CN102140971B - Learning control device of air-fuel ratio of internal combustion engine - Google Patents
Learning control device of air-fuel ratio of internal combustion engine Download PDFInfo
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- CN102140971B CN102140971B CN2011100310165A CN201110031016A CN102140971B CN 102140971 B CN102140971 B CN 102140971B CN 2011100310165 A CN2011100310165 A CN 2011100310165A CN 201110031016 A CN201110031016 A CN 201110031016A CN 102140971 B CN102140971 B CN 102140971B
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Abstract
The invention relates to a learning control device of the air-fuel ratio of an internal combustion engine, which performs fuel injection-based air-fuel ratio control even in a region outside an O2 feedback region, and the fuel injection reflects the aging change of the internal combustion engine. In a load region outside the O2 feecback region, a control unit uses a learning value of the O2 feedback region adjacent to the load region to control the fuel injection amount.
Description
Technical field
The present invention relates to a kind of learning control device for air-fuel ratio of internal-combustion engine, it possesses: Fuelinjection nozzle, and it is to the air suction way burner oil; Lambda sensor, it detects the residual oxygen concentration in the waste gas that circulates in exhaust passageway; Throttler valve, it is controlled at the gettering quantity that circulates in the described air suction way; Throttle sensor, its aperture that detects this throttler valve is throttle opening; Speed probe, it detects engine speed; Control unit, it is based on described lambda sensor, the checkout value of described throttle sensor and described speed probe, control is from the fuel injection amount of described fuel injection valves inject, wherein, this control unit is identified for making air fuel ratio to become the basic fuel injection amount of target air-fuel ratio based on described throttle opening and described engine speed, and the feedback compensation coefficient by determining according to the checkout value of described lambda sensor, learn and change corresponding penalty coefficient by the definite timeliness of engine loading simultaneously to multiply by described basic fuel injection amount in the mode that the timeliness according to internal-combustion engine changes, thereby obtain at least not the fuel injection amount based on pressure of inspiration(Pi) and atmospheric pressure, and simultaneously to comprising a plurality of O
2A plurality of load areas of feedback areas independently carry out fuel injection control.
Background technique
The known a plurality of O that have a kind of setting to make air-fuel ratio feedback in patent documentation 1
2Feedback areas, and each above-mentioned zone carried out alone O
2The learning control device for air-fuel ratio of the internal-combustion engine of feedback control.
Patent documentation 1: No. 2631580 communique of Japan Patent
Disclosed device passes through the O based on the checkout value of lambda sensor in the above-mentioned patent documentation 1
2Feedback control is considered the deteriorated timeliness variation that causes etc. of motor and can be accessed suitable fuel-injection condition, but at O
2In the feedback areas, the control fuel injection amount is so that air fuel ratio becomes stoichiometric (chemically correct fuel).Yet, when internal-combustion engine is in the operating condition in the high throttle opening of high rotation zone, the high temperature (spraying cooling) that preferably prevents internal-combustion engine by making fuel injection amount become the air fuel ratio higher than stoichiometric (air fuel ratio of dense side) is carried out O under above-mentioned operating condition
2During feedback control, existence can not realize spraying the situation of cooling.In addition, when internal-combustion engine was in the operating condition in the low throttle opening zone of low rotation, burning capacity also reduced because the air quantity that internal-combustion engine attracts is few, thereby is difficult to expect high-precision O
2Feedback control.
Therefore, in the operation range that defines based on engine speed and throttle opening, be set with and carry out O
2The zone of feedback control and do not carry out O
2O is not being carried out in the zone of feedback control
2In the zone of feedback control, usually carry out fuel and spray compensation, in this zone, to form suitable operating condition.And, when carrying out this compensation, usually based on the testing result of barometric pressure sensor, inspiratory pressure sensor or atmosphere temperature transducer and compensate.
Yet, when being equipped on the internal-combustion engine of two-wheeled dilly such as grade, the restriction of the mounting space of parts etc. is strict, and require to make the system cost of fuel injection cheap, thereby considered not use barometric pressure sensor, inspiratory pressure sensor etc. and the situation of the system that realization fuel sprays.In this case, need to a kind ofly not carry out O as described above
2Can carry out the method that suitable fuel sprays in the zone of feedback control.
Summary of the invention
The present invention proposes in view of such situation, and its purpose is to provide a kind of does not need inspiratory pressure sensor etc. and at O
2The learning control device for air-fuel ratio of the internal-combustion engine of suitable fuel injection also can be carried out in zone beyond the feedback control zone.
To achieve these goals, the present invention relates to a kind of learning control device for air-fuel ratio of internal-combustion engine, it possesses: Fuelinjection nozzle, and it is to the air suction way burner oil; Lambda sensor, it detects the residual oxygen concentration in the waste gas that circulates in the exhaust passageway; Throttler valve, it is controlled at the gettering quantity that circulates in the described air suction way; Throttle sensor, its aperture that detects this throttler valve is throttle opening; Speed probe, it detects engine speed; Control unit, it is based on described lambda sensor, the checkout value of described throttle sensor and described speed probe, control is from the fuel injection amount of described fuel injection valves inject, wherein, this control unit is based on described throttle opening and described engine speed, be identified for making air fuel ratio to become the basic fuel injection amount of target air-fuel ratio, and the feedback compensation coefficient by determining according to the checkout value of described lambda sensor, learn and change corresponding penalty coefficient by the definite timeliness of engine loading simultaneously to multiply by described basic fuel injection amount in the mode that the timeliness according to internal-combustion engine changes, thereby obtain at least not the fuel injection amount based on pressure of inspiration(Pi) and atmospheric pressure, and simultaneously to comprising a plurality of O
2A plurality of load areas of feedback areas independently carry out fuel injection control, and the First Characteristic of the learning control device for air-fuel ratio of described internal-combustion engine is that described control unit is at a plurality of described O
2In the described load area beyond the feedback areas, use the described O adjacent with this load area
2The learning value of feedback areas is controlled fuel injection amount.
In addition, the present invention is on the basis of First Characteristic structure, and its Second Characteristic is that described control unit is at a plurality of described O
2Carry out the fuel injection control of using described feedback compensation coefficient and described timeliness to change corresponding penalty coefficient in the feedback areas, at described O
2Load area beyond the feedback areas is defined as " 1 " with described feedback compensation coefficient, and described timeliness is changed corresponding penalty coefficient is defined as adjacent O
2The value of feedback areas and carry out fuel injection control.
The present invention first or the basis of Second Characteristic structure on, it the 3rd is characterised in that a plurality of described O
2Feedback areas is set as described throttle opening, and less it is narrower.
On the basis of the present invention's arbitrary structure in the first～the 3rd feature structure, it the 4th is characterised in that in described control unit, a plurality of load areas border each other is set as has hysteresis.
In addition, on the basis of the present invention's arbitrary structure in the first～the 4th feature structure, it the 5th is characterised in that, when the operating condition of motor changes between a plurality of described load areas, described control unit carries out fuel injection control, so that timeliness changes the value that corresponding penalty coefficient (KBU) moves closer to the load area of new transformation destination.
The invention effect
In accordance with a first feature of the invention, since control unit when fuel injection control at least not based on pressure of inspiration(Pi) and atmospheric pressure, therefore in fuel injection control apparatus, need not to use inspiratory pressure sensor and barometric pressure sensor, thereby the cost of the system of realization and the minimizing of components number are simultaneously at O
2In the load area beyond the feedback areas, use the O adjacent with this load area
2The learning value of feedback areas is controlled fuel injection amount, therefore at O
2The air fuel ratio that zone beyond the feedback areas also can carry out spraying based on fuel is controlled, and this fuel sprays reflection internal-combustion engine timeliness to be changed.Especially in the zone of low throttle opening, the friction variation, coal that can realize combustion motor is to the deteriorated air fuel ratio control of controlling of the motor of the intake variation that causes adhering to of throttler valve etc., and in the zone of high throttle opening, the characteristic of the output bias of throttle sensor has the tendency that depends on throttle opening, but by the O of reference near this throttle opening
2Feedback areas, and can carry out the setting of suitable air fuel ratio.
In addition, according to Second Characteristic of the present invention, at O
2In the load area beyond the feedback areas, owing to feedback compensation coefficient being defined as " 1 " and timeliness is changed corresponding penalty coefficient is defined as adjacent O
2Therefore the value of feedback areas and carry out fuel injection control can prevent O
2The rareness of the air fuel ratio beyond the feedback areas.
According to the 3rd feature of the present invention, because a plurality of described O
2Feedback areas is set as throttle opening, and less it is narrower, therefore can carry out trickle study control in the low throttle opening zone of the deteriorated impact that is subject to easily bypass valve etc., thereby can carry out more suitable air fuel ratio control.
According to the 4th feature of the present invention, because a plurality of load areas border each other is set as and has hysteresis, therefore can prevent in the vibrative situation of boundary vicinity.
In addition, according to the 5th feature of the present invention, when the operating condition of motor changes, can suppress fuel injection amount situation jumpy between load area.
Description of drawings
Fig. 1 is the integrally-built figure of expression internal-combustion engine.
Fig. 2 is the block diagram of the structure of expression control unit.
Fig. 3 is the feedback compensation coefficient of expression each load area of determining motor and the flow chart of the order that timeliness changes corresponding penalty coefficient.
Fig. 4 is the Map's graph that expression is used for the load area of retrieval motor.
Fig. 5 is expression O
2The figure of feedback areas.
Fig. 6 is that Fig. 4 and Fig. 5 is overlapping and figure expression.
Fig. 7 is illustrated in to change the flow chart of the subroutine of corresponding penalty coefficient less than definite feedback compensation coefficient and timeliness in a plurality of engine load region of setting the setting of lower limit throttle opening.
Fig. 8 is illustrated in to determine in a plurality of engine load region of setting more than the capping throttle opening that feedback compensation coefficient and timeliness change the flow chart of the subroutine of corresponding penalty coefficient.
The flow chart of the subroutine of the processing sequence when Fig. 9 is the definite engine load region transformation of expression.
The flow chart of the subroutine of the processing sequence when Figure 10 is the definite basic model transformation of expression.
Figure 11 is that expression is determined to follow the transformation of engine load region and made timeliness change the flow chart of the subroutine of the order that corresponding penalty coefficient gradually changes.
Symbol description:
17 air suction ways
18 exhaust passageways
21 throttler valves
22 Fuelinjection nozzles
26 throttle sensors
30 speed probes
32 lambda sensors
The C control unit
The E internal-combustion engine
Embodiment
Below, with reference to Fig. 1～Figure 11, embodiments of the present invention are described, at first, in Fig. 1, for example chimeric in the cylinder barrel 11 that is equipped on the water-cooled internal-combustion engine E on two-wheeled have a piston 12 that can slide, will be for being connected with the cylinder head 16 of described internal-combustion engine E with the venting gas appliance 15 that is used to eject from the waste gas of described firing chamber 13 to the suction means 14 of supplying with mixed gass in the face of the firing chamber 13 at these piston 12 tops, in suction means 14, be formed with air suction way 17, in venting gas appliance 15, be formed with exhaust passageway 18.In addition, front-end face is installed to the spark plug 20 of described firing chamber 13 in cylinder head 16.
In described suction means 14, be equipped with the throttler valve 21 for the gettering quantity that is controlled at air suction way 17 circulations that can open and close, and set up the Fuelinjection nozzle 22 that is useful on to lean on air suction way 17 burner oils in downstream side than throttler valve 21.And circuitous bypass path 27 is connected with air suction way 17 in described throttler valve 21, and the air quantity of circulation is regulated by actuator 28 in this bypass path 27.And in described venting gas appliance 15, be folded with catalyst 25.
Time of ignition by described spark plug 20 igniting, the fuel injection amount that is sprayed by described Fuelinjection nozzle 22 and the action of described actuator 28 be by control unit C control, to this control unit C input checkout value that to detect described throttler valve 21 apertures be the throttle sensor 26 of throttle opening, the checkout value of the speed probe 30 of the rotating speed of the bent axle 29 that detection is connected with described piston 12, the checkout value of the cooling-water temperature sensor 31 of the water temperature of detection engine cooling water, for the residual oxygen concentration in the waste gas that detects in exhaust passageway 18 circulation at the checkout value that is installed in the lambda sensor 32 on the described venting gas appliance 15 than described catalyst 25 by the downstream side.
In Fig. 2, the part of the emitted dose of the described Fuelinjection nozzle 22 of control among the described control unit C possesses: basic emitted dose is calculated mechanism 34, it reaches the throttle opening that obtains by throttle sensor 26 based on the rotating speed that obtains by speed probe 30, and reference is identified for obtaining the basic fuel injection amount of target air-fuel ratio when shining upon 33; Feedback compensation coefficient is calculated mechanism 35, and it is based on the oxygen concentration that obtains by described lambda sensor 32, to calculate feedback compensation coefficient and to carry out O near the mode of target air-fuel ratio
2Feedback control; Compensation mechanism 36, it compensates basic fuel injection amount based on calculate the compensation rate that mechanism 35 obtains by feedback compensation coefficient; Final fuel injection time is calculated mechanism 37, it obtains the fuel injection time corresponding with the final fuel injection amount that obtains by compensation mechanism 36, and the part of the emitted dose of the described Fuelinjection nozzle 22 of control among the described control unit C constitutes the fuel injection amount that can obtain at least not based on pressure of inspiration(Pi) and atmospheric pressure.
Described feedback compensation coefficient is calculated mechanism 35 and is had: dense, rare detection unit 38, and it judges dense, rare degree of waste gas based on the oxygen concentration that detects by lambda sensor 32; Parameter calculating section 39, it compensates feedback compensation coefficient and basic fuel injection amount based on the result of determination of this dense, rare detection unit 38.Parameter calculating section 39 with cycle of regulation to fixedness memory section 40 stored parameters such as EPROM or flash memories, and when ignition switch is connected when starting (system), never parameter is read in volatile storage section 40.
And in described parameter calculating section 39, change corresponding penalty coefficient KBU by feedback compensation coefficient KO2 and the timeliness that is stored in periodically fixedness memory section 40, will be based on the comprehensive compensation COEFFICIENT K T that is used for air fuel ratio control of the checkout value of lambda sensor 32 as KT ← (KO2 * KBU) calculate.At this, it is the coefficient of learning and determining by engine loading simultaneously in the mode that the timeliness according to the deteriorated grade of internal-combustion engine E changes that timeliness changes corresponding penalty coefficient KBU, cycle with regulation is stored in fixedness memory section 40, after disconnecting (system stops), ignition switch also keeps this value, when system starts, read in, learn control.
Described feedback compensation coefficient KO2 is carrying out O
2At disposable variable of the cycle of each regulation, basically carry out feedback control based on this feedback compensation coefficient KO2 during feedback control, make air fuel ratio near target air-fuel ratio.And, based on dense, the rare result of determination in dense, rare detection unit 38, determine feedback compensation coefficient KO2.
The processing sequence that this seed ginseng is counted in the calculating section 39 describes, and in Fig. 3, in step S1, based on engine speed NE and throttle opening TH, which zone the load of retrieval motor is in.Namely, as shown in Figure 4, set lower limit throttle opening TH02L, capping throttle opening THO2H and above-mentioned setting lower limit and a plurality of setting throttle opening THFB0, THFB1, THFB2, the THFB3 between upper limit throttle opening THO2L, the THO2H and become along with the increase of engine speed NE greatly, and be redefined for TH02L＜THFB1＜THFB2＜THFB3＜THO2H.And each sets throttle opening TH02L, THFB1, THFB2, THFB3, THO2H is represented by solid line in the value of the increase side of throttle opening TH, is illustrated by the broken lines in the value that reduces side of throttle opening TH, sets for to have hysteresis.
On the other hand, shown in the oblique line of Fig. 5, O
2Feedback areas is set as by setting lower limit rotational speed N LOP, capping rotational speed N HOP and idling zone upper limit rotational speed N THO2L, setting lower limit throttle opening THO2L and the determined zone of capping throttle opening THO2H.And idling zone upper limit rotational speed N THO2L is represented by solid line in the value of the increase side of engine speed NE, the value that reduces side at engine speed NE is illustrated by the broken lines, setting lower limit throttle opening THO2L and capping throttle opening THO2H is represented by solid line in the value of the increase side of throttle opening TH, the value that reduces side at throttle opening TH is illustrated by the broken lines, and is set as to have hysteresis.
And when making the region overlapping of being determined by Fig. 4 and Fig. 5, as shown in Figure 6, based on engine speed NE and throttle opening TH, setting comprises a plurality of O
2A plurality of load areas of feedback areas, in this embodiment, with six O
2The number of feedback areas mark " 1 "～" 6 " is with O
2Area marking " 0 " beyond the feedback areas, the number of " 7 "～" 11 ".
And a plurality of load areas border each other shown in Figure 6 is specified to has hysteresis, the O shown in " 1 "～" 6 "
2Feedback areas is set as throttle opening TH, and less it is narrower.
Return among Fig. 3, after retrieval in above-mentioned steps S1 finishes, be divided into subroutine for the processing of carrying out each zone by step S2～S7.When namely in step S2, confirming TH＜THO2L, enter step S8 from step S2, determine that feedback compensation coefficient KO2 and timeliness in the zone of TH＜THO2L change corresponding penalty coefficient KBU, when in step S3, confirming THO2L≤TH≤THFB0, enter step S9 from step S3, determine that feedback compensation coefficient KO2 and timeliness in the zone of THO2L≤TH≤THFB0 change corresponding penalty coefficient KBU, when in step S4, confirming THFB0＜TH≤THFB1, enter step S10 from step S4, feedback compensation coefficient KO2 and timeliness in the zone of affirmation THFB0＜TH≤THFB1 change corresponding penalty coefficient KBU, when in step S5, confirming THFB1＜TH≤THFB2, enter step S11 from step S5, determine that feedback compensation coefficient KO2 and timeliness in the zone of THFB1＜TH≤THFB2 change corresponding penalty coefficient KBU, when in step S6, confirming THFB2＜TH≤THFB3, enter step S12 from step S6, determine that feedback compensation coefficient KO2 and timeliness in the zone of THFB2＜TH≤THFB3 change corresponding penalty coefficient KBU, when in step S7, confirming THFB3＜THTHO2H, enter step S13 from step S7, determine that feedback compensation coefficient KO2 and timeliness in the zone of THFB3＜TH＜THO2H change corresponding penalty coefficient KBU, when confirming TH 〉=THO2H, enter step S14 from step S7, determine that the timeliness in the zone of TH 〉=THO2H changes corresponding penalty coefficient KBU.In addition, when the processing of the subroutine in step S8～S14 finishes, in step S15, carry out making timeliness change the judgement that corresponding penalty coefficient KBU changes gradually.
The processing of step S8 is carried out with order shown in Figure 7, and in the step S21 of Fig. 7, whether judgement symbol FNLOP is " 1 ".(NLOP＜NE) is " 1 " when setting lower limit rotational speed N LOP and sign FNLOP is at engine speed NE, when FNLOP is " 0 ", namely when NE≤NLOP, enter step S22 from step S21, in this step S22, the operation range of motor becomes and is in O shown in Figure 6
2The zone in the zone " 0 " beyond the feedback areas and KBU zone KBUZN is defined as " 0 " in next step S23, changes corresponding penalty coefficient KBUN with timeliness and is defined as the O adjacent with above-mentioned zone " 0 "
2Feedback areas i.e. the value KBU1 in the zone of " 1 ".
In addition, in above-mentioned steps S21, when confirming FNLOP for " 1 ", enter step S24 from step S21, determine whether NE＜NTHO2L, when being judged as NE＜NTHO2L, in step S25, the operation range of motor becomes the O that is under the idle state
2Zone shown in Figure 6 " 1 " in the feedback areas and KBU zone KBUZN is defined as " 1 " in next step S26, changes corresponding penalty coefficient KBUN with timeliness and is defined as O
2The value KBU1 of feedback areas " 1 ", and feedback compensation coefficient KO2N is defined as the value KO21 of zone " 1 ".
And in above-mentioned steps S24, when being judged as NTHO2L≤NE, in step S27, the operation range of motor becomes and is in O
2Zone shown in Figure 6 " 7 " in the zone beyond the feedback areas and KBU zone KBUZN is defined as " 7 " in next step S28, changes corresponding penalty coefficient KBU with timeliness and is defined as the O adjacent with zone " 7 "
2The value KBU2 of feedback areas " 2 ".
In the subroutine of step S9 in Fig. 3～S13, carry out the processing same with above-mentioned processing shown in Figure 7, in step S9, it is KBU2 that the timeliness of the feedback areas in the scope of THO2L≤TH≤THFB0 " 2 " is changed the value that corresponding penalty coefficient KBUN is defined as zone " 2 ", and feedback compensation coefficient KO2N is defined as the value of zone " 2 ", the timeliness in zone " 7 " that will be adjacent with feedback areas " 2 " changes corresponding penalty coefficient KBUN and is defined as O
2The value of feedback areas " 2 " is KBU2.In addition, in step S10, it is KBU3 that the timeliness of the feedback areas in the scope of THFB0＜TH≤THFB1 " 3 " is changed the value that corresponding penalty coefficient KBUN is defined as zone " 3 ", and feedback compensation coefficient KO2N is defined as the value of zone " 3 ", the timeliness in the zone " 8 " that will be adjacent with feedback areas " 3 " changes corresponding penalty coefficient KBUN and is defined as O
2The value of feedback areas " 3 " is KBU3.In step S11, it is KBU4 that the timeliness of the feedback areas in the scope of THFB1＜TH≤THFB2 " 4 " is changed the value that corresponding penalty coefficient KBUN is defined as zone " 4 ", and feedback compensation coefficient KO2N is defined as the value of zone " 4 ", the timeliness in the zone " 9 " that will be adjacent with feedback areas " 4 " changes corresponding penalty coefficient KBUN and is defined as O
2The value of feedback areas " 4 " is KBU4.In step S12, it is KBU5 that the timeliness of the feedback areas in the scope of THFB2＜TH≤THFB3 " 5 " is changed the value that corresponding penalty coefficient KBUN is defined as zone " 5 ", and feedback compensation coefficient KO2N is defined as the value of zone " 5 ", the timeliness in the zone " 10 " that will be adjacent with feedback areas " 5 " changes corresponding penalty coefficient KBUN and is defined as O
2The value of feedback areas " 5 " is KBU5.In step S13, it is KBU6 that the timeliness of the feedback areas in the scope of THFB3＜TH≤TH02H " 6 " is changed the value that corresponding penalty coefficient KBUN is defined as zone " 6 ", and feedback compensation coefficient KO2N is defined as the value of zone " 6 ", the timeliness in the zone " 11 " that will be adjacent with feedback areas " 6 " changes corresponding penalty coefficient KBUN and is defined as O
2The value of feedback areas " 6 " is KBU6.
Processing among the step S14 is carried out with order shown in Figure 8, in the step S31 of Fig. 8, KBU zone KBUZN is defined as " 11 ", in next step S32, timeliness is changed corresponding penalty coefficient KBUN be defined as the O adjacent with above-mentioned zone " 11 "
2Feedback areas i.e. the value KBU6 in the zone of " 6 ".
And parameter calculating section 39 is at described O
2In the load area beyond the feedback areas, described feedback compensation coefficient KO2 is defined as " 1 ", and described timeliness is changed corresponding penalty coefficient KBU is defined as adjacent O
2Value in the feedback areas and calculate comprehensive compensation COEFFICIENT K T (=KO2 * KBU) is in Fig. 6, at O
2Mark beyond the feedback areas has in the load area of number " 0 ", selects O
2Timeliness in the feedback areas " 1 " changes corresponding penalty coefficient KBU1, at O
2In the load area that mark number " 7 " are arranged beyond the feedback areas, select O
2Timeliness in the feedback areas " 2 " changes corresponding penalty coefficient KBU2, at O
2Mark beyond the feedback areas has in the load area of number " 8 ", selects O
2Timeliness in the feedback areas " 3 " changes corresponding penalty coefficient KBU3, at O
2Mark beyond the feedback areas has in the load area of number " 9 ", selects O
2Timeliness in the feedback areas " 4 " changes corresponding penalty coefficient KBU4, at O
2Mark beyond the feedback areas has in the load area of number " 10 ", selects O
2Timeliness in the feedback areas " 5 " changes corresponding penalty coefficient KBU5, at O
2Mark beyond the feedback areas has in the load area of number " 11 ", selects O
2Timeliness in the feedback areas " 6 " changes corresponding penalty coefficient KBU6.
The processing of the step S15 of Fig. 3 is carried out according to order shown in Figure 9, in the step S41 of Fig. 9, confirm whether last KBU zone KBUZN1 equates with this KBU zone KBUZN, namely be confirmed whether to exist the transformation of the load area of motor, in the situation that does not have transformation, in step S42, make sign FZCHANGE for " 0 " and enter step S44, exist in the situation about changing, in step S43, make sign FZCHANGE for " 1 " and enter step S44.
In step S44, whether acknowledgement indicator FKBUSFT is " 1 ".At the load area of motor in changing gradually the time, this sign FKBUSFT is " 1 ", be in the time of in not being in gradually transformation " 0 ", when being judged as FKBUSFT for " 0 ", enter step S45, whether acknowledgement indicator FZCHANGE is " 1 ", when being judged as sign FZCHANGE for " 1 ", enters step S46.In step S46, whether acknowledgement indicator F1STZX is " 1 ", and this sign F1STZX represents whether to have implemented after the engine start judgement in KBU zone, and when having implemented the judgement in KBU zone, sign F1STZX is " 1 ".Indicate when F1STZX does not implement the judgement in KBU zone for " 0 " that and in step S46, be judged as the KBU when step S47 carries out the basic model transformation processes.In addition, when in step S46, being judged as the judgement of having implemented the KBU zone, enter step S48 from step S46, carry out when changing load area making timeliness change the processing that corresponding penalty coefficient KBU changes gradually.
In addition, in step S44, be judged as sign FKBUSFT for the load area of " 1 " motor in transformation gradually the time, enter step S49 from step S44, whether judgement symbol FZCHANGE is " 1 " in this step S49, when being " 0 ", judgement symbol FZCHANGE enters step S50 from step S49, execution makes timeliness change the processing that corresponding penalty coefficient KBU changes gradually in the same area, when in step S49, being judged as sign FZCHANGE for " 1 ", enter step S51 from step S49, carry out the processing when making timeliness change the zone of switch load midway that corresponding penalty coefficient KBU changes gradually.
The processing of the step S47 of Fig. 9 is carried out according to order shown in Figure 10, in the step S61 of Figure 10, timeliness is changed corresponding penalty coefficient KBU change corresponding penalty coefficient KBUN as the timeliness of this load area, in next step S62, to indicate that FZCHANGE is defined as " 0 ", will indicate that F1STZX is defined as " 1 ".
In addition, the processing of the step S48 of Fig. 9 is carried out according to order shown in Figure 11, in the step S71 of Figure 11, confirm that whether last timeliness changes corresponding penalty coefficient KBU1 is that to change corresponding penalty coefficient KBUN be the following (KBU1≤KBUN) of desired value for the timeliness that changes the load area of destination.Then, when KBUN＜KBU1, in step S72, make sign FKBUINC be " 0 " in order to reduce timeliness to change the processing of corresponding penalty coefficient KBU.
In next step S73, changing corresponding penalty coefficient KBU1 from the timeliness of last time deducts specified value DKBUSFT and is defined as the buffer memory KBUBUF that timeliness changes corresponding penalty coefficient KBUN, in step S74, judge that whether described buffer memory KBUBUF changes below the corresponding penalty coefficient KBUN in the timeliness of the load area that changes the destination.And when confirming KBUBUF≤KBUN, the timeliness that will change the load area of destination in step S75 changes corresponding penalty coefficient KBUN and is defined as timeliness and changes corresponding penalty coefficient KBU, and in step S76, make sign KBUSFT be " 0 ", make sign HZCHANGE be " 0 ".
In addition, when in step S74, confirming KBUBUF＞KBUN, enter step S77 from step S74, in step S77, buffer memory KBUBUF is defined as timeliness and changes corresponding penalty coefficient KBU, in step S78, make sign KBUSFT be " 1 ", make sign HZCHANGE be " 0 ".
In addition, when in step S71, confirming KBU1≤KBUN, change the processing of corresponding penalty coefficient KBU and make sign FKBUINC be " 1 " at step S79 in order to increase timeliness.
In next step S80, changing corresponding penalty coefficient KBU1 in upper timeliness once adds specified value DKBUSFT and is defined as the buffer memory KBUBUF that timeliness changes corresponding penalty coefficient KBUN, in step S81, judge that whether described buffer memory KBUBU changes more than the corresponding penalty coefficient KBUN in the timeliness of the load area that changes the destination.And when confirming KBUBUF 〉=KBUN, the timeliness that will change the load area of destination in step S82 changes corresponding penalty coefficient KBUN and is set as timeliness and changes corresponding penalty coefficient KBU, and, in step S83, make sign KBUSFT be " 0 ", make sign HZCHANGE be " 0 ".
In addition, in step S81, when confirming KBUBUF＜KBUN, enter step S82 from step S81, in step S84, buffer memory KBUBUF is defined as timeliness and changes corresponding penalty coefficient KBU, in step S85, make sign KBUSFT be " 1 ", make sign HZCHANGE be " 0 ".
Processing according to such step S71～S85, when the interregional transformation of engine loading occurs, the timeliness that changes the load area of destination is changed corresponding penalty coefficient KBUN as desired value, for example carry out at per 720 degree of crankangle and change corresponding penalty coefficient KBU from timeliness and deduct specified value DKBUSFT or change corresponding penalty coefficient KBU in timeliness and add specified value DKBUSFT and make timeliness change the processing that corresponding penalty coefficient KBU moves closer to described desired value.
In addition, in the step S50 and step S51 of Fig. 9, carry out the processing same with above-mentioned subroutine shown in Figure 11, in step S50, after switch in the zone, also carry out and timeliness is changed corresponding penalty coefficient KBU add or deduct specified value DKBUSFT and make timeliness change the processing that corresponding penalty coefficient KBU gradually changes, in step S51, when making timeliness change the zone of switch load midway that corresponding penalty coefficient KBU changes gradually, carry out and timeliness is changed corresponding penalty coefficient KBU add or deduct specified value DKBUSFT and make timeliness change the processing that corresponding penalty coefficient KBU gradually changes towards the desired value of the load area of new transformation destination.
Calculate in the mechanism 34 in basic emitted dose, when making basic fuel injection amount be TO based on mapping 33, in compensation mechanism 36 with compensate for fuel emitted dose T1 as (TO * KT) obtain, final fuel injection time calculate mechanism 37 and obtain and the final fuel injection amount (fuel injection time that TO * KT) is corresponding.Be that control unit C carries out be used to making based on the study control near target air-fuel ratio of the air fuel ratio of the checkout value of lambda sensor 32, and the fuel injection amount that control is sprayed from described Fuelinjection nozzle 22.
Then, effect to this mode of execution describes, control unit C is based on throttle opening and engine speed and be identified for making air fuel ratio to become the basic fuel injection amount of target air-fuel ratio, and the feedback compensation coefficient KO2 by will determining according to the checkout value of lambda sensor 32, the mode that changes with the timeliness according to internal-combustion engine E are learnt and change corresponding penalty coefficient KBU by the definite timeliness of engine loading simultaneously to multiply by basic fuel injection amount, thereby obtain at least not the fuel injection amount based on pressure of inspiration(Pi) and atmospheric pressure, and to comprising a plurality of O
2A plurality of load areas of feedback areas independently carry out fuel injection control as described above, and at described O
2In the described load area beyond the feedback areas, use the described O adjacent with this load area
2The learning value of feedback areas is controlled fuel injection amount.
Therefore, control unit C when fuel injection control at least not based on pressure of inspiration(Pi) and atmospheric pressure, therefore in fuel injection control apparatus, need not to use inspiratory pressure sensor and barometric pressure sensor, thus the cost of the system of realization and the minimizing of components number, simultaneously at O
2In the load area beyond the feedback areas, use the O adjacent with this load area
2The learning value of feedback areas is controlled fuel injection amount, therefore at O
2The air fuel ratio that zone beyond the feedback areas also can carry out spraying based on fuel is controlled, and the timeliness that this fuel sprays the reflection internal-combustion engine changes.Especially in the zone of low throttle opening, the friction variation, coal that can realize combustion motor E is to the deteriorated air fuel ratio control of controlling of the motor of the intake variation that causes adhering to of throttler valve 21 etc., in addition, in the zone of high throttle opening, the characteristic that the output of throttle sensor 26 departs from has the tendency that depends on throttle opening, but by the O of reference near this throttle opening
2Feedback areas can be carried out the setting of suitable air fuel ratio.
In addition, control unit C is at O
2Carry out the fuel injection control of using described feedback compensation coefficient KO2 and described timeliness to change corresponding penalty coefficient KBU in the feedback areas, at described O
2In the load area beyond the feedback areas described feedback compensation coefficient KO2 is defined as " 1 ", and described timeliness is changed corresponding penalty coefficient KBU is defined as adjacent O
2Therefore value in the feedback areas and carry out fuel injection control can prevent at O
2The rareness of the air fuel ratio beyond the feedback areas.
In addition, because O
2Feedback areas is set as throttle opening, and less it is narrower, therefore can carry out trickle study control in the low throttle opening zone of the deteriorated impact that is subject to easily bypass valve etc., thereby can carry out more suitable air fuel ratio control.
In addition, in control unit C, because a plurality of load areas border each other is set as and has hysteresis, therefore can prevent in the vibrative situation of boundary vicinity.
And when the operating condition of motor changes between a plurality of load areas, control unit C carries out fuel injection control in the mode of the value of the load area that moves closer to new transformation destination, therefore can suppress fuel injection amount situation jumpy between load area when the operating condition of motor changes.
More than, embodiments of the present invention have been described, but the present invention is not limited to above-mentioned mode of execution, can carry out various design alterations not breaking away from the situation of the present invention that patent request puts down in writing.
Claims (8)
1. the learning control device for air-fuel ratio of an internal-combustion engine, it possesses: Fuelinjection nozzle (22), it is to air suction way (17) burner oil; Lambda sensor (32), it detects the residual oxygen concentration in the waste gas that circulates in the exhaust passageway (18); Throttler valve (21), it is controlled at the gettering quantity of circulation in the described air suction way (17); Throttle sensor (26), its aperture that detects this throttler valve (21) is throttle opening; Speed probe (30), it detects engine speed; Control unit (C), it is based on described lambda sensor (32), the checkout value of described throttle sensor (28) and described speed probe (30), the fuel injection amount that control is sprayed from described Fuelinjection nozzle (22), wherein, this control unit (C) is based on described throttle opening and described engine speed, be identified for making air fuel ratio to become the basic fuel injection amount of target air-fuel ratio, and the feedback compensation coefficient (KO2) by determining according to the checkout value of described lambda sensor (32), learn and change corresponding penalty coefficient (KBU) by the definite timeliness of engine loading simultaneously to multiply by described basic fuel injection amount in the mode that the timeliness according to internal-combustion engine (E) changes, thereby obtain at least not the fuel injection amount based on pressure of inspiration(Pi) and atmospheric pressure, and simultaneously to comprising a plurality of O
2A plurality of load areas of feedback areas independently carry out fuel injection control, and the learning control device for air-fuel ratio of described internal-combustion engine is characterised in that,
Described control unit (C) is at a plurality of described O
2In the described load area beyond the feedback areas, use the described O adjacent with this load area
2The learning value of feedback areas is controlled fuel injection amount.
2. the learning control device for air-fuel ratio of internal-combustion engine according to claim 1 is characterized in that,
Described control unit (C) is at a plurality of described O
2Carry out the fuel injection control of using described feedback compensation coefficient and described timeliness to change corresponding penalty coefficient in the feedback areas, at described O
2Load area beyond the feedback areas is defined as " 1 " with described feedback compensation coefficient (KO2), and described timeliness is changed corresponding penalty coefficient (KBU) is defined as adjacent O
2The value of feedback areas and carry out fuel injection control.
3. the learning control device for air-fuel ratio of internal-combustion engine according to claim 1 and 2 is characterized in that,
A plurality of described O
2Feedback areas is set as described throttle opening, and less it is narrower.
4. the learning control device for air-fuel ratio of internal-combustion engine according to claim 1 and 2 is characterized in that,
In described control unit (C), a plurality of load areas border each other is set as has hysteresis.
5. the learning control device for air-fuel ratio of internal-combustion engine according to claim 1 and 2 is characterized in that,
When the operating condition of motor changed between a plurality of described load areas, described control unit (C) carried out fuel injection control in the mode of the value of the load area that moves closer to new transformation destination.
6. the learning control device for air-fuel ratio of internal-combustion engine according to claim 3 is characterized in that,
In described control unit (C), a plurality of load areas border each other is set as has hysteresis.
7. the learning control device for air-fuel ratio of internal-combustion engine according to claim 3 is characterized in that,
When the operating condition of motor changed between a plurality of described load areas, described control unit (C) carried out fuel injection control in the mode of the value of the load area that moves closer to new transformation destination.
8. the learning control device for air-fuel ratio of internal-combustion engine according to claim 4 is characterized in that,
When the operating condition of motor changed between a plurality of described load areas, described control unit (C) carried out fuel injection control in the mode of the value of the load area that moves closer to new transformation destination.
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| JP2010017114A JP5411728B2 (en) | 2010-01-28 | 2010-01-28 | Air-fuel ratio learning control device for internal combustion engine |
| JP2010-017114 | 2010-01-28 |
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| JP5903812B2 (en) * | 2011-09-13 | 2016-04-13 | 株式会社デンソー | Control device for internal combustion engine |
| US8959987B2 (en) | 2012-11-12 | 2015-02-24 | Kerdea Technologies, Inc. | Oxygen sensing method and apparatus |
| WO2016009501A1 (en) * | 2014-07-15 | 2016-01-21 | 本田技研工業株式会社 | Internal-combustion-engine fuel supply system |
| DE102014217112A1 (en) * | 2014-08-28 | 2016-03-03 | Robert Bosch Gmbh | Method for adapting a common rail injection system of an internal combustion engine |
| US9845759B2 (en) * | 2015-12-07 | 2017-12-19 | GM Global Technology Operations LLC | System and method for inducing a fuel system fault |
| TWI593875B (en) * | 2016-01-21 | 2017-08-01 | Rong-Bin Liao | Engine control |
| JP6857555B2 (en) * | 2017-06-08 | 2021-04-14 | 株式会社ミクニ | Engine control device and engine control program |
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| JPS58150057A (en) * | 1982-03-01 | 1983-09-06 | Toyota Motor Corp | Study control method of air-fuel ratio in internal-combustion engine |
| JP2759545B2 (en) * | 1990-05-07 | 1998-05-28 | 株式会社ユニシアジェックス | Air-fuel ratio control device for internal combustion engine |
| JPH04318246A (en) * | 1991-04-18 | 1992-11-09 | Japan Electron Control Syst Co Ltd | Air-fuel ratio study control device for internal combustion engine |
| JPH06272605A (en) * | 1993-03-23 | 1994-09-27 | Mazda Motor Corp | Control device for engine |
| JP4314573B2 (en) * | 2003-07-30 | 2009-08-19 | 株式会社デンソー | Multi-cylinder internal combustion engine cylinder-by-cylinder air-fuel ratio calculation device |
| JP4453538B2 (en) * | 2004-12-16 | 2010-04-21 | トヨタ自動車株式会社 | Fuel injection control device for internal combustion engine |
| JP4297082B2 (en) * | 2005-05-31 | 2009-07-15 | トヨタ自動車株式会社 | Air-fuel ratio control device for internal combustion engine |
| JP4341709B2 (en) * | 2007-08-13 | 2009-10-07 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP5091013B2 (en) * | 2008-01-31 | 2012-12-05 | 本田技研工業株式会社 | Fuel injection device for internal combustion engine |
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| BRPI1100595B1 (en) | 2020-12-08 |
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