JP2020016161A - Vehicle control method, vehicle system and vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately suppress a change in an EGR amount during vehicle attitude control in a vehicle control method or the like in which vehicle attitude control is performed for a vehicle in which a rear wheel is driven by an engine. A vehicle control method is applied to a vehicle 200 in which a rear wheel 202b is driven by an engine 100, and a basic torque setting step of setting a basic torque of the engine 100 based on an operating state of the vehicle 200, and a steering device 207. An increasing torque setting process that sets an increased torque so that the basic torque is increased based on the increase in the steering angle of the engine, and a torque generation process that controls the engine 100 so that the torque that increases the basic torque is generated based on the increased torque. It has an EGR amount changing step of changing the EGR amount to be returned from the exhaust passage to the intake passage based on the engine operating state, and a limiting step of limiting the change of the EGR amount by the EGR amount changing step in the torque generation step. [Selection diagram] FIG. 4

Description

  The present invention relates to a vehicle control method, a vehicle system, and a vehicle control device that control the attitude of a vehicle in accordance with steering.

  2. Description of the Related Art Conventionally, there has been known a device that controls the behavior of a vehicle in a safe direction when the behavior of the vehicle becomes unstable due to a slip or the like (a side slip prevention device or the like). Specifically, a technique is known that detects understeer or oversteer behavior in a vehicle, for example, at the time of cornering of the vehicle, and applies an appropriate deceleration to wheels so as to suppress them. ing.

  On the other hand, apart from the control for improving safety in the driving state where the behavior of the vehicle becomes unstable, the torque of the vehicle is reduced at the time of the turning operation of the steering, so that the driver's operation at the time of cornering is natural. 2. Description of the Related Art A technique for controlling a vehicle attitude so as to be stable is known (for example, see Patent Document 1). Hereinafter, controlling the attitude of the vehicle by changing the torque of the vehicle in accordance with the steering operation by the driver is appropriately referred to as “vehicle attitude control”.

Japanese Patent No. 6168483

  However, the present inventor has attempted to apply control (vehicle attitude control) for decelerating a vehicle in accordance with steering by a driver as described in Patent Document 1 or the like to a rear-wheel drive vehicle. However, the effect of improving the steering stability, the response of the vehicle behavior, and the linear feeling obtained in the invention described in Patent Document 1 cannot be obtained.

  That is, the inventor of the present invention has applied, as a vehicle attitude control, a control for decelerating a vehicle in accordance with a steering operation, as described in Patent Document 1 and the like. However, when such a conventionally known vehicle attitude control is applied to a rear-wheel drive vehicle, it is possible to obtain an effect such as improvement in vehicle responsiveness and linear feeling as obtained in a front-wheel drive vehicle. Could not. As a result of intensive research conducted by the present inventor to solve this newly found problem, in rear-wheel drive vehicles, surprisingly, the drive torque of the vehicle is increased in accordance with steering by the driver. It was clarified that the vehicle responsiveness and the linear feeling improved.

  In general, when deceleration is applied to a vehicle, the inertial force acting on the center of gravity of the vehicle causes a pitching motion in which the front side sinks in the vehicle. It was thought to improve. However, in a rear-wheel drive vehicle, when deceleration is given to the vehicle by reducing the drive torque of the rear wheel, in addition to the inertia force described above, the vehicle body is tilted rearward from the rear wheel via a suspension (the rear side is (Sinking) force is instantaneously generated. Since this instantaneous force acts to reduce the load on the front wheels, in a rear-wheel drive vehicle, even if deceleration is applied to the vehicle in accordance with the steering by the driver, the vehicle responsiveness and the linear feeling are expected as expected. It is probable that it could not be improved.

  Conversely, in a rear-wheel drive vehicle, by increasing the drive torque of the rear wheels, a force that causes the body to lean forward (sink the front side) from the rear wheels via the suspension acts instantaneously. It is thought that the vehicle responsiveness and the linear feeling are improved because the front wheel load increases. In other words, in a rear-wheel drive vehicle, when acceleration is given by increasing the drive torque of the rear wheels, an inertial force for leaning the vehicle body and an instantaneous force for leaning the vehicle body are generated. It is considered that the momentary forward leaning force predominantly contributes to gender and linearity.

  The present inventor sets the above-described instantaneous force by setting the increased torque so as to increase the basic torque according to the driving state of the vehicle based on the increase in the steering angle of the steering device mounted on the vehicle. As a result, it has been found that the load on the front wheels increases, and the responsiveness and linear feeling of the vehicle to steering operation can be improved.

  By the way, conventionally, an EGR device that recirculates exhaust gas (EGR gas) from an exhaust system to an intake system may be applied to an internal combustion engine such as a gasoline engine or a diesel engine. In such an engine, the target torque is determined based on the driving state of the vehicle, the fuel injection amount is controlled so as to output the target torque, and the EGR amount is controlled so as to realize the corresponding target state amount. You. In particular, when the above-described vehicle attitude control is applied to an engine equipped with an EGR device, if the target torque is momentarily changed in accordance with the driver's steering operation, the fuel injection is performed in accordance with the change in the target torque. The amount is controlled, and the EGR amount is controlled according to the change in the fuel injection amount.

  However, while the fuel injection amount can be controlled with high responsiveness to a change in the target torque, the comparison before the control of the EGR amount corresponding to the change in the target torque is reflected in the state quantity in the cylinder. A large response delay occurs. For this reason, a mismatch may occur between the fuel injection amount and the state amount in the cylinder, and it may not be possible to secure combustion stability or the like. For example, when the target torque is increased instantaneously by executing the vehicle attitude control as described above, the EGR valve is controlled in the valve opening direction so as to increase the EGR amount. When the target torque decreases momentarily, the EGR valve is controlled in the valve closing direction accordingly. At this time, since the EGR valve is temporarily controlled in the valve opening direction, the decrease in the EGR amount cannot catch up with the subsequent decrease in the target torque, and the fuel injection amount reduced in accordance with the decrease in the target torque is reduced. On the other hand, the EGR amount in the cylinder becomes excessive, which may cause engine misfire or the like.

  The present invention has been made in order to solve the above-described problems, and a vehicle control method, a vehicle system, and a vehicle control device that perform vehicle attitude control on a vehicle whose rear wheels are driven by an engine include: It is an object to appropriately suppress a change in the EGR amount during the vehicle attitude control.

To achieve the above object, the present invention is a method for controlling a vehicle in which a rear wheel is driven by an engine, the method comprising: setting a basic torque to be generated by an engine based on a driving state of the vehicle. A step, and an increasing torque setting step of setting an increasing torque so that the basic torque is increased based on an increase in the steering angle of a steering device mounted on the vehicle; and a torque obtained by increasing the basic torque based on the increasing torque. A torque generating step of controlling the engine so as to generate the EGR amount, an EGR amount changing step of changing an EGR amount recirculated from the exhaust passage to the intake passage in the engine based on an engine operating state including the generated torque of the engine, and a torque generating step And a limiting step of limiting a change in the EGR amount in the EGR amount changing step.
The present invention thus configured is configured to increase the torque generated by the engine in response to an increase in the steering angle (corresponding to a steering turning operation) for a vehicle in which the rear wheels are driven by the engine. (Vehicle attitude control). In the present invention, the EGR amount is usually changed based on the engine operating state, but the change in the EGR amount is limited during the vehicle attitude control. As a result, it is possible to appropriately suppress the EGR amount from becoming excessive due to the response delay of the EGR amount during the vehicle attitude control, and the occurrence of engine misfire or the like.

In the present invention, preferably, in the limiting step, at least one of limiting the amount of change of the EGR amount and limiting the rate of change of the EGR amount is performed.
According to the present invention configured as described above, it is possible to appropriately suppress a problem caused by controlling the EGR amount during the above-described vehicle attitude control while securing a change in the EGR amount to some extent.

In the present invention, preferably, the method further includes a reduced torque setting step of setting a reduced torque so that the basic torque is reduced based on a decrease in the steering angle of the steering device. The engine is controlled so that a torque with a reduced basic torque is generated. In the limiting step, the change of the EGR amount in the EGR amount changing step is limited even during the torque generating step.
The present invention thus configured controls the vehicle attitude by reducing the torque generated by the engine in response to the decrease in the steering angle (corresponding to the steering return operation). During the control, the change of the EGR amount is restricted. As a result, a problem caused by changing the EGR amount during the vehicle attitude control, specifically, a shortage of the EGR amount due to a response delay of the EGR amount (excessive oxygen concentration in the cylinder), abnormal combustion of the engine, etc. Can be appropriately suppressed.

  In the present invention, preferably, the engine has a fuel injection valve, and further includes a fuel injection amount setting step of setting a fuel injection amount of the fuel injection valve based on the increased torque. It is preferable to control the fuel injection valve so that the injection amount is injected. That is, the present invention is applied to, for example, a diesel engine, and controls the vehicle attitude by increasing the fuel injection amount and increasing the generated torque of the engine.

  In another aspect, in order to achieve the above object, the present invention relates to a vehicle control system, comprising: an engine for driving rear wheels of a vehicle; a steering device for steering the vehicle; and a steering device for steering the steering device. An EGR passage including an steering angle sensor for detecting an angle, an operation state sensor for detecting an operation state of the vehicle, and a controller for controlling an engine; And an EGR valve provided on the EGR passage for adjusting an EGR amount. The controller sets a basic torque to be generated by the engine based on the operation state detected by the operation state sensor. Based on the increase in the steering angle detected by the steering angle sensor, an increase torque is set so that the basic torque is increased, and a torque that increases the basic torque based on the increase torque is generated. At the same time, the engine is controlled, and based on the engine operating state including the generated torque of the engine, the opening of the EGR valve is controlled so as to change the EGR amount, and the torque that increases the basic torque based on the increased torque is generated. While the engine is being controlled, the change in the opening degree of the EGR valve is limited.

  In still another aspect, to achieve the above object, the present invention provides a control system for a vehicle, comprising: an engine for driving rear wheels of a vehicle; a steering device for steering the vehicle; A steering angle sensor for detecting a steering angle, an operation state sensor for detecting an operation state of the vehicle, and a controller for controlling an engine, wherein the engine is an EGR through which EGR gas to be recirculated from an exhaust passage to an intake passage passes A controller configured to set a basic torque to be generated by the engine based on an operation state detected by an operation state sensor, the controller including: a passage; and an EGR valve provided on the EGR passage for adjusting an EGR amount. Then, based on the decrease in the steering angle detected by the steering angle sensor, a reduced torque is set so that the basic torque is reduced, and a torque in which the basic torque is reduced based on the reduced torque is generated. In this way, the engine is controlled, the opening of the EGR valve is controlled so as to change the EGR amount based on the engine operating state including the generated torque of the engine, and the torque reduced in the basic torque is generated based on the reduced torque. During the control of the engine, the change in the opening degree of the EGR valve is restricted.

  In still another aspect, to achieve the above object, the present invention provides a control device for a vehicle in which a rear wheel is driven by an engine, wherein the control device is configured to increase a steering angle of a steering device for steering the vehicle. Means for increasing the generated torque of the engine, means for changing the amount of EGR recirculated from the exhaust passage to the intake passage in the engine based on the engine operating state including the generated torque of the engine, and means for increasing the steering angle based on the increase in the steering angle. Means for restricting a change in the EGR amount while the generated torque is being increased.

  In still another aspect, to achieve the above object, the present invention provides a control device for a vehicle in which a rear wheel is driven by an engine, based on a decrease in a steering angle of a steering device for steering the vehicle. Means for reducing the torque generated by the engine, means for changing the amount of EGR recirculated from the exhaust passage to the intake passage in the engine based on the engine operating state including the torque generated by the engine, and means for reducing the engine torque based on the decrease in the steering angle. Means for restricting a change in the EGR amount while the generated torque is being reduced.

  According to the present invention according to such another aspect, a problem caused by changing the EGR amount during the vehicle attitude control can be appropriately suppressed.

  According to the present invention, in a vehicle control method, a vehicle system, and a vehicle control device that perform vehicle attitude control on a vehicle whose rear wheels are driven by an engine, a change in the EGR amount during the vehicle attitude control is appropriately suppressed. can do.

FIG. 1 is a block diagram schematically showing an overall configuration of a vehicle according to an embodiment of the present invention. FIG. 1 is a schematic configuration diagram of an engine according to an embodiment of the present invention. FIG. 1 is a block diagram showing an electric configuration of a vehicle according to an embodiment of the present invention. 5 is a flowchart of a vehicle attitude control process according to the embodiment of the present invention. 5 is a flowchart of an increasing torque setting process according to the embodiment of the present invention. 4 is a map showing a relationship between an additional acceleration and a steering speed according to the embodiment of the present invention. 5 is a flowchart of a reduced torque setting process according to the embodiment of the present invention. 4 is a map showing a relationship between an additional deceleration and a steering speed according to the embodiment of the present invention. 5 is a time chart showing a time change of each parameter when the vehicle attitude control according to the embodiment of the present invention is performed.

  Hereinafter, a vehicle control method, a vehicle system, and a vehicle control device according to an embodiment of the present invention will be described with reference to the accompanying drawings.

<Apparatus configuration>
First, a configuration of a vehicle to which a vehicle control method, a vehicle system, and a vehicle control device according to an embodiment of the present invention are applied, that is, a hardware configuration will be described with reference to FIGS. 1 to 3. FIG. 1 is a block diagram schematically showing an overall configuration of a vehicle according to an embodiment of the present invention, FIG. 2 is a schematic configuration diagram of an engine according to an embodiment of the present invention, and FIG. FIG. 2 is a block diagram showing an electric configuration of the vehicle according to the embodiment.

  As shown in FIG. 1, in a vehicle 200, left and right front wheels 202a as steering wheels are provided at a front portion of a vehicle body, and left and right rear wheels 202b as driving wheels are provided at a rear portion of the vehicle body. The front wheel 202a and the rear wheel 202b of the vehicle 200 are supported by a suspension 203 with respect to the vehicle body. An engine 100, which is a prime mover for driving the rear wheels 202b, is mounted at the front of the vehicle body of the vehicle 200. In the present embodiment, the engine 100 is a diesel engine, but an internal combustion engine such as a gasoline engine may be used as a prime mover. In the present embodiment, the rear wheels 202b of the vehicle 200 are driven by the engine 100 mounted on the front part of the vehicle body via a power transmission path such as an automatic transmission 204a, a propeller shaft 204b, and a differential gear 204c. It is a so-called FR car. However, the application of the present invention is not limited to FR vehicles, and is applicable to any vehicle in which the rear wheels 202b are driven by the engine 100, such as a so-called RR vehicle in which the rear wheels 202b are driven by the engine 100 mounted on the rear of the vehicle body. The invention can be applied.

  Further, a steering device 207 including a steering wheel 206 (hereinafter, also simply referred to as “steering”) is mounted on the vehicle 200, and a front wheel 202 a of the vehicle 200 is rotated based on a rotation operation of the steering wheel 206. Steering (steering). Further, the vehicle 200 has a steering angle sensor 96 for detecting a steering angle of the steering device 207, an accelerator opening sensor 97 for detecting an amount of depression of an accelerator pedal (accelerator opening), and a vehicle speed sensor 98 for detecting a vehicle speed. . Although the steering angle sensor 96 typically detects the rotation angle of the steering wheel 206, the steering angle sensor 96 may detect the steering angle (tire angle) of the front wheel 202a in addition to or instead of the rotation angle. Good. Each of these sensors outputs a detection signal to a PCM (Power-train Control Module) 60.

  Next, as shown in FIG. 2, the engine 100 mainly includes an engine main body E as a diesel engine, an intake system IN for supplying intake air to the engine main body E, and a fuel for supplying fuel to the engine main body E. It has a supply system FS and an exhaust system EX for discharging exhaust gas of the engine body E.

  The intake system IN has an intake passage 1 through which intake air passes. On the intake passage 1, an air cleaner 3 for purifying air introduced from the outside and a compressor for compressing the passing intake air are arranged in this order from the upstream side. A compressor 5a of the turbocharger 5, which raises the intake air pressure, an intake shutter valve 7 which regulates the flow rate of the intake air, and a water-cooled intercooler 8 which cools the intake air by using the passed cooling water. And a surge tank 12 for temporarily storing intake air to be supplied to the engine body E.

  In the intake system IN, an air flow sensor 101 for detecting an intake air amount and an intake temperature sensor 102 for detecting an intake air temperature are provided on the intake passage 1 immediately downstream of the air cleaner 3. Is provided with a turbo rotation speed sensor 103 for detecting the rotation speed (turbo rotation speed) of the compressor 5a. The intake shutter valve 7 is provided with an intake shutter valve for detecting the opening degree of the intake shutter valve 7. A position sensor 105 is provided. An intake air temperature sensor 106 for detecting an intake air temperature and an intake pressure sensor 107 for detecting an intake pressure are provided on the intake passage 1 immediately downstream of the intercooler 8. Is provided with an intake manifold temperature sensor 108. The various sensors 101 to 108 provided in the intake system IN output detection signals S101 to S108 corresponding to the detected parameters to the PCM 60, respectively.

  The engine body E includes an intake valve 15 for introducing intake air supplied from the intake passage 1 (specifically, an intake manifold) into the combustion chamber 17, a fuel injection valve 20 for injecting fuel toward the combustion chamber 17, and a combustion chamber. The piston 23 reciprocates by the combustion of the air-fuel mixture in the cylinder 17, the crankshaft 25 rotated by the reciprocation of the piston 23, and the exhaust gas generated by the combustion of the air-fuel mixture in the combustion chamber 17 to the exhaust passage 41. And an exhaust valve 27 for discharging.

  The fuel supply system FS has a fuel tank 30 for storing fuel, and a fuel supply passage 38 for supplying fuel from the fuel tank 30 to the fuel injection valve 20. In the fuel supply passage 38, a low-pressure fuel pump 31, a high-pressure fuel pump 33, and a common rail 35 are provided in this order from the upstream side.

  The exhaust system EX has an exhaust passage 41 through which the exhaust gas passes. On the exhaust passage 41, the compressor 5a is rotated by the passing exhaust gas in order from the upstream side. The turbine 5b of the turbocharger 5 to be driven, a Diesel Oxidation Catalyst (DOC) 45 and a Diesel Particulate Filter (DPF) 46 having a function of purifying exhaust gas, and a flow rate of passing exhaust gas And an exhaust shutter valve 49 for adjusting the pressure. The DOC 45 is a catalyst that oxidizes hydrocarbons (HC), carbon monoxide (CO), and the like using oxygen in the exhaust gas to change it into water and carbon dioxide, and the DPF 46 is a particulate matter ( This is a filter that collects PM (Particulate Matter).

In the exhaust system EX, an exhaust pressure sensor 109 for detecting exhaust pressure is provided on the exhaust passage 41 on the upstream side of the turbine 5b of the turbocharger 5, and is provided on the exhaust passage 41 immediately downstream of the DPF 46. Is provided with a linear O ₂ sensor 110 for detecting oxygen concentration. These various sensors 109 and 110 provided in the exhaust system EX output detection signals S109 and S110 corresponding to the detected parameters to the PCM 60, respectively.

  The turbocharger 5 is small in size so that supercharging can be performed efficiently even during low-speed rotation with low exhaust energy, and has a plurality of movable flaps 5c surrounding the entire circumference of the turbine 5b. These flaps 5c are configured as a variable geometry turbocharger (VGT: Variable Geometry Turbocharger) that changes the cross-sectional area (nozzle cross-sectional area) of exhaust gas to the turbine 5b. For example, the magnitude of the negative pressure acting on the diaphragm is adjusted by the solenoid valve, and the flap 5c is rotated by the actuator. In addition, a VGT opening sensor 104 that detects the opening of the flap 5c (VGT opening) based on the position of such an actuator is provided. The VGT opening sensor 104 outputs a detection signal S104 corresponding to the detected VGT opening to the PCM 60.

  The engine 100 further includes a high-pressure EGR device 43 and a low-pressure EGR device 48. The high-pressure EGR device 43 connects the exhaust passage 41 upstream of the turbine 5b of the turbocharger 5 and the intake passage 1 downstream of the compressor 5a of the turbocharger 5 (specifically, downstream of the intercooler 8). And a high-pressure EGR valve 43b for adjusting the flow rate of exhaust gas passing through the high-pressure EGR passage 43a. The low-pressure EGR device 48 includes an exhaust passage 41 downstream of the turbine 5b of the turbocharger 5 (specifically, downstream of the DPF 46 and upstream of the exhaust shutter valve 49) and upstream of the compressor 5a of the turbocharger 5. Low-pressure EGR passage 48a connecting the intake passage 1 to the intake passage 1, a low-pressure EGR cooler 48b for cooling exhaust gas passing through the low-pressure EGR passage 48a, and a low-pressure EGR valve 48c for adjusting the flow rate of exhaust gas passing through the low-pressure EGR passage 48a. And a low-pressure EGR filter 48d.

  The amount of exhaust gas recirculated to the intake system IN by the high-pressure EGR device 43 (hereinafter, referred to as “high-pressure EGR gas amount”) depends on the exhaust pressure on the upstream side of the turbine 5 b of the turbocharger 5 and the opening of the intake shutter valve 7. The pressure is roughly determined by the intake pressure created by the pressure and the opening of the high-pressure EGR valve 43b. The amount of exhaust gas recirculated to the intake system IN by the low-pressure EGR device 48 (hereinafter referred to as “low-pressure EGR gas amount”) depends on the intake pressure on the upstream side of the compressor 5 a of the turbocharger 5 and the exhaust shutter valve 49. And the opening degree of the low-pressure EGR valve 48c.

  In the following, when the high-pressure EGR device 43 and the low-pressure EGR device 48 are not distinguished, they are simply referred to as “EGR devices”. Similarly, when the high-pressure EGR passage 43a and the low-pressure EGR passage 48a are not distinguished, they are simply referred to as “EGR passages”, and when the high-pressure EGR valve 43b and the low-pressure EGR valve 48c are not distinguished, they are simply referred to as “EGR valves”. .

  Next, as shown in FIG. 3, the PCM 60 includes, in addition to the detection signals S101 to S110 of the various sensors 101 to 110 shown in FIG. 2, a steering angle sensor 96 shown in FIG. Based on detection signals S96 to S98 output from an accelerator opening sensor 97 that detects the opening of the pedal (accelerator opening) and a vehicle speed sensor 98 that detects the vehicle speed, the turbocharger 5, the fuel injection valve 20 The control signals S130 to S133 are output to control the high-pressure EGR device 43 and the low-pressure EGR device 48.

  Basically, the PCM 60 executes the following vehicle control method. The PCM 60 sets a basic torque to be generated by the engine 100 based on an operating state of the vehicle 200 such as an accelerator opening detected by an accelerator opening sensor 97 and a vehicle speed detected by a vehicle speed sensor 98, and a steering angle sensor 96 Based on the increase in the steering angle detected by the above, an increased torque for increasing the basic torque is set, and the engine 100 is controlled such that a torque with the increased basic torque is generated based on the increased torque. Further, the PCM 60 changes the amount of EGR to be recirculated from the exhaust system EX to the intake system IN by the EGR device based on the engine operating state such as the generated torque of the engine 100 and the fuel injection pattern from the fuel injection valve 20. In the present embodiment, the PCM 60 limits the change in the EGR amount based on the engine operating state while the generated torque of the engine 100 is increased based on the increase in the steering angle.

  Such a PCM 60 includes one or more processors, various programs interpreted and executed on the processors (including a basic control program such as an OS, and an application program activated on the OS to realize a specific function), and a program. And a computer having an internal memory such as a ROM or a RAM for storing various data.

  In this embodiment, the engine 100 mainly includes a high-pressure EGR passage 43a, a high-pressure EGR valve 43b, a low-pressure EGR passage 48a, and a low-pressure EGR valve 48c, a steering device 207, a steering angle sensor 96, and an accelerator as an operation state sensor. The opening degree sensor 97, the vehicle speed sensor 98, and the PCM 60 as a controller constitute a vehicle system according to the present invention. In the present embodiment, the PCM 60 constitutes a vehicle control device according to the present invention.

<Vehicle attitude control>
Next, control contents executed by the PCM 60 in the present embodiment will be described. First, the overall flow of the vehicle attitude control process executed by the PCM 60 in the present embodiment will be described with reference to FIG. FIG. 4 is a flowchart of the vehicle attitude control process according to the embodiment of the present invention.

  4 is started when the ignition of the vehicle 200 is turned on and the power is turned on to the PCM 60, and is repeatedly executed at a predetermined cycle (for example, 50 ms). When this control process is started, in step S1, the PCM 60 acquires various sensor information relating to the driving state of the vehicle 200. Specifically, the PCM 60 is currently set to the steering angle detected by the steering angle sensor 96, the accelerator opening detected by the accelerator opening sensor 97, the vehicle speed detected by the vehicle speed sensor 98, the engine speed, and the automatic transmission 204a. The detection signals output from the various sensors described above, including the current gear position and the like, are acquired as information on the operating state.

  Next, in step S2, the PCM 60 sets a target acceleration based on the driving state of the vehicle 200 acquired in step S1. Specifically, the PCM 60 calculates the acceleration corresponding to the current vehicle speed and the gear speed from an acceleration characteristic map (prepared and stored in a memory or the like) defined for various vehicle speeds and various gear speeds. A characteristic map is selected, and a target acceleration corresponding to the current accelerator opening is set with reference to the selected acceleration characteristic map.

  Next, in step S3, the PCM 60 determines a basic torque to be generated by the engine 100 to achieve the target acceleration set in step S2. In this case, the PCM 60 determines the basic torque within the range of the torque that can be output by the engine 100 based on the current vehicle speed, gear, road surface gradient, road surface μ, and the like.

  In parallel with the processing in steps S2 and S3, in step S4, the PCM 60 executes an increase torque setting processing for setting a torque (increase torque) for adding acceleration to the vehicle 200 based on the steering operation. In step S4, the PCM 60 sets an increased torque for increasing the basic torque in accordance with the increase in the steering angle of the steering device 207, that is, in response to the steering turning operation. In the present embodiment, the PCM 60 controls the vehicle attitude by temporarily increasing the torque and adding acceleration to the vehicle 200 when the steering operation is performed. Hereinafter, the vehicle attitude control performed using the increased torque at the time of turning the steering wheel will be appropriately referred to as “first vehicle attitude control”. The increase torque setting process will be described later with reference to FIGS.

  Next, in step S5, the PCM 60 executes a reduced torque setting process for setting a torque (reduced torque) for adding deceleration to the vehicle 200 based on the steering operation. In step S5, the PCM 60 sets a reduced torque for reducing the basic torque in accordance with the decrease in the steering angle of the steering device 207, that is, in response to the turning back of the steering. In the present embodiment, the PCM 60 controls the vehicle attitude by temporarily reducing the torque and adding a deceleration to the vehicle 200 when the steering wheel is turned back. Hereinafter, the vehicle attitude control performed using the reduced torque at the time of turning back the steering will be appropriately referred to as “second vehicle attitude control”. Typically, the second vehicle attitude control tends to be performed after the above-described first vehicle attitude control. The reduction torque setting process will be described later with reference to FIGS.

  After executing the processing of steps S2 and S3, the increasing torque setting processing of step S4, and the reducing torque setting processing of S5, the PCM 60 determines in step S6 the basic torque set in step S3 and the increased torque set in step S4. A final target torque is set based on the reduced torque set in step S5. Specifically, the PCM 60 calculates the final target torque by adding the increased torque to the basic torque and subtracting the reduced torque. Basically, only one of the increased torque and the reduced torque is set, and neither the increased torque nor the reduced torque is set. Therefore, the PCM 60 adds the increased torque to the basic torque to set the final target torque. Is calculated (in this case, the first vehicle attitude control is executed), or the final target torque is calculated by subtracting the reduced torque from the basic torque (in this case, the second vehicle attitude control is executed) ).

  Next, in step S7, the PCM 60 sets an actuator control amount for realizing the final target torque set in step S6. Specifically, the PCM 60 determines various state quantities necessary for realizing the final target torque based on the final target torque set in step S6, and based on the state quantities, determines each component of the engine 100. Set the control amount of each actuator that drives. In this case, the PCM 60 sets a limit value or a limit range according to the state amount, and sets a control amount of each actuator such that the state value complies with the limit by the limit value or the limit range.

  Specifically, since engine 100 according to the present embodiment is a diesel engine, PCM 60 sets the amount of fuel injection by fuel injection valve 20 in step S7. Specifically, when the PCM 60 sets the final target torque by adding the increased torque to the basic torque in step S6, the PCM 60 increases the fuel injection amount by the fuel injection valve 20 more than the fuel injection amount for generating the basic torque. Let it. On the other hand, when the PCM 60 sets the final target torque by subtracting the reduced torque from the basic torque in step S6, the PCM 60 reduces the fuel injection amount by the fuel injection valve 20 from the fuel injection amount for generating the basic torque. Let it.

  In another example, when the engine 100 is a gasoline engine, the PCM 60 sets the ignition timing of the spark plug to the basic torque when the final target torque is set by adding the increased torque to the basic torque in step S6. What is necessary is just to advance the ignition timing to generate it. Instead of or in conjunction with the advance of the ignition timing, the PCM 60 increases the throttle opening of the throttle valve or advances the closing timing of the intake valve set after the bottom dead center. Alternatively, the amount of intake air may be increased. In this case, the PCM 60 preferably increases the fuel injection amount by the fuel injection valve in response to the increase in the intake air amount so that the predetermined air-fuel ratio is maintained. On the other hand, if the PCM 60 sets the final target torque by subtracting the reduced torque from the basic torque in step S6, the PCM 60 sets the ignition timing of the spark plug to be retarded (i.e., delayed from the ignition timing for generating the basic torque ( Retard). Further, instead of or in addition to the retardation of the ignition timing, the PCM 60 reduces the throttle opening of the throttle valve or retards the closing timing of the intake valve set after the bottom dead center. Alternatively, the intake air amount may be reduced. In this case, the PCM 60 preferably reduces the fuel injection amount by the fuel injection valve in response to the increase in the intake air amount so that the predetermined air-fuel ratio is maintained.

  Next, the PCM 60 proceeds to step S8, and determines whether to apply the increased torque set in step S4 or the reduced torque set in step S5. In other words, PCM 60 determines whether to execute vehicle attitude control.

  As a result of the determination in step S8, when it is determined that the increased torque or the reduced torque is applied (step S8: Yes), that is, when the vehicle attitude control is performed, the PCM 60 proceeds to step S9. In step S9, the PCM 60 restricts a change in the opening degree of the EGR valve (basically, both the high-pressure EGR valve 43b and the low-pressure EGR valve 48c) according to the increased torque or the reduced torque. That is, the PCM 60 restricts the change of the EGR amount during the vehicle attitude control. The reason for this is as follows. When increasing torque or decreasing torque is applied to execute the vehicle attitude control, the fuel injection amount changes as described above. When the fuel injection amount changes in this way, normally, the target oxygen concentration of engine 100 is changed, and the opening of the EGR valve is controlled so as to change the EGR amount according to the target oxygen concentration. . In particular, when the fuel injection amount increases, the opening of the EGR valve is increased so as to increase the EGR amount in order to prevent noise due to rapid combustion. However, if such control of the EGR valve is performed during vehicle attitude control, as described in the section of “Problems to be Solved by the Invention”, misfire of engine 100 due to a delay in response of the EGR amount occurs. Etc. may occur. Therefore, in the present embodiment, the change in the opening of the EGR valve during the vehicle attitude control is restricted.

  Specifically, in step S9, in one example, the PCM 60 prohibits a change in the opening of the EGR valve when the vehicle attitude control is performed. In this example, the PCM 60 maintains the opening of the EGR valve constant during the vehicle attitude control. In another example, PCM 60 reduces the amount of change in the opening degree of the EGR valve when the vehicle attitude control is executed, compared to when the vehicle attitude control is not executed. In still another example, the PCM 60 sets the change rate (change rate / slope) of the opening degree of the EGR valve smaller when the vehicle attitude control is executed than when the vehicle attitude control is not executed. The limitation on the amount of change in the opening degree of the EGR valve and the limitation on the changing speed of the opening degree of the EGR valve may be implemented in combination. After the above step S9, the PCM 60 proceeds to step S10.

  On the other hand, when it is not determined in step S8 that the increasing torque or the reducing torque is applied (step S8: No), that is, when the vehicle attitude control is not executed, the PCM 60 skips step S9 and proceeds to step S10. move on. In this case, the PCM 60 does not limit the change in the opening of the EGR valve.

  In step S10, the PCM 60 outputs a control command to each actuator based on the control amount set in step S7. In particular, the PCM 60 outputs a control command to the fuel injection valve 20 so that the fuel injection amount set in step S7 is injected. After such step S10, the PCM 60 ends the control processing.

  Next, an increase torque setting process according to the embodiment of the present invention will be described with reference to FIGS. FIG. 5 is a flowchart of the increased torque setting process according to the embodiment of the present invention, and FIG. 6 is a map showing the relationship between the additional acceleration and the steering speed according to the embodiment of the present invention.

As shown in FIG. 5, when the increase torque setting process is started, in step S11, the PCM 60 determines whether the steering angle (absolute value) of the steering device 207 is increasing (that is, during the turning operation of the steering wheel 206). Determine whether or not. As a result, when the steering angle is increased (step S11: Yes), the process proceeds to step S12, PCM60 the steering speed is determined whether a predetermined threshold value S ₁ or more. That, PCM60, based on the steering angle obtained from the steering angle sensor 96 and calculates the steering speed in step S1 of FIG. 4, it is determined whether the value is the threshold value S ₁ or more.

As a result, when the steering speed is the threshold value S ₁ or more (step S12: Yes), the process proceeds to step S13, PCM60 sets the additional acceleration based on the steering speed. This additional acceleration is acceleration to be applied to the vehicle 200 in accordance with a steering operation in order to control the vehicle attitude according to the driver's intention.

Specifically, the PCM 60 sets the additional acceleration corresponding to the steering speed calculated in step S12 based on the relationship between the additional acceleration and the steering speed shown in the map of FIG. The horizontal axis in FIG. 6 indicates the steering speed, and the vertical axis indicates the additional acceleration. As shown in FIG. 6, when the steering speed is the threshold value S ₁ or less, the corresponding additional acceleration is zero. That is, when the steering speed is the threshold value S ₁ or less, PCM60 does not execute the control for adding the acceleration to the vehicle 200 on the basis of the steering operation.

On the other hand, if the steering speed exceeds the threshold value S ₁ in accordance with the steering speed increases, the additional acceleration corresponding to the steering speed is asymptotic to a predetermined upper limit value A _max. That is, the additional acceleration increases as the steering speed increases, and the rate of increase of the additional amount decreases. The upper limit value _Amax is set to an acceleration level at which the driver does not feel that control intervention has occurred even if acceleration is applied to the vehicle 200 in response to the steering operation (for example, 0.5 m / s ² ≒ 0.05 G). ). Further, when the steering speed is high threshold S ₂ or more than the threshold S ₁ is added acceleration is maintained at the upper limit value A _max.

  Next, in step S14, the PCM 60 sets an increased torque based on the additional acceleration set in step S13. Specifically, the PCM 60 determines the increased torque required to realize the additional acceleration by increasing the basic torque based on the current vehicle speed, gear, road surface gradient, and the like acquired in step S1 of FIG. . After step S14, the PCM 60 ends the increase torque setting process and returns to the main routine.

Also, when the steering angle is not increased in step S11 (step S11: No), or when the steering speed is less than the threshold value S ₁ in step S12 (step S12: No), PCM60 may set the torque increase The increase torque setting process is terminated without performing the process, and the process returns to the main routine of FIG. In this case, the increase torque becomes zero.

  Next, a reduced torque setting process according to the embodiment of the present invention will be described with reference to FIGS. FIG. 7 is a flowchart of the reduced torque setting process according to the embodiment of the present invention, and FIG. 8 is a map showing the relationship between the additional deceleration and the steering speed according to the embodiment of the present invention.

As shown in FIG. 7, when the reduced torque setting process is started, in step S21, the PCM 60 decreases the steering angle (absolute value) of the steering device 207 (that is, during the steering operation of the steering wheel 206). It is determined whether or not. As a result, when the steering angle is being decreased (step S21: Yes), the process proceeds to step S22, PCM60 the steering speed is determined whether a predetermined threshold value S ₁ or more. That, PCM60, based on the steering angle obtained from the steering angle sensor 96 and calculates the steering speed in step S1 of FIG. 4, it is determined whether the value is the threshold value S ₁ or more.

As a result, when the steering speed is the threshold value S ₁ or more (step S22: Yes), the process proceeds to step S23, PCM60 sets the deceleration with based on the steering speed. The additional deceleration is a deceleration to be added to the vehicle 200 in accordance with the steering operation in order to control the vehicle attitude according to the driver's intention.

Specifically, the PCM 60 sets the additional deceleration corresponding to the steering speed calculated in step S22 based on the relationship between the additional deceleration and the steering speed shown in the map of FIG. The horizontal axis in FIG. 8 indicates the steering speed, and the vertical axis indicates the additional deceleration. As shown in FIG. 8, when the steering speed is the threshold value S ₁ or less, additional deceleration corresponding zero. That is, when the steering speed is the threshold value S ₁ or less, PCM60 does not execute the control for adding the deceleration of the vehicle 200 based on the steering operation.

On the other hand, if the steering speed exceeds the threshold value S ₁ in accordance with the steering speed increases, additional deceleration corresponding to the steering speed is asymptotic to a predetermined upper limit value D _max. That is, the additional deceleration increases as the steering speed increases, and the rate of increase in the increase decreases. The upper limit value _Dmax is set to a deceleration level at which the driver does not feel that control intervention has occurred even if deceleration is added to the vehicle 200 in accordance with the steering operation (for example, 0.5 m / s ² ≒ 0). .05G). Further, when the steering speed is high threshold S ₂ or more than the threshold S _1, the additional deceleration is maintained at the upper limit value D _max.

  Next, in step S24, the PCM 60 sets a reduction torque based on the additional deceleration set in step S23. Specifically, the PCM 60 determines the reduced torque required to realize the additional deceleration by reducing the basic torque based on the current vehicle speed, gear, road surface gradient, and the like acquired in step S1. After step S24, the PCM 60 ends the reduced torque setting process, and returns to the main routine of FIG.

Also, when the steering angle is not decreased in the step S21 (step S21: No), or when the steering speed is less than the threshold value S ₁ in step S22 (step S22: No), PCM60 may set the reduction torque The reduction torque setting process ends without performing the process, and returns to the main routine of FIG. In this case, the reduction torque is zero.

<Action and effect>
Next, an example of the operation according to the embodiment of the present invention will be described with reference to the time chart of FIG. FIG. 9 is a time chart showing a time change of each parameter when the vehicle attitude control according to the embodiment of the present invention is performed. FIG. 9 shows, in order from the top, the steering angle of the steering device 207, the steering speed, the additional acceleration / deceleration, the final target torque, the fuel injection amount of the fuel injection valve 20, the EGR valve (basically, the high-pressure EGR valve 43b and the low-pressure EGR valve). 48c).

  First, in the example illustrated in FIG. 9, the driver of the vehicle 200 is not steering until time t11, the steering angle is 0 (neutral position), and the steering speed is also 0. In this state, the increase torque and the decrease torque are not set in the increase torque setting processing of FIG. 5 and the reduction torque setting processing of FIG. 7 (additional acceleration = 0, increase torque = 0, additional deceleration = 0, reduction torque = 0). Therefore, until time t11, the basic torque is determined as the final target torque.

Next, at time t11, when the driver starts the turning operation of the steering wheel 206, the steering angle and the steering speed (the absolute value thereof) increase. When the steering speed becomes S ₁ or more, the increasing torque setting processing of FIG. 5, the processing from step S11 S14 is repeated, setting the additional acceleration and torque increase takes place, i.e. the vehicle attitude control (first vehicle attitude control ) Is executed. Specifically, in step S13 of FIG. 5, the additional acceleration is set based on the steering speed using the map shown in FIG. 6, and in step S14, the increased torque required to realize the set additional acceleration is set. Then, the value obtained by adding the increased torque to the basic torque in step S6 of FIG. 4 is set as the final target torque. As a result, after time t11 (time t11 to t12), engine 100 is controlled such that a torque in which the basic torque is increased by the increased torque is generated. Specifically, the fuel injection amount by the fuel injection valve 20 is increased more than the fuel injection amount for generating the basic torque.

  At times t11 to t12 when such vehicle attitude control is executed, the following EGR valve control is performed. In the lower graph of FIG. 9, the solid line indicates the control of the EGR valve according to the first example of the present embodiment, the broken line indicates the control of the EGR valve according to the second example of the present embodiment, and the dashed line indicates 7 shows control of an EGR valve according to a comparative example. The graph of the comparative example corresponds to normal EGR valve control. That is, in the comparative example, normal EGR valve control is performed even during vehicle attitude control. Specifically, in the comparative example, the target oxygen concentration of the engine 100 is changed according to the change in the fuel injection amount, and the opening of the EGR valve is controlled so as to change the EGR amount according to the target oxygen concentration. In principle, the opening of the EGR valve changes in the same manner as the fuel injection amount (see the dashed line). Even if the EGR valve is controlled in this way, there is a response delay in the actual change in the EGR amount. As a result, the actual EGR amount may deviate from the target EGR amount according to the operating state of the engine 100 such as the fuel injection amount, and combustion stability may not be ensured (for example, misfire may occur).

  In the present embodiment, in order to suppress such a problem in the comparative example, in the first example, the change in the opening degree of the EGR valve during the vehicle attitude control is prohibited. Specifically, in the first example, the opening degree of the EGR valve is kept constant between times t11 and t12 (see the solid line). On the other hand, in the second example of the present embodiment, the change in the opening of the EGR valve during the vehicle attitude control is allowed to some extent. Then, the change speed (change rate / slope) of the opening degree of the EGR valve is reduced (see the broken line). In still another example, only one of the change amount of the opening degree of the EGR valve and the change speed of the opening degree of the EGR valve may be reduced.

  In addition, when torque at which the basic torque is increased by the first vehicle attitude control is generated at times t11 to t12, the increased torque is transmitted to the rear wheel 202b, which is a driving wheel, and a force for propelling the rear wheel 202b forward of the vehicle. Become. When this force is transmitted from the front wheels 202a to the vehicle body of the vehicle 200 via the suspension 203, a force for lifting the rear part of the vehicle body acts instantaneously, and a moment in a direction of tilting the vehicle body forward acts, whereby the vehicle body is tilted. The force to sink the front part downward acts, and the front part of the vehicle body sinks to increase the front wheel load. Thereby, the responsiveness or linear feeling of the vehicle 200 to the turning operation of the steering can be improved. That is, in a rear-wheel drive vehicle, when the drive torque of the rear wheel 202b is increased to apply acceleration, an inertial force for leaning the vehicle body and an instantaneous force for leaning the vehicle body are generated. It is considered that the instantaneous force of the vehicle body leaning forward due to the increased torque is dominantly contributing to the vehicle responsiveness and linear feeling to the vehicle.

  Next, when the operation shifts to the maintenance of the steering at time t12, the steering angle becomes a constant value. In this state, the increase torque and the decrease torque are not set in the increase torque setting processing of FIG. 5 and the reduction torque setting processing of FIG. 7 (additional acceleration = 0, increase torque = 0, additional deceleration = 0, reduction torque = 0). Therefore, from time t12 to t13, the basic torque is determined as the final target torque.

Further, when the driver starts the turning back operation of the steering wheel 206 at the time t13, the steering angle decreases and the steering speed (absolute value) increases. When the steering speed (absolute value of) becomes S ₁ or more, the reduction torque setting processing of FIG. 7, the process from step S21 S24 are repeated, setting the additional deceleration and reduced torque are carried out, i.e. the vehicle attitude control (Second vehicle attitude control) is executed. Specifically, the additional deceleration is set based on the steering speed using the map shown in FIG. 8 in step S23 of FIG. 7, and the reduced torque required to realize the set additional deceleration is set in step S24. Is set, and a value obtained by subtracting the reduced torque from the basic torque in step S6 of FIG. 4 is set as the final target torque. As a result, after time t13 (time t13 to t14), engine 100 is controlled such that a torque in which the basic torque is reduced by the reduced torque is generated. Specifically, the amount of fuel injected by the fuel injection valve 20 is smaller than the amount of fuel injection for generating the basic torque.

  Also, at times t13 to t14 when such vehicle attitude control is performed, the same control of the EGR valve as described above is performed. Specifically, in the first example of the present embodiment, the change in the opening degree of the EGR valve during the vehicle attitude control is prohibited. In particular, in the first example, the opening degree of the EGR valve is kept constant between times t13 and t14 (see the solid line). On the other hand, in the second example of the present embodiment, the change in the opening of the EGR valve during the vehicle attitude control is allowed to some extent. Then, the change speed (change rate / slope) of the opening degree of the EGR valve is reduced (see the broken line). In still another example, only one of the change amount of the opening degree of the EGR valve and the change speed of the opening degree of the EGR valve may be reduced.

  In addition, when the torque whose basic torque is reduced by the second vehicle attitude control is generated from time t13 to time t14, the reduced torque is transmitted to the rear wheel 202b, which is a driving wheel, and becomes a force to pull the rear wheel 202b backward of the vehicle. . When this force is transmitted from the rear wheel 202b to the vehicle body of the vehicle 200 via the suspension 203, a force for sinking the rear portion of the vehicle downward acts instantaneously, and a moment in the direction of leaning the vehicle body acts. As a result, a force for lifting the front part of the vehicle body acts, and the front part of the vehicle body rises to reduce the front wheel load. As a result, it is possible to improve the responsiveness and linear feeling of the vehicle to the steering return operation. That is, in a rear-wheel drive vehicle, when the driving torque of the rear wheels 202b is reduced to provide a deceleration, an inertial force for leaning the vehicle body and an instantaneous force for leaning the vehicle body are generated. It is considered that the instantaneous leaning force of the vehicle body due to the reduced torque is dominantly contributing to the responsiveness of the vehicle to the returning operation and the linear feeling.

  Next, at time t14, when the steering angle returns to 0 and the steering is maintained (steering speed = 0), the steering speed becomes 0, so that the values of the additional acceleration and the additional deceleration also become 0, and the value of the basic torque becomes final. It is determined as the target torque.

  Next, the operation and effect of the embodiment of the present invention described above will be described.

  In the present embodiment, the PCM 60 increases the torque generated by the engine 100 in response to an increase in the steering angle (corresponding to a steering turning operation) with respect to the vehicle in which the rear wheels 202b are driven by the engine 100. (First vehicle attitude control). The PCM 60 normally changes the EGR amount based on the engine operating state, but limits the change in the EGR amount during the first vehicle attitude control. Thus, it is possible to appropriately prevent the EGR amount from becoming excessive due to the response delay of the EGR amount during the first vehicle attitude control and the occurrence of a misfire of the engine 100 or the like.

  In particular, in the present embodiment, during the vehicle attitude control, the PCM 60 limits at least one of the change amount of the EGR amount and the limit of the change speed of the EGR amount. In addition, the above-described problem can be appropriately suppressed.

  Further, in the present embodiment, the PCM 60 controls the vehicle attitude by reducing the torque generated by the engine 100 in response to the decrease in the steering angle (corresponding to the steering return operation) (second vehicle attitude control). . Then, the PCM 60 restricts the change of the EGR amount during the second vehicle attitude control. As a result, a problem caused by changing the EGR amount during the second vehicle attitude control, specifically, the EGR amount becomes insufficient due to a delay in the response of the EGR amount (the oxygen concentration in the cylinder becomes excessive), and the engine 100 is abnormal. It is possible to appropriately suppress the occurrence of combustion or the like.

<Modification>
In the above-described embodiment, the vehicle attitude control is performed based on the steering angle and the steering speed. However, in another example, instead of the steering angle and the steering speed, the vehicle posture control is performed based on the yaw rate, the lateral acceleration, the yaw acceleration, and the lateral jerk. Posture control may be performed.

Reference Signs List 1 intake passage 5 turbocharger 20 fuel injection valve 41 exhaust passage 43 high-pressure EGR device 43b high-pressure EGR valve 48 low-pressure EGR device 48c low-pressure EGR valve 60 PCM
Reference Signs List 96 steering angle sensor 97 accelerator opening sensor 98 vehicle speed sensor 100 engine 200 vehicle 202a front wheel 202b rear wheel 207 steering device

Claims (8)

A method for controlling a vehicle whose rear wheels are driven by an engine,
A basic torque setting step of setting a basic torque to be generated by the engine based on a driving state of the vehicle;
An increased torque setting step of setting an increased torque so that the basic torque is increased based on an increase in a steering angle of a steering device mounted on the vehicle;
A torque generating step of controlling the engine such that a torque obtained by increasing the basic torque based on the increased torque is generated;
An EGR amount changing step of changing an EGR amount to be recirculated from an exhaust passage to an intake passage in the engine based on an engine operating state including a generated torque of the engine;
A limiting step of limiting the change in the EGR amount in the EGR amount changing step during the torque generating step;
A control method for a vehicle, comprising:   The vehicle control method according to claim 1, wherein in the limiting step, at least one of limiting the amount of change in the EGR amount and limiting the speed of changing the EGR amount is performed. Based on a decrease in the steering angle of the steering device, further comprising a reduced torque setting step of setting a reduced torque so that the basic torque is reduced,
In the torque generating step, the engine is controlled so as to generate a torque in which the basic torque is reduced based on the reduced torque. In the limiting step, the EGR amount in the EGR amount changing step is also controlled during the torque generating step. Restrict changes to
The control method for a vehicle according to claim 1. The engine has a fuel injection valve,
A fuel injection amount setting step of setting a fuel injection amount of the fuel injection valve based on the increased torque,
In the torque generating step, the fuel injection valve is controlled such that the set fuel injection amount is injected,
The method for controlling a vehicle according to claim 1. A vehicle control system,
An engine that drives rear wheels of the vehicle;
A steering device for steering the vehicle,
A steering angle sensor that detects a steering angle of the steering device;
A driving state sensor for detecting a driving state of the vehicle,
A controller for controlling the engine,
The engine includes: an EGR passage through which EGR gas to be recirculated from an exhaust passage to an intake passage passes; and an EGR valve provided on the EGR passage to adjust an EGR amount.
The controller is
Based on the operating state detected by the operating state sensor, set a basic torque to be generated by the engine,
Based on the increase in the steering angle detected by the steering angle sensor, set the increased torque so that the basic torque is increased,
Controlling the engine such that a torque obtained by increasing the basic torque based on the increased torque is generated,
Controlling the opening degree of the EGR valve so as to change the EGR amount based on an engine operating state including the generated torque of the engine;
While controlling the engine to generate a torque obtained by increasing the basic torque based on the increased torque, the control unit is configured to limit a change in the opening of the EGR valve.
A vehicle system, characterized in that: A vehicle control system,
An engine that drives rear wheels of the vehicle;
A steering device for steering the vehicle,
A steering angle sensor that detects a steering angle of the steering device;
A driving state sensor for detecting a driving state of the vehicle,
A controller for controlling the engine,
The engine includes: an EGR passage through which EGR gas to be recirculated from an exhaust passage to an intake passage passes; and an EGR valve provided on the EGR passage to adjust an EGR amount.
The controller is
Based on the driving state detected by the driving state sensor, set a basic torque to be generated by the engine,
Based on a decrease in the steering angle detected by the steering angle sensor, a reduced torque is set so that the basic torque is reduced,
Controlling the engine such that a torque obtained by reducing the basic torque based on the reduced torque is generated,
Controlling the opening degree of the EGR valve so as to change the EGR amount based on an engine operating state including the generated torque of the engine;
While controlling the engine to generate a torque that is reduced from the basic torque based on the reduced torque, it is configured to limit a change in the opening of the EGR valve.
A vehicle system, characterized in that: A control device for a vehicle in which rear wheels are driven by an engine,
Means for increasing the generated torque of the engine based on an increase in the steering angle of a steering device for steering the vehicle;
Means for changing the amount of EGR to be recirculated from the exhaust passage to the intake passage in the engine based on an engine operating state including a torque generated by the engine;
Means for restricting a change in the EGR amount while the generated torque of the engine is increased based on the increase in the steering angle;
A control device for a vehicle, comprising: A control device for a vehicle in which rear wheels are driven by an engine,
Means for reducing the generated torque of the engine based on a decrease in the steering angle of a steering device for steering the vehicle;
Means for changing the amount of EGR to be recirculated from the exhaust passage to the intake passage in the engine based on an engine operating state including a torque generated by the engine;
Means for restricting the change in the EGR amount while the generated torque of the engine is reduced based on the decrease in the steering angle;
A control device for a vehicle, comprising:

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