can be closer to the number of revolutions. Therefore, during braking during idling, the creep torque when the engine 10 is cold can be accurately reduced to be equivalent to the creep torque when the engine 10 is warm, and the braking operation feeling can be reduced more appropriately. Can be suppressed. The ignition timing control unit 302 executes the ignition timing F / B control as the second torque down control when the amount of change in the target idle rotation speed becomes larger than a predetermined amount of change set in advance. The number of times that the output torque is reduced with good responsiveness while properly suppressing undershoot in an operation state in which undershoot is likely to occur, and the ignition timing F / B control as the second torque down control is executed (second time). (Adapting man-hours required for ignition timing F / B control as torque down control) can be reduced.

  The vehicle control device according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims. In the above description, a cylinder injection type multi-cylinder engine is applied as the internal combustion engine of the present invention. However, the present invention is not limited to this type of engine. A type engine or a port injection type engine can also be applied, and even in this case, the same effect can be obtained.

  Note that the intake air supplied to the brake booster 8f that increases the pedal effort on the brake pedal 8a by the intake negative pressure generated by the engine 10 when the engine 10 is cold and warm during braking during idle operation. By appropriately adjusting the negative pressure, the brake pedal force applied to the brake pedal 8a by the driver can be made equal between the cold time and the warm time, thereby suppressing a decrease in braking operation feeling. it can.

  That is, the torque converter 2 as a fluid transmission means capable of transmitting the power generated by the engine 10 as the internal combustion engine via a fluid is mounted, and the pedal as an operation force to the brake pedal 8a as a braking operation member In the vehicle control device for a vehicle 1 equipped with a brake booster 8f as a braking boost means for increasing the pedaling force by the intake negative pressure of the engine 10, the vehicle speed of the vehicle 1 is set in advance when the engine 10 is cold or warm. Intake negative pressure adjusting means (for example, also used by the ECU) that adjusts the intake negative pressure supplied to the brake booster 8f when the vehicle 1 is braked within a predetermined speed range that is set. Thus, it is also possible to suppress a decrease in braking operation feeling.

  In this case, the intake negative pressure adjusting means, for example, uses the pedal depression force in the cold state capable of generating an appropriate braking force in the cold state based on the pedal depression force in the warm state capable of generating an appropriate braking force in the warm state. Decreasing the braking operation feeling may be suppressed by increasing the intake negative pressure supplied to the brake booster 8f so as to be equivalent to the pedaling force in the warm state. Supplying the brake booster 8f with a warm pedal pedaling force that can generate an appropriate braking force in the warm state, based on the cold pedal pedaling force that can generate a strong braking force. Decreasing the braking operation feeling may be suppressed by reducing the intake negative pressure. When the intake negative pressure supplied to the brake booster 8f is increased, the intake negative pressure adjusting means, for example, the closing timing of the exhaust valve 22 and the intake valve 21 by the intake variable valve mechanism 27 and the exhaust variable valve mechanism 28, for example. Intake by adjusting the overlap of the opening timing, adjusting the operating angle and lift amount of the intake valve 21 and exhaust valve 22 by a mechanism (not shown), adjusting the throttle opening by the electronic throttle device 40, etc. The intake negative pressure in the pipe 37 may be increased, or the intake negative pressure supplied to the brake booster 8f may be increased by other methods. When the intake negative pressure adjusting means decreases the intake negative pressure supplied to the brake booster 8f, for example, the intake negative pressure supplied to the brake booster 8f may be released, or other intake negative pressure may be released. The excess intake negative pressure supplied to the brake booster 8f may be limited by the method.

  As described above, the vehicle control device according to the present invention can suppress a decrease in braking operation feeling and controls a vehicle equipped with a fluid transmission means capable of transmitting power via a fluid. It is suitable for use in a vehicle control device.

It is a schematic block diagram which shows the vehicle to which the vehicle control apparatus which concerns on Embodiment 1 of this invention is applied. It is a schematic block diagram of the engine with which the vehicle to which the vehicle control apparatus which concerns on Embodiment 1 of this invention is applied is provided. It is a target idle speed map for calculating | requiring the target idle speed in the vehicle control apparatus which concerns on Embodiment 1 of this invention. It is a flowchart explaining the 1st torque down request | requirement determination control of the control apparatus for vehicles which concerns on Embodiment 1 of this invention. It is a flowchart explaining the 1st torque down control of the control apparatus for vehicles which concerns on Embodiment 1 of this invention. It is a schematic block diagram which shows the vehicle to which the vehicle control apparatus which concerns on Embodiment 2 of this invention is applied. It is a time chart explaining suppression of undershoot in the control device for vehicles concerning Embodiment 2 of the present invention. It is a flowchart explaining the 2nd torque down request | requirement determination control of the vehicle control apparatus which concerns on Embodiment 2 of this invention. It is a flowchart explaining the ISCF / B control prohibition control of the vehicle control device according to the second embodiment of the present invention. It is a flowchart explaining the 2nd torque down control of the control apparatus for vehicles which concerns on Embodiment 2 of this invention. It is a schematic block diagram which shows the vehicle to which the vehicle control apparatus which concerns on Embodiment 3 of this invention is applied. It is a flowchart explaining the 2nd torque down request | requirement determination control of the control apparatus for vehicles which concerns on Embodiment 3 of this invention. It is a time chart explaining an example of the operation | movement in the vehicle by which the conventional vehicle control apparatus is mounted.

Explanation of symbols

1 Vehicle 2 Torque converter (fluid transmission means)
3 Transmission 4 Propeller shaft 5 Differential gear 6 Rear wheel drive shaft 7F, 7R Wheel 8 Braking device 8a Brake pedal 10 Engine (internal combustion engine)
10a Accelerator pedal 39 Throttle valve 40 Electronic throttle device 45 Spark plugs 51, 251 and 351 ECU
100, 200, 300 Vehicle control device 101 ISC control unit (first torque down control means)
202, 302 Ignition timing control unit (second torque down control means)
203 ISCF / B control prohibition part A Basic target idle speed B Target idle speed C at torque down request Target idle speed m01 at air conditioning warm-up request Target idle speed map

Claims (3)

In a vehicle control device for a vehicle equipped with a fluid transmission means capable of transmitting power generated by an internal combustion engine via a fluid,
When the internal combustion engine is cold, the vehicle speed of the vehicle is within a predetermined speed range that is set in advance, and when the braking operation is performed on the vehicle, the target idle rotation speed of the internal combustion engine is warm. The internal combustion engine is controlled to reduce the opening degree of the intake passage of the internal combustion engine based on a target idle speed at the time of a torque down request that can output an output torque equivalent to the output torque that can be output. Comprising first torque down control means for executing first torque down control for reducing the output torque of the engine,
Vehicle control device. When the internal combustion engine is cold, the vehicle speed of the vehicle is within a predetermined speed range that is set in advance, and the braking operation is performed on the vehicle, and the target idle speed at the time of the torque down request and the actual state of the internal combustion engine The internal combustion engine is controlled so that the actual rotational speed of the internal combustion engine converges to the target idle rotational speed at the time of the torque down request when the deviation from the rotational speed of the engine is less than a predetermined deviation set in advance. And second torque down control means for executing second torque down control for reducing the output torque of the internal combustion engine by controlling the ignition timing of the internal combustion engine.
The vehicle control device according to claim 1. When the internal combustion engine is cold, a vehicle speed of the vehicle is within a predetermined speed range that is set in advance, a braking operation is performed on the vehicle, and a change amount of the target idle rotation speed is set in advance. By controlling the internal combustion engine and controlling the ignition timing of the internal combustion engine so that the actual rotational speed of the internal combustion engine converges to the target idle rotational speed at the time of the torque down request when it becomes larger Characterized by comprising second torque down control means for executing second torque down control for reducing the output torque of the internal combustion engine,
The vehicle control device according to claim 1.

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