CN100441842C - Apparatus and method for controlling internal combustion engine - Google Patents

Abstract

In an internal combustion engine provided with a variable valve mechanism which can change valve operation characteristics (valve lift ranges and valve work angles) of an intake valve, the valve operation characteristics of the intake valve can be detected, and the air input controlled by the intake valve can be calculated according to the detected valve operation characteristics. Then, the variation (the variation rate and the variation quantity) between a latest air input calculated value and a past air input calculated value is calculated, and latest engine control variables are calculated according to the variation and engine control variables (the basic fuel injection quantity, etc.) set in the past. Finally, the calculated latest engine control variables are output in order to execute the control on the engine.

Description

The control gear of internal-combustion engine and controlling method

Technical field

The present invention relates to the control gear and the controlling method of internal-combustion engine, wherein this internal-combustion engine is provided with the variable valve actuator for air of the valve operating characteristic that changes intake valve, particularly, the present invention relates to a kind of air inflow and come the technology of calculation engine controlled variable exactly according to cylinder.

Background technique

Up to now, a kind of engine controlling unit is disclosed, wherein based on passing through the air quantity measurer, as Air flow meter, air inflow that detected air quantity is calculated and the air inlet that has detected are pressed based on this air inflow and are come computing fuel emitted dose (with reference to the open 11-62639 of Japanese unexamined patent).

Yet, developed a kind of motor, wherein air inflow control is to carry out by the valve operating characteristic that changes intake valve.In this motor, because the air quantity that sucks cylinder from reality changes and detects this variation up to air quantity measurer (Air flow meter) and occurred detecting and postpone, especially, the transient state that therefore can not change in the air inflow of motor detects air inflow exactly.

In addition, in this motor, usually, because the negative pressure of unlatching obtaining to be scheduled to of the closure of control setting in gas-entered passageway, that is, it is constant to make air inlet press, press even therefore use above-mentioned conventional art to detect this air inlet, also can not detect air inflow.

Therefore, use above-mentioned traditional control gear, in the internal-combustion engine of the variable valve actuator for air that is provided with the valve operating characteristic that can change intake valve, wherein air inflow control is to carry out by the valve operating characteristic that is changed intake valve by variable valve actuator for air, can not detect (calculating) exactly and go out air inflow.

Especially, under the situation that air inflow changes, postpone owing to detect, therefore can not calculate with this variation corresponding, the engine controlled variable that is provided with according to air inflow, fuel injection amount etc. for example, thus may cause the manoeuvring performance of motor and emission performance to reduce.

Summary of the invention

The present invention be directed to above problem finishes, even and the objective of the invention is the transient state that the air inflow at motor changes and also can calculate exactly and the corresponding engine controlled variable of air inflow, in the internal-combustion engine of realizing air inflow control based on the valve operating characteristic of intake valve, to finish proper engine control.

In order to reach this purpose, according to the present invention, control (engine control) is to carry out in the internal-combustion engine of the variable valve actuator for air that is provided with the valve operating characteristic that can change intake valve in the following manner:

Detect the valve operating characteristic of intake valve, calculate the air inflow of controlling by intake valve with valve operating characteristic based on this detection;

Calculate the variation between up-to-date air inflow calculated value and the previous air inflow calculated value, calculate up-to-date engine controlled variable with variation and the previous engine controlled variable of setting based on this calculating; And

Carry out control based on the up-to-date engine controlled variable of this calculating to internal-combustion engine.

Based on accompanying drawing other purpose of the present invention and characteristic will be described below.

Description of drawings

Fig. 1 shows the view of system architecture of the internal-combustion engine of the embodiment of the invention.

Fig. 2 is sectional view (the A-A sectional view among Fig. 3), shows changeable air valve action and lift mechanisms (VEL) among this embodiment.

Fig. 3 is the side view of VEL.

Fig. 4 is the plan view of VEL.

Fig. 5 is a stereogram, shows the eccentric cam that uses in VEL.

Fig. 6 A and Fig. 6 B are sectional view (the B-B sectional views among Fig. 3), show the runnability of VEL when hanging down the lift state.

Fig. 7 A and Fig. 7 B are sectional view (cuing open the sectional view of getting along the B-B among Fig. 3), show the runnability of VEL when the high lift state.

Fig. 8 is valve lift properties figure, and it is corresponding to the bottom end and the cam face of the swing cam among the VEL.

Fig. 9 shows the valve timing of VEL and the performance plot of valve lift.

Figure 10 shows the stereogram of the rotating drive mechanism of Control Shaft among the VEL.

Figure 11 is the sectional arrangement drawing of valve timing control mechanism (VTC) among this embodiment.

Figure 12 shows the contrast between the behavior of the behavior of actual cylinder volume flow rate ratio η V and the volumetric flow ratio RQHOVEL that intake valve is flowed through, and the contrast between the variance ratio behavior of the variance ratio behavior of η V and RQHOVEL.

Figure 13 is a block diagram, shows the setting of the target phase angle (TGVTC) of the target operating angle of VEL and VTC.

Figure 14 is a block diagram, shows the setting of the target unlatching (TDTVO) of closure.

Figure 15 is a block diagram, shows the calculating based on the IO Intake Valve Opens of correction value KAVEL.

Figure 16 is a block diagram, shows first embodiment who calculates basic fuel injection amount TP.

Figure 17 is a block diagram, shows the calculating of the volume flow that intake valve flows through.

Figure 18 is a block diagram, shows second embodiment who calculates basic fuel injection amount TP.

Embodiment

To be described embodiments of the invention with reference to the accompanying drawings below.

Fig. 1 is the structural drawing that is used for the internal-combustion engine of vehicle.In Fig. 1, in the gas-entered passageway 102 of internal-combustion engine 101, be provided with electronically controlled throttle valve 104, be used for driving the opening and closing of closure 103b by throttling motor 103a.Air is inhaled into firing chamber 106 by electronically controlled throttle valve 104 and intake valve 105.

The waste gas that burnt is discharged firing chamber 106 by exhaust valve 107, purifies by preceding catalyst 108 and back catalyst 109, then enters atmosphere.

By changeable air valve operating angle and lift mechanisms (VEL=variable valve event andlift mechanism, changeable air valve action and lift mechanisms) 112 change the valve lift amount and the valve operating angle of intake valve 105 continuously, and by changeable air valve timing mechanism (VTC=valvetiming control mechanism, the valve timing control mechanism) 113 change its valve timing (that is the center phase place of its valve operating angle) continuously.That is, VEL112 or/and VTC113 corresponding to variable valve actuator for air of the present invention.Note, if the characteristic of one of valve lift amount and valve operating angle has determined that the characteristic of another in valve lift amount and the valve operating angle has also just been determined so.

On the other hand, under the constant situation of the valve lift amount that keeps exhaust valve 107 and valve operating angle, drive the opening and closing of exhaust valve 107 by cam 111, its cam 111 is supported on the exhaust side camshafts 110 that rotate synchronously with crankshaft 120 vertically.

Be provided with the control unit (C/U) 114 of micro computer, acceptance is from the testing signal of a plurality of sensors, for example, be used for detecting the accelerator pedal sensor APS201 of accelerator workload (accelerator opening AVO), the Air flow meter 202 of the upstream portion detection quality air amount Qa that is used at gas-entered passageway 102, be used for from the crank angle sensor 203 of crankshaft 120 acquisition turn signal (engine speed) Ne, be used for detecting the throttling sensor 204 of the aperture TVO of closure 103b, be used for detecting air inlet pressure sensor 205 at the air-distributor pressure Pm in the downstream side of closure 103b, and the cam sensor 206 etc. that is used for detecting the pivotal position of suction side camshaft.

In addition, electromagnetism fuel sprays door 131 and is arranged in the import 130 of intake valve 105 upstream sides of each cylinder.Fuel sprays door 131 and is driven unlatching by the ejection pulse signal from C/U114, to spray and supply with the fuel of adjusting under predetermined pressure.Come the igniter plug 132 of drive surface by fire signal to firing chamber 106 from C/U114, thus the air-fuel mixture of spark ignition in firing chamber 106.

At this structure of VEL112 and VTC113 is described.Yet these structures are only as example, and the present invention is not limited to this.

At first, VEL112 will be described.To shown in Figure 4, the VEL112 in the present embodiment comprises: a pair of intake valve 105,105 as Fig. 2; The camshaft of hollow (suction side camshaft) 13, they are supported in the camshaft supporting portion 14 of cylinder head 11 rotationally, and rotate synchronously with crankshaft 120; Two eccentric cams 15,15 as rotating cam, they are supported on the camshaft 13 vertically; Control Shaft 16, it is arranged on the position on top of camshaft 13 and basic parallel with camshaft 13, and is supported on rotationally in the same camshaft supporting portion 14; A pair of rocking arm 18,18, they pass control cam 17 and are supported on swingably on the Control Shaft 16; And a pair of independently swing cam 20,20, it is arranged on the upper end portion of intake valve 105,105 respectively by valve tappet 19,19.

Eccentric cam 15,15 links together by link arm 25,25 and rocking arm 18,18 respectively. Rocking arm 18,18 links together by link 26,26 and swing cam 20,20.

As shown in Figure 5, each eccentric cam 15 forms basic annular shape, and comprises the cam body 15a of minor diameter, and is integrally formed in the lip part 15b on the outer surface of cam body 15a.Inside by eccentric cam forms camshaft jack 15c vertically, and the central axis X of cam body 15a departs from the central axis Y of camshaft 13 with a prearranging quatity. Eccentric cam 15,15 is in the position pressurized that does not interfere with valve tappet 19,19 and two outsides that are fixed to camshaft 13 by camshaft jack 15c.Outer surface 15d, the 15d of cam body 15a, 15a form identical shaped.

As shown in Figure 4, each rocking arm 18 bending also forms roughly crank shape, and its centre bottom 18a is supported on the control cam 17 rotationally.Pin-and-hole 18d passes an end 18b and forms, and this end 18b gives prominence to and forms from the outer end of bottom 18a.The pin 21 that is connected with the terminal part of link arm 25 is pressed into pin-and-hole 18d.Pin-and-hole 18e passes the other end 18c and forms, and this end 18c gives prominence to and forms from the inner end of bottom 18a.The pin 28 that is connected with an end 26a (describing after a while) of each link 26 is pressed into pin-and-hole 18e.

Control cam 17 forms cylinder form, and is fixed on the periphery of Control Shaft 16.As shown in Figure 2, the central axis P2 position of departing from Control Shaft 16 with offset, central axis P1 position of control cam 17.

As Fig. 2, Fig. 6 and shown in Figure 7, swing cam 20 forms basic side direction U-shape shape, and supported hole 22a passes basic annular bottom end portion 22 and forms.Camshaft 13 inserts and is supported on rotationally on the bottom 22.Similarly, pin-and-hole 23a passes the end 23 of the other end 18c that is positioned at rocking arm 18 and forms.

On the bottom surface of swing cam 20, formed the basic circle surface 24a and the cam face 24b of bottom 22 sides, and cam face 24b extends to an edge of end 23 from basic circle surface 24a with arcuation.Basic circle surface 24a and cam face 24b contact in the pre-position of the upper surface of each valve tappet 19, and wherein this precalculated position is corresponding to the swing position of swing cam 20.Promptly, according to the valve lift properties shown in Fig. 8, as shown in Figure 2, the predetermined angular range θ 1 of basic circle surface 24a is called the basic circle interval, scope from the interval θ 1 of the basic circle of cam face 24b to predetermined angular range θ 2 is called sloped region, and the scope from θ 2 between the sloped region of cam face 24b to predetermined angular range θ 3 is called the lift interval.

Link arm 25 comprises circular bottom part 25a and protruding terminus 25b, and wherein protruding terminus 25b is in the outstanding formation in the precalculated position of the outer surface of bottom 25a.Be formed at the neutral position of bottom 25a rotationally with the pilot hole 25c of the outer surface assembling of the cam body 15a of eccentric cam 15.Similarly, pin 21 inserts wherein pin-and-hole 25d rotationally and passes protruding terminus 25b and form.Link arm 25 and eccentric cam 15 constitute the wobble drive part.

Link 26 forms the linearity configuration of predetermined length, and pin jack 26c, 26d pass two rounded ends 26a, 26b and form.Be pressed into the end of pin 28,29 of pin-and-hole 23a of the end 23 of the pin-and-hole 18d of the other end 18c of rocking arm 18 and swing cam 20 respectively, insert pin jack 26c, 26d rotationally.The axially movable clasp 30,31,32 that is used for limiting link arm 25 and link 26 is separately positioned on the end of pin 21,28,29.

As shown in figure 10, Control Shaft 16 is set at actuator (DC servo motor) 121 drivings of one end thereof and rotates in predetermined rotational angular range.By change the operating angle (rotational angle) of Control Shaft 16 by actuator 121, the position of the central axis P2 of Control Shaft 16 changes with respect to the central axis P1 of control cam 17, thereby the valve lift amount of each intake valve 105,105 and valve operating angle also change (with reference to figure 9) in succession.That is,, can detect the valve lift amount and the valve operating angle of each intake valve 105,105 by detecting the operating angle (driven quantity of VEL112) of Control Shaft 16.

More specifically, in Figure 10, DC servo motor 121 is to be provided with like this, and promptly its rotatingshaft is parallel with Control Shaft 16, and first bevel gear 122 is supported on the terminal part of this rotatingshaft vertically.

Pair of posts 123a, 123b are fixed to the terminal part of Control Shaft 16.Nut 124 is fixed between this terminal part to pillar 123a, 123b.

Be supported on terminal part with the screw rod 125 of nut 124 engagements vertically with second bevel gear 126 of first bevel gear 122 engagement.The rotation of DC servo motor 121 is passed to screw rod 125.

Then, drive screw rods 125 by DC servo motor 121 and rotate, and with the position of the nut 124 of screw rod 125 engagements along the moving axially of screw rod 125, rotate thereby drive Control Shaft 16.At this, when the position of nut 124 during near second bevel gear 126, valve lift amount reduces, and when the position of nut 124 during away from second bevel gear 126, valve lift amount increase.

In addition, the potentiometer-type operating angle sensor 127 that is used for detecting the operating angle of Control Shaft 16 is set at the terminal part of Control Shaft 16, as shown in figure 10.C/U114 feedback control DC servo motor 121, thus consistent by operating angle sensor 127 detected operating angles (VCS-ANGL) with target operating angle (TGVEL).Note, except above-mentioned potentiometer-type sensor, the sensor of other types, for example non-contact type as Hall (effect) integrated circuit type sensor, also can be used as operating angle sensor 127.

Below, VTC113 will be described.VTC113 in the present embodiment is called as leaf type changeable air valve timing mechanism, keeping under the constant situation of valve operating angle, thereby it changes the rotation phase control valve timing (On/Off regularly) of camshaft with respect to crankshaft.

In Figure 11, VTC113 comprises: camshaft sprocket 51 (regularly sprocket wheel), and it is driven by crankshaft 120 rotationally by timing chain; Rotating component 53, it is fixed to the end of suction side camshaft 13, and is contained in the inside of camshaft sprocket 51 rotationally; Make the oil hydraulic circuit 54 that rotating component 53 rotates with respect to camshaft sprocket 51; And locking framework 60, its relative rotation position between lock tab wheel shaft sprocket wheel 51 and the rotating component 53 selectively in a plurality of precalculated positions.

Camshaft sprocket 51 comprises: rotation section (not illustrating in the drawings) has the tooth with timing chain (or timing tape) engagement on its periphery; Be arranged on the housing 56 of front, rotation section, be used for ccontaining rotationally rotating component 53; And the protecgulum and the bonnet (not illustrating in the drawings) that are used for closing the forward and backward opening of housing 56.

Housing 56 is the cylinder form with rear and front end opening, and at interval four outstanding separating parts 63 is set along circumferencial direction with 90 on the side face within it, and wherein the transverse section of four separating parts 63 is approximate trapezoid, and respectively along the axial setting of housing 56.

Rotating component 53 is fixed to the front end of suction side camshaft 13, and comprises having first circular bottom part 77 to quaterfoil 78a, 78b, 78c and 78d, and wherein said four blades are disposed on the outer circumferential face of bottom 77 with 90 in a circumferential direction.

First is the approximate inverted trapezoidal shape with respect to separating part 63 to quaterfoil 78a to 78d, and is arranged in the recess between each separating part 63, thereby in rotational direction forms the space in recess before and after it.Advance side hydraulic pressure cavity 82 and delay angle side hydraulic pressure cavity 83 be formed at first to quaterfoil 78a to 78d between the bi-side of each blade and between the bi-side of each separating part 63.

Locking framework 60 has such structure, that is, spring bolt 84 inserts conjugate foramen (not illustrating in the drawings) in the pivotal position of the maximum delay angle of rotating component 53 side (at the reference work state).

Oil hydraulic circuit 54 has and is used for supplying with and the first oil pressure passage 91 of discharging oil pressure to advance side hydraulic pressure cavity 82, and is used for supplying with and the second oil pressure passage 92 of discharging oil pressure to delay angle side hydraulic pressure cavity 83.Oil supply gallery 93 and oil drain passage 94a, 94b are connected on these two oil pressure passages 91 and 92 by being used for the solenoid directional control valve 95 of switching channel respectively.

The engine-driving oil pump 97 that is used for aspirating the oil in the food tray 96 is arranged on the oil supply gallery 93, and the downstream of oil drain passage 94a and 94b is communicated with food tray 96.

The first oil pressure passage 91 roughly radially forms in the bottom 77 of rotating component 53, and is connected to four branch road 91d that are communicated with each advance side hydraulic pressure cavity 82.The second oil pressure passage 92 is connected to four spill port 92d that open to each delay angle side hydraulic pressure cavity 83.

By solenoid directional control valve 95, inner spool valve is set to control the relative switching between each oil pressure passage 91,92 and supply passage 93 and discharge passage 94a, the 94b.

C/U114 controls the electric weight of supplying with the electromagnetic actuators 99 be used for driving solenoid directional control valve 95 according to the load control signal that is added with dither signal on it.

For example, when with the control signal (OFF signal) of duty ratio 0% when exporting to electromagnetic actuators 99, supply with delay angle side hydraulic pressure cavity 83 from the hydraulic fluid that oil pump 47 extracts by the second oil pressure passage 92, and the hydraulic fluid in advance side hydraulic pressure cavity 82 is discharged to the food tray 96 from the first discharge passage 94a by the first oil pressure passage 91.Therefore, when the internal drop of advance side hydraulic pressure cavity 82 is low, the interior voltage rise height of delay angle side hydraulic pressure cavity 83, and rotating component 53 turns to maximum delay angle side by blade 78a to 78d.This causes the opening time (opening timing and timeing closing) of intake valve 105 to postpone.

On the other hand, when with the control signal (ON signal) of duty ratio 100% when exporting to electromagnetic actuators 99, supply with advance side hydraulic pressure cavity 82 inside from the hydraulic fluid that oil pump 47 extracts by the first oil pressure passage 91, and the hydraulic fluid in delay angle side hydraulic pressure cavity 83 is arranged oil-feed dish 96 by the second oil pressure passage 92 from the second oil drain passage 94b.Therefore, the internal drop of delay angle side hydraulic pressure cavity 83 is low.So rotating component 53 completely forwards advance side by blade 78a to 78d.Thus, the opening time of intake valve 105 (opening timing and timeing closing) is shifted to an earlier date.

In said structure, C/U114 controls electronically controlled throttle valve 104, VEL112 and VTC113, thereby when the performance characteristic of unlatching by closure 103b and intake valve 105 generates required negative pressure, can obtain the target air inflow corresponding to accelerator opening.

In addition, C/U114 calculates the fuel injection amount corresponding to air inflow, and also optimum igniting is set regularly according to the fuel injection amount that is calculated, and sprays valve 131 and the igniter plug 132 outputs signal corresponding to fuel injection amount and ignition timing to fuel respectively.

Under the stable state of the motor of the performance characteristic at intake valve 105 approximate constant (that is, air inflow is approximate constant), can come the computing fuel emitted dose and ignition timing is set according to the air inflow checkout value that obtains by Air flow meter 202.But, under the transient state of the motor of change in the performance characteristic of intake valve 105 (that is, air inflow changes), postpone owing to detect, therefore can not accurately detect air inflow by Air flow meter 202.Therefore, computing fuel emitted dose and ignition timing is set correctly.

On the other hand, press under (negative pressure) constant state in air inlet, although (particularly based on the air inflow calculated value of the valve operating characteristic of intake valve 105, the intake valve volumetric flow ratio RQHOVEL that flows through is described after a while) be not suitable for use in absolute value, but can trace into the phase place of actual cylinder air inflow (actual volumetric flow ratio) η V substantially, in addition, by the variance ratio of RQHOVEL and the contrast between the η V, therefore computing fuel emitted dose and the accuracy (with reference to Figure 12) that ignition timing is set can from experiment, have further been improved certainly.

Therefore, in the present embodiment, when stable state (air inflow is constant), the same with traditional technology, come the calculation engine controlled variable based on the air inflow checkout value that obtains by Air flow meter 202, as fuel injection amount, ignition timing etc., (air inflow changes and in transient state, that is in the time of, VEL112 work), the variance ratio of the volumetric flow ratio RQHOVEL by using intake valve to flow through (based on the air inflow calculated value of the valve operating characteristic of intake valve), can calculate engine controlled variable exactly, and it is exported to carry out the control to motor corresponding to actual air inflow.

Below, will air inflow control of being finished by C/U114 and the calculating of representing the basic fuel injection amount TP of engine controlled variable be described.

Figure 13 shows block diagram to the control of electronically controlled throttle valve 104, VEL112 and VTC113 to Figure 15.

Figure 13 is a block diagram, and it shows the setting of the target phase angles (TGVTC) of the target operating angle (TGVEL) of VEL112 and VTC113.In Figure 13, target volume flow rate ratio calculating section 301 is the target volume flow rate ratio TQHOST (corresponding to the target air inflow) of calculation engine 101 in the following manner.

At first, calculate required air quantity Q0, and calculate required required ISC air quantity QISC (required air quantity during idle running) in the idling speed control (ISC) corresponding to accelerator opening APO and engine speed Ne.

Then, required air quantity Q0 is calculated total required air quantity Q (Q=Q0+QISC) mutually with required ISC air quantity QISC.The total required air quantity Q that calculates is divided by engine speed Ne and effective air displacement (total cylinder volume) VOL#, thereby calculates target volume flow rate ratio TQHOST (=Q/ (Ne * VOL#)).

In VEL target angle calculating section 302, based target volumetric flow ratio TQHOST and engine speed Ne calculate the target operating angle TGVEL (that is, the target lift amount) of Control Shaft 16 among the VEL112, and with its output.Therefore, thus actuator 121 is driven and makes VEL operating angle VCS-ANGL reach target operating angle TGVEL.

Here, target volume flow rate ratio TQHOST is big more and engine speed Ne is high more, target operating angle TGVEL is set so like this makes lift amount big more.Yet, because the lower limit of lift amount, in low-load and slow-speed of revolution side, when lift amount greater than with the corresponding desirable value of target volume flow rate ratio TQHOST the time, target operating angle TGVEL is set up and is adjusted by the solar term of closure 103b.

In VTC target angle calculating section 303, based target volumetric flow ratio TQHOST and engine speed Ne calculate the target phase angles TGVTC (target advancement amount) among the VTC113, and with its output.Therefore, the delivery of supplying with electromagnetic actuators 99 is controlled, thereby makes current rotation phase VTCNOW reach target phase angles TGVTC.

Here, target volume flow rate ratio TQHOST is big more and engine speed Ne is high more, and the target phase angles TGVTC that valve timing postpones is set so like this.

Figure 14 shows the block diagram of setting of the target aperture TDTVO of closure 103b.In Figure 14, in first conversion portion 402, convert target volume flow rate ratio TQHOST to quantity of state AANVO by using illustrated conversion table.This quantity of state can be expressed as At/, and (Ne * VOL#), wherein, At represents the closure open area, and Ne represents engine speed, and VOL# represents air displacement (cylinder volume).

Then, the engine speed Ne in the AANVO and first enlarged portion 402 multiplies each other, and then multiply by air displacement VOL# in second enlarged portion 403, and the result is made as fundamental segment valve opening area TVOAA0.Notice that this fundamental segment valve opening area TVOAA0 is a closure open area required when intake valve 105 has standard valve operating characteristic (hereinafter referred to as the Std. valve operating characteristic).

In the 3rd enlarged portion 404, the correction of carrying out according to the actual working characteristics of intake valve 105 (changing) from the Std. valve operating characteristic, be to finish, thereby set closure open area TVOAA by multiply by fundamental segment valve opening area TVOAA0 based on the correction value KAVEL of IO Intake Valve Opens.Setting based on the correction value KAVEL of IO Intake Valve Opens be will be described later (with reference to Figure 15).

Then, in second conversion portion 405, use illustrated conversion table that the target that closure open area TVOAA converts closure 103b to is opened (angle) TDTVO, and export this target and open TDTVO.Therefore, electronically controlled throttle valve 104 is controlled to make the unlatching of closure 103b to reach target unlatching TDTVO, and produces the target negative pressure.

Figure 15 shows the computing block diagram based on the correction value KAVEL of IO Intake Valve Opens.Even the correction value KAVEL based on IO Intake Valve Opens is configured to guarantee that air quantity does not change yet when the performance characteristic of intake valve 105 changes (changing with respect to the Std. valve operating characteristic), its concrete computational process is as follows.

At first, the air mass flow Qth (t) through closure 103b (kg/sec) can be expressed as equation (1) and equation (2).

When blocking: $\frac{\mathrm{Pc}}{\mathrm{Pm}}\≤{\left(\frac{2}{\mathrm{\γ}+1}\right)}^{\frac{\mathrm{\γ}}{\mathrm{\γ}-1}}$

$\mathrm{Qth}\left(t\right)=\frac{\mathrm{At}\·\mathrm{Pa}}{\sqrt{R\·\mathrm{Ta}}}\sqrt{\mathrm{\γ}}{\left(\frac{2}{\mathrm{\γ}-1}\right)}^{\frac{\mathrm{\γ}+1}{2(\mathrm{\γ}-1)}}---\left(1\right)$

When clog-free:

$\mathrm{Qth}\left(t\right)=\frac{\mathrm{At}\·\mathrm{Pa}}{\sqrt{R\·\mathrm{Ta}}}{\left(\frac{\mathrm{Pm}}{\mathrm{Pa}}\right)}^{\frac{1}{\mathrm{\γ}}}\sqrt{\frac{2\mathrm{\γ}}{\mathrm{\γ}-1}(1-{\left(\frac{\mathrm{Pm}}{\mathrm{Pa}}\right)}^{\frac{\mathrm{\γ}-1}{\mathrm{\γ}}})}---\left(2\right)$

In the equation, Pa represents barometric pressure (Pa) in the above, and Pm represents mainfold presure (Pa), and Ta represents outside air temperature (K), and At represents closure open area (m ²).

Therefore, constant even the performance characteristic of intake valve 105 changes (becoming state 1) in order to keep air quantity from state 0, formula (3) below needing to set up.

$\frac{\mathrm{At}0\&CenterDot;\mathrm{Pa}}{\sqrt{R\&CenterDot;\mathrm{Ta}}}{\left(\frac{\mathrm{<figure-callout\; id="0"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}0}{\mathrm{Pa}}\right)}^{\frac{1}{\mathrm{\&gamma;}}}\sqrt{\frac{2\mathrm{\&gamma;}}{\mathrm{\&gamma;}-1}(1-{\left(\frac{\mathrm{<figure-callout\; id="0"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}0}{\mathrm{Pa}}\right)}^{\frac{\mathrm{\&gamma;}-1}{\mathrm{\&gamma;}}})}$

$=\frac{\mathrm{At}1\&CenterDot;\mathrm{Pa}}{\sqrt{R\&CenterDot;\mathrm{Ta}}}{\left(\frac{\mathrm{<figure-callout\; id="1"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}1}{\mathrm{Pa}}\right)}^{\frac{1}{\mathrm{\&gamma;}}}\sqrt{\frac{2\mathrm{\&gamma;}}{\mathrm{\&gamma;}-1}{(1-\frac{\mathrm{<figure-callout\; id="1"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}1}{\mathrm{Pa}})}^{\frac{\mathrm{\&gamma;}-1}{\mathrm{\&gamma;}}}}---\left(3\right)$

In following formula, Pa represents barometric pressure, Ta represents outside air temperature, the target mainfold presure of Pm0 representative when the Std. valve operating characteristic, the target mainfold presure of Pm1 representative after valve operating characteristic changes, the closure open area of At0 representative when the Std. valve operating characteristic, and At1 is illustrated in the closure open area after valve operating characteristic changes.

Therefore, closure open area At0 when the Std. valve operating characteristic and change at valve operating characteristic (, VEL112 work) relation between the closure open area At1 after, promptly the correction value KAVEL based on IO Intake Valve Opens can represent with following equation (4).

$\mathrm{KAVEL}=\frac{\mathrm{At}1}{\mathrm{At}0}=\frac{{\left(\frac{\mathrm{<figure-callout\; id="0"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}0}{\mathrm{Pa}}\right)}^{\frac{1}{\mathrm{\&gamma;}}}\sqrt{(1-{\left(\frac{\mathrm{<figure-callout\; id="0"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}0}{\mathrm{Pa}}\right)}^{\frac{\mathrm{\&gamma;}-1}{\mathrm{\&gamma;}}})}}{{\left(\frac{\mathrm{<figure-callout\; id="1"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}1}{\mathrm{Pa}}\right)}^{\frac{1}{\mathrm{\&gamma;}}}\sqrt{(1-{\left(\frac{\mathrm{<figure-callout\; id="1"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}1}{\mathrm{Pa}}\right)}^{\frac{\mathrm{\&gamma;}-1}{\mathrm{\&gamma;}}})}}---\left(4\right)$

Therefore, standard pressure than calculating section 410 in, by the previous corresponding relation (map) that distributes by performance of referenced in schematic, thereby and based target volumetric flow ratio TQHOST and engine speed Ne obtain target mainfold presure Pm0 when the Std. valve operating characteristic and the ratio (Pm0/Pa of barometric pressure Pa; The standard pressure ratio).

Then, in KPA0 calculating section 411, by looking into illustrated table TBLKPA0, and come design factor KPA0 than (Pm0/Pa) based on standard pressure.Notice that this COEFFICIENT K PA0 can be by following equation (5) expression and corresponding to the numerator value in the equation (4).

$\mathrm{<figure-callout\; id="0"\; label="KPA"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">KPA</figure-callout>}0={\left(\frac{\mathrm{<figure-callout\; id="0"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}0}{\mathrm{Pa}}\right)}^{\frac{1}{\mathrm{\&gamma;}}}\sqrt{(1-{\left(\frac{\mathrm{<figure-callout\; id="0"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}0}{\mathrm{Pa}}\right)}^{\frac{\mathrm{\&gamma;}-1}{\mathrm{\&gamma;}}})}---\left(5\right)$

On the other hand, be provided with in the part 412 at the goal pressure ratio, by looking into illustrated table and based target volumetric flow ratio TQHOVEL and engine speed Ne, the work as VEL112 is set, specifically, the goal pressure when the VEL operating angle is controlled as target operating angle TGVEL is than (Pm1/Pa).

Then, in KPA1 calculating section 413, by looking into illustrated table TBLKPA1, and based target pressure ratio (Pm1/Pa) is come design factor KPA1.This COEFFICIENT K PA1 can be by following equation (6) expression and corresponding to the denominator value in the equation (4).

$\mathrm{<figure-callout\; id="1"\; label="KPA"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">KPA</figure-callout>}1={\left(\frac{\mathrm{<figure-callout\; id="1"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}1}{\mathrm{Pa}}\right)}^{\frac{1}{\mathrm{\&gamma;}}}\sqrt{(1-{\left(\frac{\mathrm{<figure-callout\; id="1"\; label="Pm"\; filenames="C20041004237300241.png,C20041004237300371.png"\; state="\{\{state\}\}">Pm</figure-callout>}1}{\mathrm{Pa}}\right)}^{\frac{\mathrm{\&gamma;}-1}{\mathrm{\&gamma;}}})}---\left(6\right)$

In division part 414, thus with COEFFICIENT K PA0 divided by COEFFICIENT K PA1 be provided with KAVEL (=KPA0/KPA1), and this value of setting exported to the 3rd multiplication part 404 (Figure 14).

As mentioned above, realized controlling air inflow according to operating conditions by intake valve 105.

Then, the calculating of basic fuel injection amount TP will be described according to the block diagram shown in Figure 16 and Figure 17.

Figure 16 shows first embodiment who calculates basic fuel injection amount TP.In this embodiment, when transient state, variance ratio RQHOGAIN between volumetric flow ratio RQHOVEL that the intake valve of current calculating is flowed through and the previous calculated value RQHOVELz (=RQHOVEL/QHOVELz) multiply by the basic fuel injection amount TPz of previous setting, thus calculate current basic fuel injection amount TP.Note, will be described (with reference to Figure 17) to the volumetric flow ratio RQHOVEL that intake valve is flowed through after a while.

In Figure 16, in the basic fuel injection amount calculating section 500 of stable state, calculate the basic fuel injection amount TP00 of stable state in the following manner.

Promptly, in air quantity mean value calculation part 501, calculate current by Air flow meter 202 detected air quantity QA with before by mean value (air inflow exponential average) QAA{=(the QA+QAz)/2} between the Air flow meter 202 detected air quantity QAz (for example, before the 2ms).

In basic fuel injection amount calculating section 502,, be calculated as follows the basic fuel injection amount TP00 of stable state based on this air inflow exponential average QAA and engine speed Ne.

TP00＝QAA×KCONST#/(Ne×NREF#)

In following formula, KCONST# and NREF# are constants.

On the other hand, in the basic fuel injection amount calculating section 510 of transient state, calculate the basic fuel injection amount TP010 of transient state by the following method.

That is, in variance ratio calculating section 511, volumetric flow ratio RQHOVEL that flows through based on the intake valve of current calculating and previous calculated value RQHOVELz (for example, before the 4ms) are calculated as follows variance ratio RQHOGAIN1.

RQHOGAIN1＝RQHOVEL/RQHOVELz

In the first output switching part 512, be in stable state or be in transient state according to motor and change its output.If motor is in transient state, select variance ratio RQHOGAIN1 so, and in multiplication part 513, by variance ratio RQHOGAIN1 being multiply by the previous setting value TPz of basic fuel injection amount (as RQHOVELz, before 4ms), thus calculate the basic fuel injection amount TP10 of transient state (=TPz * RQHOGAIN1).

Note, except variance ratio RQHOGAIN1, also can calculate variable quantity (=RQHOVEL-RQHOVELz).In this case, replace multiplication part 413, calculating the basic fuel injection amount TP10 of transient state thus corresponding to the value of the variable quantity that calculates and the preceding value TPz addition of basic fuel injection amount with addition section.

In addition, in stable state or transient state judgment part 520, judge that by the following method motor is in stable state or is in transient state.

Promptly, in volumetric flow ratio variable quantity calculating section 521, based on the target volume flow rate ratio TQHOST and the previous calculated value TQHOSTz (for example, before the 10ms) of current calculating, be calculated as follows variable quantity (its absolute value) DLTQHO of target volume flow rate ratio.

DLTQHO＝|TQHOST-TQHOSTz|

In rating unit 522, variable quantity DLTQHO and predefined prearranging quatity DLTQSL# are compared, if and variable quantity DLTQHO is equal to or greater than prearranging quatity DLTQSL#, so just judge that motor is to be in transient state, if and variable quantity DLTQHO so just judges that less than prearranging quatity DLTQSL# motor is to be in stable state.This judged result is exported to the first output switching part 512 and the second output switching part 530.

In the second output commutation part 530, rely on transient state or stable state judged result to select basic fuel injection amount TP00 of stable state or the basic fuel injection amount TP10 of transient state, in addition, in weighted mean treated section 540, press the weighted average calculation of following formula, for example, calculate basic fuel injection amount TP.

TP=TPz (preceding value)+(1-k) * TP0 (k is a Weighting factor)

Then, C/U114 uses basic fuel injection amount TP to calculate final fuel injection amount Ti by following formula, and is spraying the ejection pulse signal of valve 131 outputs corresponding to the fuel injection amount Ti that calculates with the synchronous predetermined timing of engine rotation to fuel.Note,, the ignition timing as controlled variable corresponding to fuel injection amount Ti will be set also although do not describe.

Ti＝TP×(1/λt)×(α+UL+UK)

In following formula, λ t represents the target GOR, and α represents the GOR feedback factor, and UL represents the GOR learning value, and UK represents different coefficients.

Therefore, even motor is in the transient state that air inflow changes constantly, also can realize changing the accurate control of corresponding fuel injection amount and ignition timing with air inflow.

The flow through calculating of volumetric flow ratio RQHOVEL of intake valve will be described below.This calculating is to carry out like this, that is, obtain the open area of intake valve 105 based on VEL operating angle (VCS-ANGL), and convert thereof into volumetric flow ratio.

Specifically, in the block diagram of Figure 17, in open area conversion portion 601, by looking into illustrated table, and calculate the basic open area AAVEL0 of intake valve 105 based on VEL operating angle (VCS-ANGL).Notice that target operating angle TGVEL can replace VEL operating angle VCS-ANGL to calculate.

Then, in rotating retouch 602, the basic open area AAVEL0 that calculates be multiply by based on the correction factor KHOSNE that rotates, wherein this coefficient is by looking into illustrated table, and be provided with based on engine speed Ne, then in intake valve upstream pressure retouch 603, the result be multiply by the ratio (Pm/Pa) of actual mainfold presure Pm and barometric pressure Pa again, thereby calculate the open area AAVEL of intake valve 105.Doing such correction is to consider, because inertial force strengthens along with the increase of engine speed Ne, therefore open area also increases, even and at same open area, the upstream pressure (suction pressure) of the intake valve 105 that air inflow also can be produced by the solar term by closure 103b changes.

Then, in the first division part 604, the open area AAVEL of calculating is divided by engine speed Ne, then in the second division part 605, obtain further divided by air displacement (cylinder volume) VOL#, thereby obtain quantity of state AANV (A/N/V).

Then, in volume flow conversion portion 606, by using illustrated conversion table, convert quantity of state AANV to volumetric flow ratio (RQHOVEL), and in VTC retouch 607, the result who obtains be multiply by correction value KHOSIVC based on valve timing, thereby calculate the volumetric flow ratio RQHOVEL that intake valve is flowed through.Doing such correction is to consider, along with the change of the timeing closing of the intake valve 105 by VTC113, effectively cylinder volume also changes.The RQHOVEL that calculates is exported to the variance ratio calculating section 511 among Figure 16.

Figure 18 shows second embodiment who calculates basic fuel injection amount TP.This embodiment and first embodiment (Figure 16) difference is to calculate the second variance ratio RQHOGAIN2 based on the intake valve of the current calculating intake valve of volumetric flow ratio RQHOVEL and calculating when transient state the is judged volumetric flow ratio RQHOVELk that flows through that flows through, and the second variance ratio RQHOGAIN2 that will calculate multiply by the basic fuel injection amount TPk that (or slightly) is provided with when transient state is judged, thereby calculates the basic fuel injection amount TP10 ' of transient state.

Promptly, the basic fuel injection amount calculating section 510 of transient state ' in, based on the intake valve of current calculating flow through volumetric flow ratio RQHOVEL and when transient state is judged at the intake valve of the variance ratio calculating section 511 ' middle calculating volumetric flow ratio RQHOVELk that flows through, be calculated as follows the second variance ratio RQHOGAIN2.

RQHOGAIN2＝RQHOVEL/RQHOVELk

The first output switching part 512 ' in, be in stable state or be in transient state according to motor and change its output.If motor is in transient state, select the second variance ratio RQHOGAIN2 so, and multiplication part 513 ' in, the basic fuel injection amount TPk that is provided with when transient state is judged multiply by variance ratio RQHOGAIN2, thereby calculate the basic fuel injection amount TP10 ' of transient state (=TPk * RQHOGAIN2), and it is outputed to the second output switching part 530.As in first embodiment, calculating is to carry out like this, promptly, do not select the second variance ratio RQHOGAIN2 and calculate variable quantity (=RQHOVEL-RQHOVELk), and will be, thereby the basic fuel injection amount TP10 of calculating transient state corresponding to the value of the variable quantity that calculates and the basic fuel injection amount TPk addition that when transient state is judged, is provided with

Identical among remaining part and first embodiment.Therefore, can use same reference character, and the descriptions thereof are omitted.

In a second embodiment, also can realize changing the accurate control of corresponding fuel injection amount and ignition timing with the transient state air inflow.

As mentioned above, according to above embodiment, described formation is such, promptly, valve operating characteristic based on intake valve calculates the air inflow of being controlled by intake valve, engine controlled variable based on up-to-date air inflow calculated value and variation between the air inflow calculated value in the past and previous setting calculates up-to-date engine controlled variable, thereby controls motor based on the up-to-date engine controlled variable of this calculating.In this constitutes, owing to use the engine controlled variable that is provided with in the past and calculate (up-to-date) engine controlled variable at present with the variation (variance ratio or variable quantity) of the air inflow calculated value of comparing in the past, even and when the transient state that air inflow changes constantly, also can trace into the variation (variance ratio or variable quantity) of actual cylinder air inflow exactly, therefore may calculate engine controlled variable exactly, and improve accuracy thus engine control corresponding to actual cylinder air inflow.

In addition, when motor is in transient state (state that air inflow changes), revise the engine controlled variable of previous setting according to the variation between current (up-to-date) air inflow calculated value and the previous air inflow calculated value, thereby calculate (up-to-date) engine controlled variable at present, and control motor based on the engine controlled variable that calculates, and the variation of the air inflow calculated value of comparing according to previous relatively calculated value thus revises the engine controlled variable of previous setting, can trace into the variation of actual cylinder air inflow so exactly.Therefore, can calculate exactly and the corresponding engine controlled variable of cylinder air inflow that constantly changes.

In addition, even also can obtain similar effect under the situation below, promptly when motor is in transient state, be judged variation between the air inflow calculated value when being in transient state according to current (up-to-date) air inflow calculated value and motor, revise at motor and be judged the engine controlled variable that is provided with when being in transient state, thereby calculate current (up-to-date) engine controlled variable, and control motor based on the engine controlled variable of this calculating.

When motor is in stable state, based on coming the calculation engine controlled variable in the detected quality air amount of intake valve upstream side, and when motor is in the cylinder air inflow can be exactly by the detected stable state of air quantity measurer the time, can calculate the controlled variable that is used for motor based on this checkout value, make when alleviating computation burden that thus the calculating of engine controlled variable is simple.

This paper with reference to and engage the full content of the Japanese patent application 2002-373659 that submitted on December 25th, 2002, and require its preference.

Although only select embodiment to explain the present invention, can be clear from open literary composition to those of ordinary skill in the art, under the situation that does not break away from scope of the present invention defined in the appended claims, can carry out variations and modifications to the present invention.

In addition, only be exemplary according to the above stated specification of the embodiment of the invention, be not limitation of the present invention, protection scope of the present invention is limited by appended claim and their equivalent.

Claims (17)

1, a kind of control gear of internal-combustion engine, the variable valve actuator for air that it is provided with the valve operating characteristic that can change intake valve comprises:

The valve operating characteristic test section, it detects the valve operating characteristic of described intake valve;

The air inflow calculating section, it calculates the air inflow of controlling by described intake valve based on detected valve operating characteristic;

The engine controlled variable calculating section, its calculation engine controlled variable; And

Control section, it carries out control to described internal-combustion engine based on the engine controlled variable that calculates in described engine controlled variable calculating section,

Wherein, described engine controlled variable calculating section calculates the variation between up-to-date air inflow calculated value and the previous air inflow calculated value, and calculates up-to-date engine controlled variable based on the variation of this calculating and the engine controlled variable that is provided with in the past.

2, the control gear of internal-combustion engine according to claim 1 is characterized in that,

Described variable valve actuator for air changes valve operating angle and the valve lift amount as valve operating characteristic.

3, the control gear of internal-combustion engine according to claim 2 is characterized in that,

Described variable valve actuator for air also changes the center phase place of valve operating angle.

4, the control gear of internal-combustion engine according to claim 1 is characterized in that,

The driven quantity of described variable valve actuator for air is detected in described valve operating characteristic test section, and as the value relevant with valve operating characteristic.

5, the control gear of internal-combustion engine according to claim 1 is characterized in that, further comprises:

The state judgment part, it judges that described internal-combustion engine is in the invariable stable state of air inflow or is in the transient state that air inflow changes,

Wherein when described internal-combustion engine is in transient state, described engine controlled variable calculating section calculates the variation between up-to-date air inflow calculated value and the previous air inflow calculated value, and calculates up-to-date engine controlled variable based on the variation and the previous engine controlled variable that is provided with of this calculating.

6, the control gear of internal-combustion engine according to claim 1 is characterized in that, also comprises:

The state judgment part, it judges that described internal-combustion engine is in the invariable stable state of air inflow or is in the transient state that air inflow changes,

Wherein when described internal-combustion engine is in transient state, described engine controlled variable calculating section calculates up-to-date air inflow calculated value and is judged variation between the air inflow calculated value when being in transient state at described internal-combustion engine, with the variation that calculates based on this be judged the engine controlled variable that is provided with when being in transient state at described internal-combustion engine and calculate up-to-date engine controlled variable.

7, the control gear of internal-combustion engine according to claim 1 is characterized in that, also comprises:

The air quantity detecting sensor, it detects the quality air amount in the upstream of described intake valve; And

The state judgment part, it judges that described internal-combustion engine is in the invariable stable state of air inflow or is in the transient state that air inflow changes,

Wherein when described internal-combustion engine was in stable state, described engine controlled variable calculating section came the calculation engine controlled variable based on the quality air amount that detects.

8, the control gear of internal-combustion engine according to claim 1 is characterized in that,

Described engine controlled variable comprises one of them of fuel injection amount and ignition timing at least.

9, the control gear of internal-combustion engine according to claim 2 is characterized in that,

Described variable valve actuator for air comprises:

Camshaft, itself and crankshaft rotate synchronously;

Control Shaft, it be arranged in parallel with described camshaft substantially;

The control cam, it is fixed on the periphery of described Control Shaft prejudicially;

Rocking arm, it is supported swingably by described control cam;

The wobble drive part, its rotation according to described camshaft drives an end of described rocking arm swingably;

Swing cam, it is connected to the other end of described rocking arm, and can swing with the described intake valve of opening and closing; And

Actuator, it drives described Control Shaft and rotates.

10, a kind of controlling method of internal-combustion engine, this internal-combustion engine is provided with the variable valve actuator for air of the valve operating characteristic that can change intake valve, and this method may further comprise the steps:

Detect the valve operating characteristic of described intake valve;

Calculate the air inflow of controlling by described intake valve based on the valve operating characteristic that detects;

Calculate the variation between up-to-date air inflow calculated value and the previous air inflow calculated value, and calculate up-to-date engine controlled variable based on the variation of this calculating and the engine controlled variable that is provided with in the past; And

Carry out control based on the up-to-date engine controlled variable that calculates to described internal-combustion engine.

11, the controlling method of internal-combustion engine according to claim 10 is characterized in that,

Described variable valve actuator for air changes valve operating angle and the valve lift amount as valve operating characteristic.

12, the controlling method of internal-combustion engine according to claim 11 is characterized in that,

Described variable valve actuator for air also changes the intermediate phase of valve operating angle.

13, the controlling method of internal-combustion engine according to claim 10 is characterized in that,

The step of described detection valve operating characteristic detects the driven quantity of described variable valve actuator for air, as the value relevant with valve operating characteristic.

14, the controlling method of internal-combustion engine according to claim 10 is characterized in that, further comprises step:

Judge that described internal-combustion engine is in the invariable stable state of air inflow or is in the transient state that air inflow changes,

Wherein when described internal-combustion engine is in transient state, the step of the up-to-date engine controlled variable of described calculating is calculated the variation between up-to-date air inflow calculated value and the previous air inflow calculated value, and calculates up-to-date engine controlled variable based on the variation and the previous engine controlled variable that is provided with of this calculating.

15, the controlling method of internal-combustion engine according to claim 10 is characterized in that, also comprises step:

Judge that described internal-combustion engine is in the invariable stable state of air inflow or is in the transient state that air inflow changes,

Wherein when described internal-combustion engine is in transient state, the step of the up-to-date engine controlled variable of described calculating is calculated up-to-date air inflow calculated value and is judged as variation between the air inflow calculated value when being in transient state when described internal-combustion engine, to calculate up-to-date engine controlled variable based on the variation that calculates with when described internal-combustion engine is judged as the engine controlled variable that is provided with when being in transient state.

16, the controlling method of internal-combustion engine according to claim 10 is characterized in that, also comprises step:

Detection is in the quality air amount of the upstream of described intake valve; And

Judge that described internal-combustion engine is in the invariable stable state of air inflow or is in the transient state that air inflow changes,

Wherein when described internal-combustion engine was in stable state, the step of the up-to-date engine controlled variable of described calculating was calculated up-to-date engine controlled variable based on this quality air amount.

17, the controlling method of internal-combustion engine according to claim 10 is characterized in that,

Described engine controlled variable comprises one of them of fuel injection amount and ignition timing at least.

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