JP5144320B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device that performs intake air amount correction that suppresses a decrease in rotational speed at the start of steering in an engine that bears the driving force of a power steering device.

In a vehicle such as an automobile, when a fluid pump of a hydraulic power steering apparatus is driven by an engine, when a load is applied to the fluid pump during steering, a decrease in engine speed due to the fluid pump load is suppressed. Such techniques are known. In Patent Document 1, when the hydraulic switch detects an increase in hydraulic pressure, the electronic control throttle valve is opened to increase the intake air amount of the engine, and correction for maintaining the rotational speed is performed.
In such control, it is known that when the hydraulic switch is turned on, the amount of intake air is increased and then decreased at a constant rate immediately thereafter to suppress a decrease in the rotational speed immediately after steering. .
JP 2002-47960 A

However, since the correction for suppressing the decrease in the engine speed due to the load of the power steering device is performed by increasing the intake air amount, there is a slight time difference until it is reflected in the engine speed. Even if the control is performed, it is actually difficult to prevent a decrease in the engine speed at the start of steering.
On the other hand, it is conceivable to correct the intake air amount when the steering angle is detected by using a steering angle sensor or the like. In this case, however, the steering caused by an external factor rather than the steering operation by the driver is considered. Even in the case of angular displacement, the correction works, resulting in overcorrection and fluctuations in the engine speed.
In view of the above-described problems, an object of the present invention is to provide an engine control device that suppresses a decrease in engine speed immediately after the start of steering.

The present invention solves the above-described problems by the following means.
According to the first aspect of the present invention, the intake air amount adjusting means for adjusting the amount of air taken into the engine by increasing or decreasing, and the steering for detecting the steering assist force of the power steering device that generates the steering assist force according to the steering torque. An assist force detecting means; and a steering detecting means for detecting the turning based on the output of the rudder angle sensor. When the steering detecting means detects the turning, the steering assist force is reduced to a predetermined value. rises previously to increase the intake air amount by the intake air amount adjusting means, thereafter, the when the steering assist force detected by the steering assist force detecting means becomes the predetermined value or more, the intake air amount adjusting means The engine control device is characterized in that the intake air amount is further increased.

According to a second aspect of the present invention, the power steering device is driven by a hydraulic actuator, and when the value of the operating hydraulic pressure of the actuator becomes a predetermined value or more, it is determined that the steering assist force becomes a predetermined value or more. The engine control device according to claim 1, wherein
The invention according to claim 3 is characterized in that when the power steering device is driven by an electric actuator and the output of the electric actuator becomes a predetermined value or more, it is determined that the steering assist force becomes a predetermined value or more. The engine control device according to claim 1.
According to a fourth aspect of the present invention, the correction amount that is increased to the intake air amount when the steering assist force becomes a predetermined value or more is continuously increased over a period in which the steering assist force is a predetermined value or more. A steady correction amount and a transient correction amount that is increased only within a predetermined period immediately after the start of the increase, and a predetermined total transient correction amount obtained by calculation or set in advance, and after the turning is detected The engine control apparatus according to any one of claims 1 to 3, wherein the transient correction amount is calculated based on an integrated correction amount of an intake air amount.
In this case, typically, by subtracting the integrated value (integrated correction amount) of the correction amount increased after the turning is detected, from a predetermined total transient correction amount obtained by calculation or set in advance. A transient correction amount to be increased when the steering assist force becomes a predetermined value or more is determined. In addition, when performing three or more steps of correction, the transient correction amount is determined by the same calculation in consideration of the correction amount (increase) in each step.

According to the present invention, the amount of intake air is increased when turning is detected, thereby preventing a decrease in engine speed at the initial stage of steering until the steering assist force rises to a predetermined value after turning is detected. can do. Further, when the steering assist force becomes a predetermined value or more, the intake air amount is further increased, so that the steering assist force is increased and even when the load is increased, a decrease in the engine speed is prevented. Can do. On the other hand, when steering occurs without a driver's intention to steer due to factors such as disturbance, the second steady correction amount is not applied, and an increase in engine speed due to overcorrection can be prevented.
Further, based on the integrated correction amount after the turning is detected, a transient correction amount that is increased when the steering assist force becomes a predetermined value or more is calculated, so that inhalation is performed when the turning is detected. Even when a correction for increasing the air amount is applied, an appropriate transient correction amount for the intake air amount can be obtained.

  An object of the present invention is to provide an engine control device that suppresses a decrease in the engine speed immediately after the start of steering. An object of the present invention is to increase the intake air amount of an engine when steering is detected by a rudder angle sensor and an ECU. The problem was solved by further increasing the amount of intake air when the hydraulic switch was turned on.

Embodiments of an engine control apparatus to which the present invention is applied will be described below.
FIG. 1 is a diagram showing a configuration of an embodiment of an engine control apparatus to which the present invention is applied.
The engine control apparatus according to the embodiment is connected to a steering system 1 that steers front wheels of a four-wheeled vehicle such as a passenger car.
The steering system 1 includes a hydraulic power steering device (steering booster) that generates an assist force by the hydraulic pressure generated by the fluid pump 20 driven by the engine 10.
The steering system 1 further includes a steering wheel 30, a steering shaft 40, a steering angle sensor 50, a control valve 60, a steering gear box 70, and the like.
Further, the engine 10 includes an engine control unit (ECU) 100 that comprehensively controls the engine 10 and its auxiliary devices.

The engine 10 is used as a driving power source for a vehicle, and is an internal combustion engine such as a gasoline engine.
The engine 10 includes an electronic control throttle 11.
The electronic control throttle 11 is driven according to a control signal from the ECU 100 and adjusts the output of the engine 10 by increasing or decreasing the intake air amount of the engine 10. More specifically, the intake air amount controlled by the electronically controlled throttle 11 can be varied depending on the driver request such as the accelerator opening degree and the basic air amount obtained from the engine operating state such as the engine speed. This is the sum of the corrected air amount that is increased as appropriate in consideration of the load. Such correction of the intake air amount will be described in detail later. The electronic control throttle 11 functions as the intake air amount adjusting means according to the present invention in cooperation with the ECU 100.
The fluid pump (power steering pump) 20 is, for example, a variable displacement vane pump that generates the hydraulic pressure of the power steering device. The fluid pump 20 is driven by the engine 10 via a belt, pressurizes and discharges the power steering fluid returning from the control valve 60, and returns it to the control valve 60. The discharge pressure of the fluid pump 20 changes according to the assist force (rack thrust) required in the power steering device.

  The fluid pump 20 includes a hydraulic switch 21 that operates according to the hydraulic pressure generated by the fluid pump 20. The hydraulic switch 21 is turned on when the hydraulic pressure becomes equal to or higher than a predetermined value set in advance. In other words, the hydraulic switch 21 functions as a steering assist force detecting means according to the present invention that is turned on when the assist force in the power steering apparatus becomes equal to or greater than a predetermined assist force.

The steering wheel 30 is an operation unit through which a driver (not shown) inputs a steering operation.
The steering shaft 40 is a rotating shaft that connects the steering wheel 30 and the control valve 60 and transmits the rotational operation of the steering wheel 30 to the control valve 60.
The steering angle sensor 50 is provided in the middle of the steering shaft 40, for example, and detects the operation amount of the steering wheel 30 based on the angular position of the steering shaft 40. The output of the steering angle sensor 50 is transmitted to the ECU 100 via a control unit (not shown) and an in-vehicle LAN such as CAN. In the ECU 100, based on the output of the steering angle sensor 50, the occurrence of steering due to the driver's operation or other external factors is detected. That is, the rudder angle sensor 50 and the ECU 100 work together to function as a steering detection unit according to the present invention.

The control valve 60 is provided between the steering shaft 40 and a pinion 71 that is an input part of the steering gear box 70. The control valve 60 acts on the power cylinder 73 according to the difference between the amount of steering by the steering wheel 30 (the amount of rotation of the steering shaft 40) and the amount of actual steering (the amount of rotation of the pinion 71). It controls the hydraulic pressure. The control valve 60 includes a torsion bar and a rotary valve (not shown) provided in the vicinity of the connecting portion with the pinion 71.
The rotary valve has a rotor that rotates with the steering shaft 40 and a sleeve that rotates with the pinion 71. The rotor and the sleeve are connected via a torsion bar. When the torsion bar is twisted by applying a steering torque, the relative position between the rotary and the sleeve changes, the cross-sectional area of the fluid passage changes, the fluid passage changes, and the fluid pressure supplied to the power cylinder 73 changes the steering pressure. It is controlled according to the operation of the wheel 30.

The steering gear box 70 includes a rack and pinion mechanism that converts the rotational movement of the steering wheel 30 into a straight movement in the vehicle width direction.
The rack and pinion mechanism includes a pinion 71, a rack 72, and the like.
The pinion 71 is a circular gear that is connected to the control valve 60 and rotates with the steering wheel 30 and the steering shaft 40 to drive the rack 72.
The rack 72 is formed by forming teeth that engage with the pinion 71 on a member that extends in the vehicle width direction. The rack 72 moves straight in the vehicle width direction according to the rotation of the pinion 71.
Both ends of the rack 72 are connected to a housing (not shown) that supports the left and right front wheels via tie rods (not shown). The housing is supported so as to be rotatable about a kingpin axis, which is a virtual steering axis, and is steered according to the left / right movement of the rack 72, whereby the front wheels are steered.

Further, the steering gear box 70 is provided with a power cylinder 73 and a piston 74 that generate a steering assist force of the power steering device.
The power cylinder 73 and the piston 74 convert the hydraulic pressure controlled by the control valve 60 into an assist force and act on the rack 72. The power cylinder 73 and the piston 74 function as a hydraulic actuator according to the present invention.
The power cylinder 73 is a hydraulic chamber formed in a cylindrical shape, and a part of the rack 72 and a piston 74 fixed to the rack 72 are inserted therein.
The power cylinder 73 has hydraulic chambers (a right chamber 73R and a left chamber 73L) on both sides of the piston 74.

Here, in FIG. 1, the flow of fluid when the rack 72 is driven to the left is illustrated by arrows. The leftward displacement of the rack 72 means front wheel steering to the left when the rack 72 is in front of the steering axis (kingpin axis) of the front wheel, and the rack 72 is rearward of the kingpin axis. In this case, it means front wheel steering to the right.
In this case, as shown in FIG. 1, the control valve 60 pumps the pressurized fluid to the right chamber 73R and collects a part of the fluid in the left chamber 73L. As a result, the piston 74 is pushed leftward to drive the rack 72.

In this embodiment, the ECU 100 performs intake air amount correction that corrects the intake air amount of the engine based on the output of the hydraulic switch 21 of the fluid pump 20 and the output of the rudder angle sensor 50.
Hereinafter, the function of the ECU 100 as the intake air amount correction device will be described.

FIG. 2 is a flowchart showing an outline of the intake air amount calculation method in the present embodiment.
Hereinafter, the steps will be described step by step.
<Step S01: Calculation of basic air amount>
The ECU 100 calculates the basic air amount based on the request from the driver such as the accelerator opening and the engine speed, and proceeds to step S02.

<Step S02: Correction amount calculation>
ECU 100 calculates a correction amount that is an air amount that is increased or decreased with respect to the basic air amount calculated in step S01.
The correction amount is calculated according to, for example, the engine coolant temperature, atmospheric pressure, electric load, auxiliary load, and the like. Here, the auxiliary load includes the driving load of the power steering apparatus.
The correction amount for the power steering drive load includes a steady correction amount that is continuously corrected when a predetermined state is established, and a transient correction amount that is temporarily corrected immediately after the predetermined state is established. . Calculation of the correction amount for these power steering drive loads will be described in detail later.
Thereafter, the process proceeds to step S03.

<Step S03: Calculate required intake air amount>
The ECU 100 performs correction by adding the correction amount obtained in step S02 to the basic air amount obtained in step S01, and calculates an intake air amount request value that is the amount of air to be introduced into the engine. Proceed to S04.
<Step S04: Voltage Value Calculation>
The ECU 100 calculates a driving voltage value to be supplied to the actuator of the electronic control throttle 11 according to the intake air amount request value obtained in step S03, and proceeds to step S05.
<Step S05: Throttle drive>
The ECU 100 drives the electronic control throttle 11 using the voltage value obtained in step S04, and ends (returns) the process.

Next, the intake air amount correction for the drive load of the power steering device described above will be described in more detail.
FIG. 3 is a flowchart showing a correction execution routine in the present embodiment.
FIG. 4 is a timing chart showing a history of the steering flag, the power steering flag, the steady correction amount, the first steady correction amount integrated value, the transient correction amount, and the engine speed during the correction execution of this embodiment.

Here, the steering flag is set to 0 as a steering non-detection state when the steering operation amount of the steering wheel 30 obtained based on the output of the steering angle sensor 50 is substantially zero (straight-running state). When the steering operation amount is substantially other than zero (steering state), the steering detection amount is set to 1.
The power steering flag is set to 1 when the hydraulic switch 21 is turned on, and is set to 0 when the hydraulic switch 21 is turned off. When the power steering flag is 1, it can be said that the steering assist force by the power steering device is improved to a predetermined value or more.
The steady correction amount is a correction amount of the intake air amount that becomes a substantially constant amount over a predetermined correction step.
The transient correction amount is a correction amount added to the intake air amount at the time of switching the correction stage, and is characterized by being sequentially changed according to time unlike the steady correction amount. The transient correction amount typically increases stepwise, then decreases in proportion to the elapsed time, and finally becomes zero.
Hereinafter, the steps will be described step by step in FIG.

<Step S11: Determination of turning detection>
The ECU 100 proceeds to step S12 if the steering flag set based on the output of the steering angle sensor 50 is 1, and proceeds to step S16 if it is 0.

<Step S12: Intake air amount correction amount = first steady correction amount>
The ECU 100 sets the first steady correction amount as the intake air amount correction amount in the intake air amount of the engine 10, and then proceeds to step S13.
The first steady correction amount is set in consideration of the fact that the rotational speed of the engine 10 does not decrease when the load on the engine 10 by the fluid pump 20 is light enough to prevent the hydraulic switch 21 from being turned on. Has been. The first steady correction amount is a constant amount that is continuously added to the intake air amount of the engine 10 until the hydraulic switch 21 shifts from OFF to ON after the steering flag shifts from 0 to 1. is there. If the hydraulic switch 21 is not turned on after the steering flag shifts from 0 to 1 and the steering flag shifts to 0, the process proceeds from step S11 to step S16 described later, and the first steady correction amount is canceled. Is done.

<Step S13: Hydraulic switch on determination>
The ECU 100 determines whether the hydraulic switch 21 is on or off. If the hydraulic switch 21 is on, the ECU 100 determines that the steering assist force of the power steering device has increased to a predetermined value or more, and proceeds to step S15. On the other hand, if the hydraulic switch 21 is off, the process proceeds to step S14.

<Step S14: Update of the first steady correction amount integrated value>
After turning is detected in step S01, if it is determined in step S13 that the hydraulic switch 21 is OFF, after the steering flag shifts from 0 to 1, until the steering flag shifts from 1 to 0 The first steady correction amount in the current process is newly added to the integrated value of the first steady correction amount accumulated in step, and the process ends. This update process is performed every time when the steering flag is detected in a routine executed every predetermined time and the hydraulic switch 21 is off, and each time a new first steady state is executed. The correction value is updated to the integrated value.

<Step S15: Intake air amount correction amount = second steady correction amount + transient correction amount>
The ECU 100 sets the sum of the second steady correction amount and the transient correction amount as the intake air amount correction amount in the intake air amount of the engine 10. The second steady correction amount and the transient correction amount are set in consideration of the fact that the rotational assist of the engine 10 is not reduced when the steering assist force of the power steering device increases and the load of the fluid pump 20 increases. Yes.
The second steady correction amount is a constant amount that is continuously added to the intake air amount of the engine 10 until the hydraulic switch 21 shifts from on to off after the hydraulic switch 21 shifts from off to on. It is.
The transient correction amount is set based on the feedforward control, and is intended to compensate for a decrease in the rotational speed of the engine 10 when only the second steady correction amount is set as the intake air amount correction amount of the engine 10. It is set by. The transient correction amount is given an initial value based on the integrated value of the first steady correction amount, and then decreases in proportion to the elapsed time, and finally becomes zero.

<Step S16: Intake air amount correction amount = 0, first steady correction amount integrated value = 0>
If no steering is detected in step S11, the intake air amount correction amount is canceled, and the first steady correction amount integrated value integrated so far is also cancelled, and the process ends.

  When the driver performs a steering operation with the intention to steer the vehicle by the control described above, the steering is first detected in step S11, and in response thereto, the first steady correction amount is determined in step S12. Increased to intake air volume. Here, while the first steady correction amount is applied, the first steady correction amount integrated value is sequentially updated in step S14. Thereafter, when a hydraulic switch-on is detected in step S13, the second steady correction amount and the transient correction amount are increased in place of the first steady correction amount in step S15. When the steering is finished and no steering is detected in step S11, the intake air amount correction amount and the first steady correction amount integrated value are both set to 0 in step S16.

  On the other hand, for example, when only a slight turning angle is generated due to disturbance or the like, turning is detected in step S11, and accordingly, the first steady-state correction amount is set in step S12 accordingly. The process is the same as described above until the intake air amount is increased and the first steady correction amount integrated value is updated in step S14. However, in this case, since the hydraulic switch is not turned on, the process does not proceed to step S15, the second steady correction amount and the transient correction amount are not applied, and after that, when steering is not detected in step S11, in step S16 The intake air amount correction amount and the first steady correction amount integrated value are both zero.

Next, a method for determining the transient correction amount performed in step S15 described above will be described.
FIG. 5 is a flowchart showing a routine for determining a transient correction amount for the intake air amount. Hereinafter, the steps will be described step by step.
<Step S21: Determination of Transition from Hydraulic Switch Off to On>
The ECU 100 determines whether or not the hydraulic switch 21 has shifted from an off state to an on state. If the hydraulic switch 21 has shifted from an off state to an on state, the ECU 100 proceeds to step S24, and otherwise proceeds to step S22.

<Step S22: Hydraulic switch on determination>
The ECU 100 determines whether or not the hydraulic switch 21 is kept on. If the on state is continued, the ECU 100 proceeds to step S27, and if off, the process proceeds to step S23.
<Step S23: Transient correction amount = 0>
When the OFF state of the hydraulic switch 21 is detected, the transient correction amount increased with respect to the intake air amount as the intake air amount correction amount together with the second steady correction amount is set to zero, and the process is terminated.

<Step S24: Preset Total Transient Correction Amount>
The ECU 100 sets a predetermined total transient correction amount, and proceeds to step S25.
The predetermined total transient correction amount is a total amount of correction amount added for a predetermined time when the hydraulic switch 21 shifts from the OFF state to the ON state. In the present embodiment, the predetermined total transient correction amount is set in advance in the ECU 100. Although it is handled as a fixed value stored in advance, it may be obtained by calculation in consideration of various loads and running conditions.

<Step S25: Transient Correction Amount Current Total Amount Determination>
The ECU 100 subtracts the first steady-state correction amount integrated value from when the turning is detected until the hydraulic switch 21 is turned on based on the predetermined total transient correction amount, and proceeds to step S26.

<Step S26: Determine initial value of transient correction amount>
The ECU 100 determines the initial value of the transient correction amount from the total amount in the current process of the transient correction amount determined in step S25 and the preset attenuation factor of the transient correction amount. The initial value of the transient correction amount determined here is the amount that is added to the intake air amount simultaneously with the start of correction in step S15.

<Step S27: Update transient correction amount>
When the ON state of the hydraulic switch 21 continues, the predetermined attenuation rate is considered from the transient correction amount increased with respect to the intake air amount as the intake air amount correction amount together with the second steady correction amount in the previous processing. Then, a predetermined amount is subtracted. Then, the amount after subtraction is set as a transient correction amount that is increased with respect to the intake air amount as the intake air amount correction amount together with the second steady correction amount in the current processing, and the processing is ended. This update process is performed every time when the ON state of the hydraulic switch 21 is continuously detected in a routine executed every predetermined time, and is updated to a new transient correction amount each time.

Next, the effect of the above-described embodiment will be described in comparison with a comparative example of the present invention described below.
The intake air amount correction device of the comparative example is not interlocked with the steering angle sensor 50, and performs correction to increase only the second steady correction amount and the transient correction amount in the embodiment at a time when the hydraulic switch 21 is turned on. In the comparative example, the same value as the total transient correction amount in the embodiment is used as the transient correction amount.
FIG. 6 is a timing chart in the comparative example, and corresponds to FIG. 4 in the embodiment.

In the case of the comparative example, since no correction is performed between the start of turning and the hydraulic switch 21 being turned on, the decrease in the engine speed during this period is greater than in the embodiment. Yes.
Then, after the hydraulic switch 21 is turned on, the steady-state correction amount corresponding to the second steady-state correction amount in the embodiment is increased, and the total transient correction amount in the embodiment is increased to change the engine speed. It is restored to the level before the rudder start. In the comparative example, since the drop in the engine speed before the start of correction is large, the transient correction amount is larger than that in the embodiment.

  On the other hand, according to the present embodiment, when the steering angle sensor 50 detects the steering angle and the steering is detected by the ECU 100 based on the detected value, the first steady correction amount is increased to the intake air amount. doing. By doing so, it is possible to prevent a decrease in the rotational speed of the engine 10 at the initial stage of steering after the steering is detected until the steering assist force rises to a predetermined value and the hydraulic switch 21 is turned on. When the steering assist force exceeds a predetermined value and the hydraulic switch 21 is turned on, the intake air amount is increased by the second steady correction amount and the transient correction amount, so that the steering assist force is increased. Even when the load of the pump 20 is increased, it is possible to prevent a decrease in the rotational speed of the engine 10. As a result, the engine stall resistance during turning at low speeds can be improved.

On the other hand, if a small amount of steering occurs without the driver's intention to steer due to factors such as disturbance, the second steady correction amount and transient correction amount are not applied, preventing an increase in engine speed due to overcorrection. can do.
Also, by subtracting the integrated value of the first steady correction amount from the predetermined total transient correction amount to determine the transient correction amount, an appropriate intake air amount correction amount is obtained when the hydraulic switch 21 is turned on. be able to. As a result, it is possible to prevent the engine speed from rising (swelling up) due to overcorrection.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) In the embodiment, the power steering apparatus is a hydraulic type, but the present invention can also be applied to an electric power steering apparatus that generates assist force by an electric actuator. In this case, the assist force can be detected based on the output of the electric actuator. For example, when the output of the electric actuator is set based on the output of the torque sensor that detects the steering torque, the output of the electric actuator can be indirectly detected based on the output of the torque sensor. Moreover, you may detect the output of an electric actuator indirectly based on the electric power supplied to an electric actuator.
(2) In the embodiment, the intake air amount correction at the start of turning is performed in, for example, two stages. However, three or more stages of correction may be performed.
(3) In the embodiment, the correction of the intake air amount is performed by driving the electronically controlled throttle, but the means for correcting the air amount is not limited to this, and it is performed using a valve other than the throttle valve. You can also.

It is a figure which shows the structure of the Example of the engine control apparatus to which this invention is applied. 2 is a flowchart showing an outline of an intake air amount calculation method in the engine control device of FIG. 1. 3 is a flowchart showing a correction execution routine for a power steering device drive load in the engine control device of FIG. 1. FIG. 1 is a timing chart showing a history of a steering flag, a power steering flag, a steady-state correction amount, a first steady-state correction amount integrated value, a transient correction amount, and a history of engine speed when the engine control device of FIG. It is. 3 is a flowchart showing a transient correction amount determination routine in the engine control device of FIG. 1. It is a timing chart which shows the history of the steering flag at the time of amendment by the engine control device of the comparative example of the present invention, the power steering flag, the steady correction amount, the transient correction amount, and the engine speed.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering system 10 Engine 11 Electronically controlled throttle 20 Fluid pump 21 Hydraulic switch 30 Steering wheel 40 Steering shaft 50 Steering angle sensor 60 Control valve 70 Steering gear box 71 Pinion 72 Rack 73 Power cylinder 74 Piston 100 ECU

Claims (4)

Intake air amount adjusting means for adjusting by increasing or decreasing the amount of air sucked into the engine;
Steering assist force detecting means for detecting the steering assist force of the power steering device that generates the steering assist force in accordance with the steering torque;
Steering detection means for detecting the steering based on the output of the steering angle sensor ,
When turning is detected by the turning detection means, the intake air amount is increased by the intake air amount adjustment means before the steering assist force rises to a predetermined value , and then detected by the steering assistance force detection means. the engine control device according to claim wherein when the steering assist force becomes the predetermined value or more, further increasing the intake air amount by the intake air amount adjusting means is. The power steering device is driven by a hydraulic actuator, and when the value of the operating hydraulic pressure of the actuator becomes a predetermined value or more, it is determined that the steering assist force becomes a predetermined value or more. The engine control device described. The power steering apparatus is driven by an electric actuator, and when the output of the electric actuator becomes a predetermined value or more, it is determined that the steering assist force has become a predetermined value or more. Engine control device. The correction amount that is increased to the intake air amount when the steering assist force becomes a predetermined value or more is a steady correction amount that is continuously increased over a period in which the steering assist force is a predetermined value or more, and an increase amount. Includes a transient correction amount that is increased only within a predetermined period immediately after the start,
The transient correction amount is calculated based on a predetermined total transient correction amount obtained by calculation or set in advance and an integrated correction amount of the intake air amount after the steering is detected. The engine control device according to any one of claims 1 to 3.

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