CN104074617A

CN104074617A - Fuelinjection control system of motor

Info

Publication number: CN104074617A
Application number: CN201410119368.XA
Authority: CN
Inventors: 井畑辽亮; 宇津木克洋; 三木浩太郎
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2013-03-29
Filing date: 2014-03-27
Publication date: 2014-10-01
Anticipated expiration: 2034-03-27
Also published as: BR102014006644B1; CN104074617B; BR102014006644A2

Abstract

The present invention relates to a fuel injection control system (12) of a motor (10)capable of detecting the adjustment of an air screw. The fuel injection control system (12) of the motor (10) comprises bypass paths (36) on an upstream side and a downstream side of a restrictor (34) connected with an air inlet pipe (22) of the fuel injection control system (12). The feedback correction KO1 can be calculated according to the oxygen concentration, and the variable amount KO2 can be calculated according to a plurality of feedback areas divided by the aperture of the restrictor with respect to the variable amount of the reference value in order to carry out the multiplication to acquire the learning value KBU. The absolute value of the difference between the learning value KBU of the feedback area of the low aperture area of the restrictor and the learning value KBU of the feedback area of the high aperture area of the restrictor, and the adjustment of the air screw 38 can be detected.

Description

The fuel injection control system of motor

Technical field

The present invention relates to the fuel injection control system of the motor that carries out O2 feedback control.

Background technique

In patent documentation 1, having recorded O2 sensor from detecting the oxygen concentration exhaust, to obtain parameter be KO2, and obtaining the parameter of the variation of KO2 having been carried out to multiplying and obtain is KBUK(KBU), use the KO2 and the KBUK that obtain to revise basic emitted dose and calculate final fuel injection amount.Here, KBUK is stored in respectively in the multiple study region marking off by throttle opening and engine speed, uses the KBUK corresponding with current operating condition.

In addition, in patent documentation 2, disclose in order to adjust racing speed, the air screw that opens and closes idle running air control access has been set in the idle running air control access of the upstream and downstream of connecting joint valve.

Patent documentation 1:(Japan) JP 2009-203973 communique

Patent documentation 2:(Japan) JP 2006-70788 communique

As described in above-mentioned patent documentation 1, upgrade successively by carrying out O2 feedback control the precision that KO2, KBUK guarantee that fuel injection is adjusted.But, in the O2 feedback control that only uses O2 sensor, while only having air fuel ratio near ideal air-fuel ratio, just can calculate KO2.

Therefore, for example, will speed up shortly and when than the running of the dense air fuel ratio of ideal air-fuel ratio, O2 feedback control temporarily stops.Here, in the running of motor, air screw is adjusted by driver, and while carrying out accelerated service, KBUK may produce deviation.Therefore,, if carry out the adjustment of air screw in frequent accelerated service, can calculate the more or less fuel injection amount of fuel injection amount more required than reality.

The adjustment of this air screw is manually carried out by driver, therefore, in order also can to calculate suitable fuel injection amount in the stopping of the such O2 feedback control of accelerated service, first will detect the adjustment of whether having carried out air screw.

Summary of the invention

So the first object of the present invention is to provide a kind of fuel injection control system of the motor that can detect the adjustment of whether having carried out air screw.In addition, a kind of in the case of having carried out the adjustment of air screw even if the second object of the present invention is to provide, the fuel injection control system of motor that also can make the calculation accuracy of fuel injection amount improve.

The fuel injection control system (12) of motor of the present invention (10) has following characteristics.

First Characteristic: the fuel injection control system (12) of motor (10) comprises bypass path (36), upstream side and the downstream side of the closure (34) of the suction tude (22) of its connecting engine (10); Air screw (38), it opens and closes described bypass path (36); Lambda sensor (50), it detects the oxygen concentration in the exhaust of described motor (10); Coefficient calculations portion (84), it calculates correction factor based on the detected oxymeter of described lambda sensor (50) is feedback modifiers amount (KO2), and is learning value (KBU) calculating respectively and upgrade the correction factor of learning according to described feedback modifiers amount (KO2) according to each feedback areas of multiple feedback areas of the throttle opening of described closure (34) (TH) division; Fuel injection amount calculating part (68), it uses described feedback modifiers amount (KO2) and described learning value (KBU) to revise basic emitted dose (TIMB) thereby calculates fuel injection amount (TOUT); In the fuel injection control system (12) of described motor (10), there is adjustment detection unit (70), the described learning value (KBU) of described adjustment detection unit (70) feedback areas in low aperture side at described throttle opening (TH) exceedes threshold value with the absolute value of the difference of the described learning value (KBU) of the feedback areas of described throttle opening (TH) in high aperture side, detects described air screw (38) and is adjusted.

Second Characteristic: the feedback areas of described low aperture side is i.e. first feedback areas (A1) of idle running operation range of described motor (10), and the feedback areas of described high aperture side is the feedback areas (A4 to A6) of described throttle opening (TH) more than middle aperture.

The 3rd feature: described multiple feedback areas are by described the first feedback areas (A1), with second feedback areas (A2) of described the first feedback areas (A1) in the high rotating speed side adjacency of engine speed (NE), with described the first feedback areas (A1) and described the second feedback areas (A2) the 3rd feedback areas (A3) in the high aperture side adjacency of described throttle opening (TH), with four feedback areas (A4) of described the 3rd feedback areas (A3) in the high aperture side adjacency of described throttle opening (TH), with five feedback areas (A5) of described the 4th feedback areas (A4) in the high aperture side adjacency of described throttle opening (TH), form in the 6th feedback areas (A6) of the high aperture side adjacency of described throttle opening (TH) with described the 5th feedback areas (A5), the feedback areas of described high aperture side is described the 4th feedback areas (A4) or described the 5th feedback areas (A5).

The 4th feature: described adjustment detection unit (70) use described low aperture side feedback areas before mean value (KBUave) poor of described learning value (KBU) of described stipulated number before of the mean value (KBUave) of described learning value (KBU) and the feedback areas of described high aperture side of stipulated number, detect described air screw (38) and whether be adjusted.

The 5th feature: adjust detection unit (70) in the situation that detecting described air screw (38) and being adjusted, the described learning value (KBU) of the feedback areas based on described throttle opening (TH) in described low aperture side detects adjustment amount with the difference of the described learning value (KBU) of the feedback areas of described throttle opening (TH) in described high aperture side, described adjustment detection unit (70) comprises emitted dose graph of a relation (80), and it stores described basic emitted dose (TIMB); Engine load sensor (44), it detects the described throttle opening (TH) of described closure (34); Basic emitted dose calculating part (60), it uses described emitted dose graph of a relation (80) to calculate described basic emitted dose (TIMB) according to the detected described throttle opening (TH) of described engine load sensor (44); Correction value calculating part (72), its described adjustment amount according to the detected described air screw (38) of described adjustment detection unit (70) calculates throttle opening correction value (Δ THAS); Described basic emitted dose calculating part (60) uses the described throttle opening correction value (Δ THAS) that described correction value calculating part (72) calculates to revise the detected described throttle opening (TH) of described engine load sensor (44) and calculate described basic emitted dose (TIMB).

The 6th feature: described basic emitted dose calculating part (60) is and feedback areas described throttle opening (TH) in the feedback areas of described high aperture side below larger than the described throttle opening (TH) of the feedback areas of described low aperture side at described throttle opening (TH) only,, in the feedback areas by the adjustment of described air screw (38), described learning value (KED) being impacted, revise the detected described throttle opening (TH) of described engine load sensor (44) and calculate described basic emitted dose (TIMB).

The 7th feature: described multiple feedback areas are by i.e. first feedback areas (A1) of idle running operation range of described motor (10), with second feedback areas (A2) of described the first feedback areas (A1) in the high rotating speed side adjacency of engine speed (NE), with described the first feedback areas (A1) and described the second feedback areas (A2) the 3rd feedback areas (A3) in the high aperture side adjacency of described throttle opening (TH), with four feedback areas (A4) of described the 3rd feedback areas (A3) in the high aperture side adjacency of described throttle opening (TH), with five feedback areas (A5) of described the 4th feedback areas (A4) in the high aperture side adjacency of described throttle opening (TH), form in the 6th feedback areas (A6) of the high aperture side adjacency of described throttle opening (TH) with described the 5th feedback areas (A5), the described feedback areas described learning value (KBU) being impacted by the adjustment of described air screw (38) is described the second feedback areas (A2) and described the 3rd feedback areas (A3).

The 8th feature: described correction value calculating part (72) is stored in the described throttle opening correction value (Δ THAS) calculating in nonvolatile memory (67).

By the air inlet of the bypass path adjusted by air screw, more flow to bypass path at throttle opening during in low aperture, the deviation of the learning value that therefore learning value is caused by the adjustment of air screw in low aperture side just more easily produces.Claimant, through research, finds that at throttle opening air inlet is not passed through suction tude by bypass path during in high aperture side, and therefore the learning value of high aperture side is difficult to be subject to the impact being caused by the adjustment of air screw.Therefore, according to the First Characteristic of the present invention of applying flexibly this character, the absolute value of the difference of the learning value of the learning value of the feedback areas at throttle opening in low aperture side and the throttle opening feedback areas in high aperture side exceedes threshold value, detect air screw adjusted, therefore can precision detect well the adjustment of air screw.

When idle running, because throttle opening is full cut-off, the deviation of the learning value being caused by the adjustment of air screw is comparatively remarkable.And the adjustment of air screw is carried out conventionally in the time of idle running running.According to Second Characteristic of the present invention, the feedback areas of low aperture side is i.e. first feedback areas of idle running operation range of motor, the feedback areas of high aperture side is the feedback areas of throttle opening more than middle aperture, therefore the adjustment of air screw can be more easily detected, and the adjustment of air screw can be gone out with higher accuracy detection.

Second and third feedback areas is to start starting from stopping and reach and stablize the operation range of passing through travelling state.And the 4th and the 5th feedback areas is to enter the higher operation range of possibility of stablizing travelling state, because throttle opening is higher than the first to the 3rd feedback areas, therefore this region becomes the region of the impact that is difficult to the deviation that is subject to the learning value being caused by the adjustment of air screw.Therefore, according to the 3rd feature of the present invention, multiple feedback areas are by the first feedback areas, with second feedback areas of the first feedback areas in the high rotating speed side adjacency of engine speed, with the first feedback areas and the second feedback areas the 3rd feedback areas in the high aperture side adjacency of throttle opening, with four feedback areas of the 3rd feedback areas in the high aperture side adjacency of throttle opening, with five feedback areas of the 4th feedback areas in the high aperture side adjacency of throttle opening, form in the 6th feedback areas of the high aperture side adjacency of throttle opening with the 5th feedback areas, the feedback areas of high aperture side is the 4th feedback areas or the 5th feedback areas, therefore pass through the learning value of the feedback areas that uses the easy frequent updating of learning value, can go out with higher accuracy detection the adjustment of air screw.

According to the 4th feature of the present invention, owing to using the poor of the mean value of learning value of stipulated number before of feedback areas of low aperture side and the mean value of the learning value of the stipulated number before of the feedback areas of high aperture side, whether adjustedly detect air screw, therefore can suppress the deviation of learning value and whether adjusted detect air screw, the testing precision of the adjustment of air screw is further improved.

According to the 5th feature of the present invention, detect the adjustment amount of air screw, calculate throttle opening correction value according to the adjustment amount of air screw, use the detected throttle opening of this throttle opening correction value correction engine load sensor, calculate basic emitted dose, therefore can increase and decrease to revise and the closely-related throttle opening of air inflow according to the air inflow being caused by the adjustment of air screw, use this revised throttle opening can calculate basic emitted dose.Therefore, can be simply and precision revise well the increase and decrease of the air inflow being caused by the adjustment of air screw, the calculation accuracy of basic emitted dose is improved, consequently, can make the calculation accuracy of fuel injection amount improve.

In addition, in the time carrying out the adjustment of air screw, the learning value of the low aperture side of throttle opening is easily subject to its impact, and the learning value of high aperture side is difficult to be affected relatively, therefore can infer the adjustment amount of air screw 38 according to the difference of the learning value of the learning value of low aperture side and high aperture side.Therefore, according to the 5th feature of the present invention, the difference of the learning value of the learning value of the feedback areas based on throttle opening in low aperture side and the throttle opening feedback areas in high aperture side detects adjustment amount, can be simply to construct and precision is obtained the adjustment amount of air screw well, consequently, can make the calculation accuracy of fuel injection amount improve.

Claimant is through research, and the impact of the increase and decrease of the air inflow that discovery is caused by the adjustment of air screw is comparatively remarkable in the low aperture side of throttle opening, and along with throttle opening enters high aperture side, its impact has the tendency weakening.According to the 6th feature of the present invention of utilizing this character, due to and feedback areas throttle opening in the feedback areas of high aperture side below larger than the throttle opening of the feedback areas of low aperture side at throttle opening only, be in the adjustment of air screw feedback areas that learning value is impacted, revise the detected throttle opening of engine load sensor and calculate basic emitted dose, therefore can make the calculation accuracy of basic emitted dose improve, consequently, in whole throttle opening region, can make the calculation accuracy of fuel injection amount improve.

According to the 7th feature of the present invention, multiple feedback areas are by i.e. first feedback areas of idle running operation range of motor, with second feedback areas of the first feedback areas in the high rotating speed side adjacency of engine speed, with the first feedback areas and the second feedback areas the 3rd feedback areas in the high aperture side adjacency of throttle opening, with four feedback areas of the 3rd feedback areas in the high aperture side adjacency of throttle opening, with five feedback areas of the 4th feedback areas in the high aperture side adjacency of throttle opening, form in the 6th feedback areas of the high aperture side adjacency of throttle opening with the 5th feedback areas, it is the second feedback areas and the 3rd feedback areas that the adjustment of air screw impacts feedback areas to learning value, therefore can make the calculation accuracy of basic emitted dose improve, consequently, in whole throttle opening region, can improve the calculation accuracy of fuel injection amount.

According to the 8th feature of the present invention, because calculated throttle opening correction value is stored in nonvolatile memory, during therefore from next engine start, start to calculate suitable fuel injection amount.

Brief description of the drawings

Fig. 1 is the block diagram that represents the formation of the fuel injection control system of the motor of present embodiment.

Fig. 2 is the graph of a relation of the operation range for retrieving motor.

Fig. 3 is the graph of a relation that represents the feedback areas of air fuel ratio.

Fig. 4 is the KBU graph of a relation that represents the each feedback areas by making six O2F/B regions that the determined region overlapping of Fig. 2 and Fig. 3 marks off.

Fig. 5 is the schematic diagram of the KBU graph of a relation shown in Fig. 4.

Fig. 6 is the block diagram of the formation of the control device of presentation graphs 1.

Fig. 7 is the figure of an example of the emitted dose graph of a relation of presentation graphs 6.

Fig. 8 is the block diagram of the formation of the volatile memory of presentation graphs 6.

Fig. 9 is the figure that represents base value and the relation of the learning value when air quantity by bypass path being reduced air screw is offset from primary position.

Figure 10 is expressed as the air quantity by bypass path to be reduced make air screw from primary position to closing the base value of lateral deviation while moving and the figure of the relation of the learning value of the second feedback areas of upgrading by O2 feedback control.

Figure 11 is expressed as the air quantity by bypass path to be reduced make air screw from primary position to the figure of relation of learning value that closes base value the open loop control of lateral deviation while moving and the second feedback areas.

The figure of the relation of learning value when Figure 12 is the environmental changes such as temperature outside representing base value and producing, barometric pressure.

Figure 13 is the figure of the adjustment amount relation of presentation graphs 6.

Figure 14 is the figure of the correction value chart of presentation graphs 6.

Figure 15 is illustrated in as air quantity by bypass path being reduced make air screw from primary position to the figure of relation that closes learning value in the situation of revising throttle opening the open loop control of lateral deviation while moving and base value.

Figure 16 is the flow chart that represents the calculating action of throttle opening correction value.

Figure 17 is the flow chart that represents the calculating action of basic emitted dose.

Figure 18 is the flow chart that represents the active work of control device.

Description of reference numerals

10 ... motor

12 ... fuel injection control system

22 ... suction tude

24 ... outlet pipe

30 ... intake valve

32 ... exhaust valve

34 ... closure

36 ... bypass path

38 ... air screw

40 ... Fuelinjection nozzle

42 ... control device

44 ... engine load sensor

46 ... engine rotation speed sensor

50 ... lambda sensor

60 ... basic emitted dose calculating part

62 ... feedback section

64 ... KBU graph of a relation

66 ... volatile memory

68 ... fuel injection amount calculating part

70 ... adjust detection unit

70a ... adjustment amount graph of a relation

72 ... correction value calculating part

72a ... correction value chart

80 ... emitted dose graph of a relation

82 ... deep or light detection unit

84 ... coefficient calculations portion

84a ... feedback modifiers amount calculating part

84b ... learning value calculating part

Embodiment

Below, with reference to accompanying drawing, be preferred embodiment elaborated to the fuel injection control system of motor of the present invention is disclosed.

Fig. 1 is the block diagram that represents the formation of the fuel injection control system 12 of the motor 10 of present embodiment, is equipped in the cylinder thorax 14 of the two-wheeled motor 10 that waits vehicle can be the slidably chimeric piston 16 that has.On the cylinder cap 18 of motor 10, be connected with suction tude 22 from mixed gas to firing chamber 20 that supply with and the outlet pipe 24 that ejects the exhaust of spontaneous combustion chamber 20.Catalyst 26 is installed on outlet pipe 24.On cylinder cap 18, be provided with its front end in firing chamber 20 interior outstanding spark plug 28, intake valve 30 and exhaust valve 32.

In suction tude 22, can openedly and closedly dispose the closure 34 of controlling air inflow, and be provided with the upstream side of connecting joint valve 34 and the bypass path 36 in downstream side.This bypass path 36 is provided with by opening and closing bypass path 36 and adjusts by the air screw 38 of the air quantity of bypass path 36.Driver is by adjusting the dally adjustment of running (idle running) rotating speed of this air screw 38.The downstream side of closure 34 is provided with the Fuelinjection nozzle 40 of burner oil.

Control device 42 is controlled the igniting opportunity of spark plug 28 and the fuel injection amount that ejects from Fuelinjection nozzle 40 etc.The fuel injection control system 12 of motor 10 also comprises: engine load sensor 44, and it detects aperture (hereinafter referred to as the throttle opening) TH of closure 34; Engine rotation speed sensor 46, it detects rotating speed (hereinafter referred to as the engine speed) NE of the bent axle 10a of the motor 10 being connected with piston 16; Cooling-water temperature sensor 48, it detects the water temperature T W of the cooling water of motor 10; Lambda sensor 50, the upstream side that it is arranged on catalyst 26, detects oxygen concentration remaining in exhaust; Intake air temperature sensor 52, it detects the intake temperature TA that enters firing chamber 20.This engine load sensor 44, engine rotation speed sensor 46, cooling-water temperature sensor 48, lambda sensor 50 and intake air temperature sensor 52 output signal are separately input in control device 42.

Fig. 2 is the graph of a relation of the operation range for retrieving motor 10.Which region control device 42 detects operation range in based on engine speed NE and throttle opening TH.In this graph of a relation, multiple throttle opening THFB0, THFB1, THFB2, THFB3 between throttle opening lower limit TH02L and throttle opening upper limit TH02H and this two throttle opening become large along with the increase of engine speed NE.Preset these throttle openings, the relation of TH02L<THFB0<THFB1LEssT.LTssT.L TTHFB2<THFB3<TH02H is set up.

The solid line of the each throttle opening TH02L, THFB0, the THFBl that represent to set, THFB2, THFB3, TH02H is boundary value applicable when each throttle opening TH is increased, with the dotted line of this solid line adjacency be boundary value applicable when each throttle opening is reduced, between two boundary values, be provided with hysteresis region.

Fig. 3 is the graph of a relation that represents the feedback areas of air fuel ratio.Feedback (O2 feedback, the O2F/B) region of the air fuel ratio shown in oblique line is by rotating speed lower limit NLOP, idle running region rotating speed upper limit NTH02L and rotating speed upper limit NHOP and throttle opening lower limit TH02L and the determined region of throttle opening upper limit TH02H.Rotating speed lower limit NLOP, idle running region rotating speed upper limit NTH02L and rotating speed upper limit NHOP are by representing the value of increase side of engine speed NE with solid line, the value that reduces side that is represented by dotted lines engine speed NE is set hysteresis region.Throttle opening lower limit TH02L and throttle opening upper limit TH02H are by representing the value of increase side of throttle opening TH with solid line, the value that reduces side that is represented by dotted lines throttle opening TH is set hysteresis region.

Fig. 4 represents to make by Fig. 2 and the determined region overlapping of Fig. 3 and the KBU of each feedback areas A of six O2 feedback areas that mark off is related to Figure 64, and Fig. 5 is the schematic diagram that the KBU shown in Fig. 4 is related to Figure 64.The plurality of feedback areas A is divided into six according to the operation range of Fig. 2 (throttle opening TH and engine speed NE) by O2 feedback areas.In this Fig. 4, based on engine speed NE and throttle opening TH, set out the multiple operation range that comprise multiple feedback areas A.In the present embodiment, the operation range of six feedback areas A has marked numbering " 1 " to " 6 ", and the operation range beyond feedback areas has marked numbering " 0 ", " 7 " to " 11 ".

The feedback areas A(of mark numbering " 1 " is hereinafter referred to as the first feedback areas A1) be the idle running operation range of motor 10.The feedback areas A(of mark numbering " 2 " is hereinafter referred to as the second feedback areas A2) be and the feedback areas A of the first feedback areas A1 in the high rotating speed side adjacency of engine speed NE.The feedback areas A(of mark numbering " 3 " is hereinafter referred to as the 3rd feedback areas A3) be and the first feedback areas A1 and the second feedback areas A2 feedback areas A in the high aperture side adjacency of throttle opening TH.The feedback areas A(of mark numbering " 4 " is hereinafter referred to as the 4th feedback areas A4) be and the feedback areas A of the 3rd feedback areas A3 in the high aperture side adjacency of throttle opening TH.The feedback areas A(of mark numbering " 5 " is hereinafter referred to as the 5th feedback areas A5) be and the feedback areas A of the 4th feedback areas A4 in the high aperture side adjacency of throttle opening TH.The feedback areas A(of mark numbering " 6 " is hereinafter referred to as the 6th feedback areas A6) be and the feedback areas A of the 5th feedback areas A5 in the high aperture side adjacency of throttle opening TH.The second feedback areas A2 and the 3rd feedback areas A3 are the feedback areas of the low aperture of throttle opening TF, and the 4th feedback areas A4 to the six feedback areas A6 are throttle opening TH feedback areas more than middle aperture.

Fig. 6 is the block diagram that represents the formation of control device 42.Control device 42 comprises that the KBU shown in basic emitted dose calculating part 60, O2 feedback section 62, Fig. 4 and Fig. 5 is related to Figure 64, volatile memory 66, nonvolatile memory 67, fuel injection amount calculating part 68, adjusts detection unit 70 and correction value calculating part 72.

Basic emitted dose calculating part 60 has emitted dose and is related to Figure 80.Emitted dose is related to the three-dimensional relationship figure that stores the basic emitted dose TIMB corresponding with throttle opening TH and engine speed NE in Figure 80.This basic emitted dose TIMB be by simulate or experiment etc. predefined, to obtain ideal air-fuel ratio.

Fig. 7 represents that emitted dose is related to the figure of an example of Figure 80.In Fig. 7, basic emitted dose TIMB when engine speed NE represents to specify rotating speed.As shown in Figure 7, throttle opening TH is larger, and basic emitted dose TIMB more increases.

Basic emitted dose calculating part 60 obtains the throttle opening TH detected with engine load sensor 44 and detected basic emitted dose TIMB corresponding to engine speed NE of engine rotation speed sensor 46 by be related to Figure 80 from emitted dose, calculates basic emitted dose TIMB.The time that this basic emitted dose TIMB can open by Fuelinjection nozzle 40 represents.

O2 feedback section 62 is calculated the air fuel ratio of sening as an envoy to and approaches the correction factor of ideal air-fuel ratio (chemically correct fuel).O2 feedback section 62 has deep or light detection unit 82 and coefficient calculations portion 84.The output signal of deep or light detection unit 82 based on lambda sensor 50 judged the dense or light of exhaust.

Coefficient calculations portion 84 has feedback modifiers amount calculating part 84a and learning value calculating part 84b.The result of determination of feedback modifiers amount calculating part 84a based on deep or light detection unit 82 calculates feedback modifiers amount KO2 and mean value KO2ave thereof.Learning value calculating part 84b calculates the learning value KBU learning according to feedback modifiers amount KO2, and calculates its mean value KBUave.In the present embodiment, learning value calculating part 84b calculates the learning value KBU that mean value KO2ave has been carried out to multiplying with respect to the variation of reference value and obtain.The feedback modifiers amount KO2 that this calculates and mean value KO2ave, learning value KBU and mean value KBUave thereof, throttle opening correction value Δ THAS described later are stored in volatile memory 66.In nonvolatile memory 67, store the learning value KBU1 to KBU6 after the warming-up of motor 10, and throttle opening correction value Δ THAS when engine stop.

This feedback modifiers amount KO2 and learning value KBU are the correction factors using while carrying out O2 feedback control, for making air fuel ratio approach ideal air-fuel ratio (chemically correct fuel).Learning value calculating part 84b calculates each learning value KBU of multiple feedback areas A based on throttle opening TH and engine speed NE.

As shown in Figure 8, volatile memory 66 has the KO2 memory section 90 that stores feedback modifiers amount KO2 and the KO2 mean value memory section 92 that stores the mean value KO2ave of feedback modifiers amount KO2.In addition, volatile memory 66 have storage the first feedback areas A1 to the six feedback areas A6 learning value KBU(hereinafter referred to as learning value KBU1 to KBU6) KBU1 memory section 94, KBU2 memory section 96, KBU3 memory section 98, KBU4 memory section 100, KBU5 memory section 102 and KBU6 memory section 104.

In addition, volatile memory 66 has the mean value KBUave(mean value KBUave1 to KBUave6 of learning value KBU of storage the first feedback areas A1 to the six feedback areas A6) KBU1 mean value memory section 106, KBU2 mean value memory section 108, KBU3 mean value memory section 110, KBU4 mean value memory section 112, KBU5 mean value memory section 114 and KBU6 mean value memory section 116.In this above-mentioned each memory section (90 to 116), only store up-to-date value.

When feedback modifiers amount calculating part 84a switches in the result of determination of deep or light detection unit 82, (for example, from dense when thin out, when dense from fading) calculates feedback modifiers amount KO2.Feedback modifiers amount calculating part 84a writes the feedback modifiers amount KO2 calculating be stored in the KO2 memory section 90 of volatile memory 66, upgrades feedback modifiers amount KO2.

In addition, feedback modifiers amount calculating part 84a calculates and is for example reaching the feedback modifiers amount KO2(that calculates before regulation rotating speed in the computing cycle of each feedback modifiers amount KO2, this, last time, large last time the feedback modifiers amount KO2 of three times altogether) mean value KO2ave.Feedback modifiers amount calculating part 84a writes the mean value KO2ave calculating be stored in the KO2 mean value memory section 92 of volatile memory 66, just upgrades mean value KO2ave in the time calculating feedback modifiers amount KO2.

When learning value calculating part 84b switches in the result of determination of deep or light detection unit 82, use KBU to be related to Figure 64, with reference to the feedback areas A in this moment corresponding with operation range (the throttle opening TH that engine load sensor 44 and engine rotation speed sensor 46 are detected and engine speed NE), calculate and upgrade any in the learning value KBU(learning value KBU1 to KBU6 of feedback areas A of institute's reference).

The calculating of this learning value KBU is by carrying out multiplying with respect to the current learning value KBU of the variation (mean value KO2ave/ reference value) of reference value and the feedback areas A corresponding with current operation range and calculate the learning value KBU making new advances being stored in mean value KO2ave in KO2 mean value memory section 92.Learning value calculating part 84b is stored in this learning value KBU calculating in volatile memory 66, just upgrades the learning value KBU of the feedback areas A corresponding with the operation range in this moment in the time calculating feedback modifiers amount KO2.

For example, the first feedback areas A1 at the feedback areas A corresponding with current operation range, learning value calculating part 84b carries out the mean value KO2ave being stored in KO2 mean value memory section 92 multiplying and calculates the learning value KBU1 making new advances with respect to the variation (mean value KO2ave/ reference value) of reference value and the learning value KBU1 being stored in KBU1 memory section 94, and is write and be stored in KBU1 memory section 94.

In addition, learning value calculating part 84b, in the time calculating the learning value KBU of the feedback areas A corresponding with current operation range, recalculates the mean value KBUave of the learning value KBU of the feedback areas A corresponding with current operation range.This mean value KBUave can be by calculating for example reaching the learning value KBU(that calculates before regulation rotating speed, this and the learning value of five times altogether of four times before) mean value and obtain.Learning value calculating part 84b is stored in the mean value KBUave calculating in volatile memory 66, just upgrades this mean value KBUave of the feedback areas A corresponding with the operation range in this moment in the time calculating learning value KBU.

For example, the first feedback areas A1 at the feedback areas A corresponding with current operation range, learning value calculating part 84b calculates the mean value KBUave1 of the learning value KBU1 of the stipulated number before of the first feedback areas A1, and this mean value KBUave1 calculating is stored in KBU1 mean value memory section 106.

Fuel injection amount calculating part 68 calculates the fuel injection amount TOUT ejecting from Fuelinjection nozzle 40.In detail, fuel injection amount calculating part 68, in the situation that carrying out O2 feedback control, according to (1) formula TOUT=TIMB × KO2 × KBU × KTA, calculates emitted dose TOUT.

Here, the TIMB of (1) formula basic emitted dose TIMB that to be basic emitted dose calculating part 60 calculate according to current throttle opening TH and engine speed NE, KO2 is the feedback modifiers amount KO2 being stored in KO2 memory section 90.In addition, the KBU of (1) formula is the learning value KBU of the feedback areas A corresponding with current throttle opening TH and engine speed NE, is stored in volatile memory 66.For example, be the 3rd feedback areas A3 at the feedback areas A corresponding with current operation range, be the learning value KBU3 being stored in KBU3 memory section 98.(1) KTA of formula is intake temperature adjusted coefficient K TA corresponding to intake temperature TA detected with intake air temperature sensor 52.This intake temperature adjusted coefficient K TA never obtains in illustrated chart or graph of a relation.

Fuel injection amount calculating part 68 is in the case of can not carrying out the accelerated service of O2 feedback control (open loop control), and according to (2), formula TOUT=TIMB × KBUave × KTA+TACC × KTACC calculates fuel injection amount TOUT.(2) TIMB of formula and KTA are identical with (1) formula, and the KBUave of (2) formula is the mean value KBUave of the learning value KBU of the feedback areas A corresponding with current operation range.(2) TACC of formula appends emitted dose TACC in the acceleration correction corresponding with current throttle opening TH and engine speed NE.This appends emitted dose TACC and never in illustrated graph of a relation, obtains.In addition, the KTACC of (2) formula accelerates adjusted coefficient K TACC.It should be noted that, (2) formula is the calculating formula of the fuel injection amount TOUT during as a kind of accelerated service of open loop control.

In the case of can not carrying out the open loop control of O2 feedback control, owing to can not upgrading successively feedback modifiers amount KO2 and mean value KO2ave, learning value KBU and mean value KBUave thereof, therefore directly use at the KBUave entering before open loop control.

The time that this fuel injection amount TOUT can open by Fuelinjection nozzle 40 represents, by making Fuelinjection nozzle 40 open the time corresponding with calculated fuel injection amount TOUT, from Fuelinjection nozzle 40 burner oils.

Fig. 9 be represent base value E with for making air quantity by bypass path 36 reduce the figure of the relation of (closing bypass path 36) learning value KBU when air screw 38 is offset from primary position.It should be noted that, base value E is taking air screw 38 learning value KBU during as benchmark when the primary position.As shown in Figure 9, adjusted to while closing side by driver at air screw 38 from primary position, the learning value KBU4 to KBU6 of the 4th feedback areas A4 to the six feedback areas A6 that throttle opening TH is larger produces poor with base value E hardly.

But TH diminishes along with throttle opening, the learning value KBU1 to KBU3 of the first feedback areas A1 to the three feedback areas A3 that throttle opening TH is less becomes large with the poor of base value E.Particularly, in throttle opening TH full cut-off or approach the having the greatest impact of learning value KBU1 place of full cut-off.Its reason is considered to be in closure 34 while more closing, and it is large that the flow path resistance in suction tude 22 becomes, and the flow path resistance of bypass path 36 diminishes relatively.Be opened to middle aperture when above at closure 34, the flow path resistance of suction tude 22 declines, and it is large that the flow path resistance of bypass path 36 becomes relatively, and therefore learning value KBU and base value E become roughly the same value.

Figure 10 is expressed as the air quantity by bypass path 36 to be reduced make air screw 38 from primary position to closing the base value E of lateral deviation while moving and the figure of the relation of the learning value KBU2 upgrading by O2 feedback control.As shown in figure 10, even the learning value KBU2 of same the second feedback areas A2, it is larger poor that throttle opening TH also can produce at the learning value KBU2 of high aperture side at the learning value KBU2 of low aperture side and throttle opening TH.In addition, follow poor in KBU2, the mean value KBUave2 calculating in the low aperture side of throttle opening TH and the mean value KBUave2 calculating in high aperture side also can produce larger poor.

But, carrying out in O2 feedback control, in the time calculating feedback modifiers amount KO2 as described above, just upgrade successively feedback modifiers amount KO2 and mean value KO2ave, learning value KBU and mean value KBUave thereof, even therefore because the adjustment of air screw 38 causes producing difference in the learning value KBU of same the second feedback areas A2, also less to impacting of the fuel injection amount TOUT calculating by above-mentioned (1) formula.

On the other hand, the in the situation that of open loop control, do not upgrade feedback modifiers amount KO2 and mean value KO2ave, learning value KBU and mean value KBUave thereof, it is large that the impact that the difference of the learning value KBU therefore being caused by the adjustment of air screw 38 causes fuel injection amount TOUT becomes.

Figure 11 is expressed as the air quantity by bypass path 36 to be reduced make air screw 38 from primary position to the figure of relation that closes base value E the open loop control of lateral deviation while moving and learning value KBU2.The in the situation that of open loop control, as above-mentioned (2) formula, at the mean value KBUave that enters the learning value KBU upgrading in using volatile memory 66 before open loop control.Therefore, for example, in the situation that low aperture side calculates (the black round dot of Figure 11) at the mean value KBUave2 being stored in KBU2 mean value memory section 108, if the high aperture side (the white round dot of Figure 11) of current throttle opening TH in the second feedback areas A2, becomes large with the deviation that is stored in the mean value KBUave2 in KBU2 mean value memory section 108.Therefore, can produce can not be with the situation of suitable fuel injection amount TOUT burner oil.It should be noted that, learning value KBU3 and mean value KBUave3 thereof also can produce same problem.

So, in the present embodiment, in the adjustment that detects air screw 38, in the controlled situation of air screw 38, according to this adjustment amount correction throttle opening TH.

Whether the adjustment detection unit 70 in Fig. 6 detects air screw 38 and is adjusted and is offset from primary position.In detail, exceed threshold value with the absolute value of poor (KBUave1 to KBUave4) of the mean value KBUave4 that is stored in KBU4 mean value memory section 112 at the mean value KBUave1 that is stored in the KBU1 mean value memory section 106 in volatile memory 66, detect air screw 38 adjusted and be offset from primary position.Adjusting detection unit 70 is the first feedback areas A1 at the feedback areas A corresponding with current throttle opening TH and engine speed NE, whether adjustedly detects air screw 38.

Adjust detection unit 70 and be labeled as 1 detecting to make in the controlled situation of air screw 38 to adjust, be labeled as 0 not detecting to make to adjust in the controlled situation of air screw 38.This adjustment mark is stored in the adjustment mark memory section 118 of volatile memory 66.It should be noted that, adjust detection unit 70 and also can exceed threshold value at the absolute value of poor (KBUave1 to KBUave5) of mean value KBUave1 and mean value KBUave5, detect air screw 38 adjusted.

Here, the reason of the difference to average KBUave1 and mean value KBUave4 or mean value KBUave5 describes.The value of mean value KBUave1 changes because the adjustment of air screw 38 has the earth, by getting the poor of mean value KBUave1 that last computation goes out and this mean value KBUave1 calculating, can detect air screw 38 and be adjusted.But whether this method can not precision detects air screw 38 well adjusted.This be due to, along with environmental changes such as outer temperature, barometric pressure, learning value KBU changes, consequently, mean value KBUave also changes.For example, as shown in figure 12, if rise to highland, air pressure reduces, and learning value KBU reduces, and follows in this mean value KBUave and also reduces.

Here, claimant is through research discovery, and in the time carrying out the adjustment of air screw 38, near the feedback areas A of low aperture side, learning value KBU changes, but in the time of environmental change, in whole feedback areas A, can produce the variation of same learning value KBU.And, by observing mean value KBUave1-mean value KBUave4(or mean value KBUave5), invent precision and detected well the method for the adjustment of air screw 38.; suppose in the situation that causing environmental change by atmospheric variation etc.; mean value KBUave1, KBUave4, KBUave5 all similarly change, therefore mean value KBUave1-mean value KBUave4(or mean value KBUave5) value can not become very large value.On the other hand, in the controlled situation of air screw 38, mean value KBUave1 has greatly changed, but mean value KBUave4, KBUave5 change hardly, therefore KBUave1-mean value KBUave4(or mean value KBUave5) become larger value.

Therefore, by get the mean value KBUave1 that changes due to the adjustment of environmental change and air screw 38 with change due to environmental change and due to the adjustment of air screw 38 indeclinable mean value KBUave4 or mean value KBUave5 poor almost, can precision whether detect well air screw 38 adjusted.

If adjustment detection unit 70 detects, air screw 38 is adjusted and from primary position skew, detect the adjustment amount (hereinafter referred to as idle running air inflow variance ratio) of air screw 38.Adjust detection unit 70 and there is adjustment amount graph of a relation 70a as shown in figure 13.As shown in the solid line of Figure 13, adjustment amount graph of a relation 70a stores the corresponding relation of (KBUave1-KBUave4) and idle running air inflow variance ratio.Adjusting detection unit 70 uses this adjustment amount graph of a relation 70a to detect the idle running air inflow variance ratio corresponding with the difference of the mean value KBUave1 calculating and mean value KBUave4.This idle running air inflow variance ratio is with respect to air screw 38 variance ratio of the air inflow by bypass path 36 when position in the early stage.

In addition,, as shown in the dotted line of Figure 13, adjustment amount graph of a relation 70a can store the corresponding relation of (KBUave1-KBUave5) and idle running air inflow variance ratio.In this case, adjust detection unit 70 and detect the idle running air inflow variance ratio corresponding with the difference of the mean value KBUave1 calculating and mean value KBUave5.

In addition, in the situation that adjusting as described above air screw 38, produce hardly the poor of learning value KBU6 and base value E, the poor of KBUave1 and mean value KBUave6 of therefore can averaging, carries out the detection of the adjustment amount of the whether controlled detection of air screw 38 and air screw 38.But, because learning value KBU6 and mean value KBUave6 thereof are in the higher high aperture side of throttle opening TH, therefore think that closure 34 is opened to the possibility of the throttle opening TH that becomes the 6th feedback areas A6 less.So the frequency that learning value KBU6 and mean value KBUave6 thereof upgrade reduces.Therefore, in the present embodiment, use the mean value KBUave4 or the mean value KBUave5 that easily upgrade comparatively continually.

Correction value calculating part 72 has the correction value chart 72a of the corresponding relation that stores idle running air inflow variance ratio and throttle opening correction value Δ THAS as shown in figure 14.Correction value calculating part 72 calculates throttle opening correction value Δ THAS by obtain the throttle opening correction value Δ THAS that the idle running air inflow variance ratio detected with adjusting detection unit 70 is corresponding from correction value chart 72a.Correction value calculating part 72 writes the throttle opening correction value Δ THAS calculating be stored in the correction value memory section 120 of volatile memory 66.It should be noted that, detecting air screw 38 and do not have in controlled situation by adjusting detection unit 70, the throttle opening correction value Δ THAS that correction value calculating part 72 makes to be stored in correction value memory section 120 is 0.

If adjust and be labeled as 1, and the judgement feedback areas A corresponding with current throttle opening TH and engine speed NE is the second feedback areas A2 or the 3rd feedback areas A3, basic emitted dose calculating part 60 uses this throttle opening correction value Δ THAS to revise throttle opening TH.In detail, on the basis of the detected throttle opening TH of engine load sensor 44, add that throttle opening correction value Δ THAS revises throttle opening TH.Then, basic emitted dose calculating part 60 uses emitted dose to be related to that Figure 80 calculates with revised throttle opening TH(hereinafter referred to as THM) and basic emitted dose TIMB corresponding to engine speed NE.

Like this, if air screw 38 is adjusted, revise throttle opening TH, use revised throttle opening THM to calculate basic emitted dose TIMB, therefore compared with not revising the situation of throttle opening TH, the difference of the learning value KBU2 upgrading by O2 feedback control and learning value KBU3 and base value E diminishes.

Figure 15 is illustrated in as air quantity by bypass path 36 being reduced make air screw 38 from primary position to the figure of relation that closes learning value KBU2 in the situation of revising throttle opening TH the open loop control of lateral deviation while moving and base value E.As shown in figure 15, even if the learning value KBU2 being stored in KBU2 memory section 96 is (the black round dot in Figure 15) that utilizes the throttle opening TH of low aperture side to calculate, the learning value KBU2 being stored in KBU2 memory section 96 diminishes with the difference compared with not revising the situation of throttle opening TH (compared with Figure 11) of the learning value KBU2 of throttle opening TH in high aperture side.Therefore, even if the mean value KBUave2 being stored in KBU2 mean value memory section 108 utilizes the throttle opening TH of low aperture side to calculate, also can dwindle mean value KBUave2 poor of the mean value KBUave2 that is stored in KBU2 mean value memory section 108 and high aperture side, can be with more suitable fuel injection amount TOUT burner oil.

According to the flow chart of Figure 16, the calculating action of throttle opening correction value Δ THAS is described.Action shown in this Figure 16 is to carry out in the time of the computing cycle of each feedback modifiers amount KO2.Adjust detection unit 70 and judge whether the feedback areas A corresponding with engine load sensor 44 and the detected current throttle opening TH of engine rotation speed sensor 46 and engine speed NE is the first feedback areas A1(step S1).

In step S1, if judge that the feedback areas A corresponding with current throttle opening TH and engine speed NE is not the first feedback areas A1, make processing finish.On the other hand, in step S1, if judge that the feedback areas A corresponding with current throttle opening TH and engine speed NE is the first feedback areas A1, adjust detection unit 70 and judge whether the mean value KBUave1 being stored in KBU1 mean value memory section 106 exceedes threshold value (step S2) with the absolute value of the difference that is stored in the mean value KBUave4 in KBU4 mean value memory section 112.

In step S2, if judge that the absolute value of the difference of mean value KBUave1 and mean value KBUave4 exceedes threshold value, adjusting detection unit 70, to detect air screw 38 adjusted, makes to adjust to be labeled as 1(step S3).That is to say, be stored in and adjust in mark memory section 118 1.

Then, correction value calculating part 72 calculates throttle opening correction value Δ THAS, the throttle opening correction value Δ THAS calculating is stored in the correction value memory section 120 of volatile memory 66 (step S4).In detail, adjusting detection unit 70 uses adjustment amount graph of a relation 70a to detect the adjustment amount corresponding with the difference of mean value KBUave1 and the mean value KBUave4 air inflow variance ratio that dallies.Then, correction value calculating part 72 uses correction value chart 72a to calculate the throttle opening correction value Δ THAS corresponding with detected idle running air inflow variance ratio.

On the other hand, in step S2, if judge that the absolute value of the difference of mean value KBUave1 and mean value KBUave4 does not exceed threshold value, adjust detection unit 70 and detect air screw 38 less than adjusted, make adjustment be labeled as 0(step S5).That is to say, be stored in and adjust in mark memory section 118 0.Then, to make throttle opening correction value Δ THAS be 0 to correction value calculating part 72 and be stored in the correction value memory section 120 of volatile memory 66 (step S6).

The calculating action of basic emitted dose TIMB according to the flow chart of Figure 17 to basic emitted dose calculating part 60 describes.Basic emitted dose calculating part 60 is in the time calculating basic emitted dose TIMB, whether the feedback areas A that first, judgement and engine load sensor 44 and the detected current throttle opening TH of engine rotation speed sensor 46 and engine speed NE are corresponding is the second feedback areas A2 or the 3rd feedback areas A3(step S11).

In step S11, if judge that the feedback areas A corresponding with current throttle opening TH and engine speed NE is the second feedback areas A2 or the 3rd feedback areas A3, basic emitted dose calculating part 60 judges that adjustment marks whether as 1(step S12).This judgement is carried out based on being stored in the value of adjusting in mark memory section 118.

In step S12, if judgement adjustment is labeled as 1, basic emitted dose calculating part 60 is revised the detected throttle opening TH(step S13 of engine load sensor 44).In detail, on the basis of detected throttle opening TH, add the throttle opening correction value Δ THAS being stored in correction value memory section 120, revise throttle opening TH.

Then, basic emitted dose calculating part 60 uses emitted dose to be related to that Figure 80 calculates the basic emitted dose TIMB(step S14 corresponding with revised throttle opening THM and the detected current engine speed NE of engine rotation speed sensor 46).

On the other hand, in step S11, if judge that the feedback areas A corresponding with current throttle opening TH and engine speed NE is not the second feedback areas A2 and the 3rd feedback areas A3, or in step S12, judge that adjusting mark is not 1, enters step S15.

Enter step S15, basic emitted dose calculating part 60 uses emitted dose to be related to that Figure 80 calculates the basic emitted dose TIMB corresponding with engine load sensor 44 and the detected current throttle opening TH of engine rotation speed sensor 46 and engine speed NE.

Then, according to the flow chart of Figure 18, the active of control device 42 is described.Whether the angular velocity dTH/dt that first, control device 42 judges the detected throttle opening TH of engine load sensor 44 is than specified value large (step S21).That is to say, in step S21, judge that whether the variable quantity of unit time of throttle opening TH is larger than specified value.

This angular velocity dTH/dt can obtain by throttle opening TH being carried out to differential with time t, also can be by formula (TH1-TH0)/(t1-t0) obtain.This TH1 represents the throttle opening TH that this detects, and TH0 represents the throttle opening TH detecting last time.T1 represents to detect the moment of throttle opening TH1, and t0 represents to detect the moment of throttle opening TH0.

In step S21, if judge that the angular velocity dTH/dt of throttle opening TH is large unlike specified value, control device 42 calculates fuel injection amount TOUT(step S22 by carrying out O2F/B control).Fuelinjection nozzle 40 is with this fuel injection amount TOUT burner oil calculating.

Specifically, fuel injection amount calculating part 68 obtains learning value KBU and the feedback modifiers amount KO2 of the feedback areas A corresponding with engine load sensor 44 and the detected current operation range (throttle opening TH and engine speed NE) of engine rotation speed sensor 46 from volatile memory 66.Then, fuel injection amount calculating part 68 is according to the action in Figure 17, on the basis of the basic emitted dose TIMB calculating at basic emitted dose calculating part 60, be multiplied by obtained feedback modifiers amount KO2, learning value KBU and intake temperature adjusted coefficient K TA corresponding to intake temperature TA detected with intake air temperature sensor 52, calculate fuel injection amount TOUT.That is to say, use above-mentioned (1) formula to calculate.

Coefficient calculations portion 84 upgrades successively feedback modifiers amount KO2 and mean value KO2ave, learning value KBU and mean value KBUave thereof in this O2F/B controls, and is stored in volatile memory 66.Coefficient calculations portion 84 upgrades the feedback areas A(A1 to A6 corresponding with current throttle opening TH and engine speed NE) learning value KBU(KBU1 to KBU6) and mean value KBUave.

In O2 feedback control under the controlled state of air screw 38, in current operation range, during in the second feedback areas A2 or the 3rd feedback areas A3, throttle opening TH is corrected.Therefore, can upgrade throttle opening TH in low aperture side and at the less learning value KBU2 of the difference of high aperture side, KBU3 and mean value KBUave2, KBUave3.

On the other hand, in step S21, if judge that the angular velocity dTH/dt of throttle opening TH is larger than specified value, accelerate to revise to spray and control, calculate fuel injection amount TOUT(step S23).

Specifically, fuel injection amount calculating part 68 obtains the mean value KBUave of the feedback areas A corresponding with engine load sensor 44 and the detected current throttle opening TH of engine rotation speed sensor 46 and engine speed NE from volatile memory 66.Then, fuel injection amount calculating part 68, according to the action of Figure 17, is multiplied by obtained mean value KBUave and with intake air temperature sensor 52 detected intake temperature adjusted coefficient K TA corresponding to intake temperature TA on the basis of the basic emitted dose TIMB calculating at basic emitted dose calculating part 60.Then, on the basis of the value obtaining by multiplying, add appending emitted dose TACC and accelerating the long-pending of adjusted coefficient K TACC in the acceleration correction corresponding with current throttle opening TH and engine speed NE, calculate fuel injection amount TOUT.That is to say, use above-mentioned (2) formula to calculate.

Because the mean value KBUave2, the KBUave3 that are stored in volatile memory 66 are that throttle opening TH is in low aperture side and in the less value of the difference of high aperture side, therefore in the case of the open loop control of not carrying out O2 feedback control, also can calculate suitable fuel injection amount TOUT.In addition, in operation range during in the second feedback areas A2 or the 3rd feedback areas A3, revise throttle opening TH and calculate basic emitted dose TIMB, therefore can calculate more suitable fuel injection amount TOUT.

It should be noted that, in the above-described embodiment, calculate the learning value KBU that the mean value KO2ave of feedback modifiers amount KO2 has been carried out to multiplying with respect to the variation of reference value and obtain, but also can calculate the learning value KBU that feedback modifiers amount KO2 has been carried out to multiplying with respect to the variation of reference value and obtain.

In addition, in the above-described embodiment, whether whether the absolute value of the difference of the mean value KBUave5 of the mean value KBUave4 of the mean value KBUave1 based on the first feedback areas A1 and the 4th feedback areas A4 or the 5th feedback areas A5 detects air screw 38 adjusted, be adjusted but also can the learning value KBU1 based on the first feedback areas A1 detect air screw 38 with the absolute value of the difference of the learning value KBU4 of the 4th feedback areas A4 or the learning value KBU5 of the 5th feedback areas A5.

In addition, in the above-described embodiment, detect idle running air inflow variance ratio according to the difference of the mean value KBUave5 of the mean value KBUave4 of the mean value KBUave1 of the first feedback areas A1 and the 4th feedback areas A4 or the 5th feedback areas A5, but also can detect idle running air inflow variance ratio according to the difference of the learning value KBU5 of the learning value KBU4 of the learning value KBU1 of the first feedback areas A1 and the 4th feedback areas A4 or the 5th feedback areas A5.

That is to say, in the above-described embodiment, calculate mean value KO2ave, KBUave and use this mean value KO2ave, KBUave, but also can not calculate this mean value KO2ave, KBUave, but replace mean value KO2ave, KBUave with feedback modifiers amount KO2, learning value KBU.

Air inlet by the bypass path 36 adjusted by air screw 38 more flows to bypass path 36 at throttle opening TH during in low aperture, and the deviation of the learning value KBU that therefore learning value KBU is caused by the adjustment of air screw 38 in low aperture side just more easily produces.Claimant, through research, finds that at throttle opening TH air inlet is not passed through suction tude 22 by bypass path 36 during in high aperture side, and therefore the learning value KBU of high aperture side is difficult to be subject to the impact being caused by the adjustment of air screw 38.Therefore, apply flexibly in the present embodiment this character, the absolute value of the difference of the learning value KBU of the learning value KBU of the feedback areas A at throttle opening TH in low aperture side and the feedback areas A of throttle opening TH in high aperture side exceedes threshold value, detect air screw 38 adjusted, therefore can be simply to construct and precision detects the adjustment of air screw 38 well.

When idle running, because throttle opening TH is full cut-off, the deviation of the learning value KBU being caused by the adjustment of air screw 38 is comparatively remarkable.And the adjustment of air screw 38 is carried out conventionally in the time of idle running running.Therefore, in the present embodiment, the feedback areas A of low aperture side is the i.e. first feedback areas A1 of idle running operation range of motor 10, the feedback areas A of high aperture side is that the adjustment of air screw 38 does not impact learning value KBU, that is to say, the feedback areas (arbitrary place in A4 to A5) of throttle opening TH more than middle aperture, can more easily detect the adjustment of air screw 38, and can go out with higher accuracy detection the adjustment of air screw 38.

Second and third feedback areas A2, A3 start starting from stopping and reach and stablize the operation range of passing through travelling state.In contrast, the the 4th and the 5th feedback areas A4, A5 enter the higher operation range of possibility of stablizing travelling state, because throttle opening TH is higher than the first to the 3rd feedback areas A1 to A3, therefore this region becomes the region of the impact that is difficult to the deviation that is subject to the learning value KBU being caused by the adjustment of air screw 38.Therefore, in the present embodiment, multiple feedback areas A are by the first feedback areas A1, with the second feedback areas A2 of the first feedback areas A1 in the high rotating speed side adjacency of engine speed NE, with the first feedback areas A1 and the second feedback areas A2 the 3rd feedback areas A3 in the high aperture side adjacency of throttle opening TH, with the four feedback areas A4 of the 3rd feedback areas A3 in the high aperture side adjacency of throttle opening TH, with the five feedback areas A5 of the 4th feedback areas A4 in the high aperture side adjacency of throttle opening TH, form at the 6th feedback areas A6 of the high aperture side adjacency of throttle opening TH with the 5th feedback areas A5, the feedback areas A of high aperture side is the 4th feedback areas A4 or the 5th feedback areas A5, therefore pass through the learning value KBU of the feedback areas A that uses the easy frequent updating of learning value KBU, can go out with higher accuracy detection the adjustment of air screw 38.

Due to use low aperture side feedback areas A before mean value KBUave poor of learning value KBU of stipulated number before of the mean value KBUave of learning value KBU and the feedback areas A of high aperture side of stipulated number, whether adjustedly detect air screw 38, therefore can suppress the deviation of learning value KBU and whether detect air screw 38 adjusted, the testing precision of the adjustment of air screw 38 is further improved.

Detect the adjustment amount of air screw 38, calculate throttle opening correction value Δ THAS according to the adjustment amount of air screw 38, use this throttle opening correction value Δ THAS to revise the detected throttle opening TH of engine load sensor 44, calculate basic emitted dose TIMB, therefore can increase and decrease to revise and the closely-related throttle opening TH of air inflow according to the air inflow being caused by the adjustment of air screw 38, use this revised throttle opening THM can calculate basic emitted dose TIMB.Therefore, can be simply and precision revise well the increase and decrease of the air inflow being caused by the adjustment of air screw 38, the calculation accuracy of basic emitted dose TIMB is improved, consequently, can make the calculation accuracy of fuel injection amount TOUT improve.

In the time carrying out the adjustment of air screw 38, the learning value KBU of the low aperture side of throttle opening TH is easily subject to its impact, the learning value KBU of high aperture side is difficult to be affected relatively, therefore can infer the adjustment amount of air screw 38 according to the difference of the learning value KBU of the learning value KBU of low aperture side and high aperture side.Therefore, the difference of the learning value KBU of the learning value KBU of feedback areas A based on throttle opening TH in low aperture side and the feedback areas A of throttle opening TH in high aperture side detects adjustment amount, can be simply to construct and precision is obtained the adjustment amount of air screw 38 well, consequently, can make the calculation accuracy of fuel injection amount TOUT improve.

Due to and feedback areas throttle opening TH at the feedback areas A of high aperture side below larger than the throttle opening TH of the feedback areas A of low aperture side at throttle opening TH only, be in the adjustment of air screw 38 feedback areas A that learning value KBU is impacted, revise the detected throttle opening TH of engine load sensor 44 and calculate basic emitted dose TIMB, therefore can make the calculation accuracy of basic emitted dose TIMB improve, consequently, particularly in the low aperture region than being easier to the throttle opening that is subject to the impact being caused by the adjustment of air screw 38, can make the calculation accuracy of fuel injection amount TOUT improve.

Multiple feedback areas A are by the i.e. first feedback areas A1 of idle running operation range of motor 10, with the second feedback areas A2 of the first feedback areas A1 in the high rotating speed side adjacency of engine speed NE, with the first feedback areas A1 and the second feedback areas A2 the 3rd feedback areas A3 in the high aperture side adjacency of throttle opening TH, with the four feedback areas A4 of the 3rd feedback areas A3 in the high aperture side adjacency of throttle opening TH, with the five feedback areas A5 of the 4th feedback areas A4 in the high aperture side adjacency of throttle opening TH, form at the 6th feedback areas A6 of the high aperture side adjacency of throttle opening TH with the 5th feedback areas AS, the feedback areas A that the adjustment of air screw 38 impacts learning value KBU is the second feedback areas A2 and the 3rd feedback areas A3, therefore can make the calculation accuracy of basic emitted dose TIMB improve, consequently, in the region of whole throttle opening TH, can make the calculation accuracy of fuel injection amount TOUT improve.

The throttle opening correction value Δ THAS calculating is stored in volatile memory 66, but in this moment, the throttle opening correction value Δ THAS being stored in volatile memory 66 is stored in nonvolatile memory 67 in the time that motor 10 stops.Therefore during, from next engine start, start to calculate suitable fuel injection amount TOUT.

By preferred embodiment describing the present invention, still technical scope of the present invention is not limited to the scope that above-mentioned mode of execution is recorded above.On the basis of above-mentioned mode of execution, can implement various changes or improve is apparent for a person skilled in the art.From the record of the scope of protection of present invention clearly, the mode of execution of having implemented this change or improvement is also included within technical scope of the present invention.In addition, the reference character with parantheses that the scope of protection of present invention is recorded is to mark according to the reference character in accompanying drawing in order to make the present invention be convenient to understand, and the present invention should not be interpreted as being defined in the key element that has marked this reference character.

Claims

1. the fuel injection control system (12) of a motor (10), comprising:

Bypass path (36), upstream side and the downstream side of the closure (34) of the suction tude (22) of its connecting engine (10);

Air screw (38), it opens and closes described bypass path (36);

Lambda sensor (50), it detects the oxygen concentration in the exhaust of described motor (10);

Coefficient calculations portion (84), it calculates correction factor based on the detected oxymeter of described lambda sensor (50) is feedback modifiers amount (KO2), and is learning value (KBU) calculating respectively and upgrade the correction factor of learning according to described feedback modifiers amount (KO2) according to each feedback areas of multiple feedback areas of the throttle opening of described closure (34) (TH) division;

Fuel injection amount calculating part (68), it uses described feedback modifiers amount (KO2) and described learning value (KBU) to revise basic emitted dose (TIMB) thereby calculates fuel injection amount (TOUT),

Described fuel injection control system (12) is characterised in that,

There is adjustment detection unit (70), the described learning value (KBU) of described adjustment detection unit (70) feedback areas in low aperture side at described throttle opening (TH) exceedes threshold value with the absolute value of the difference of the described learning value (KBU) of the feedback areas of described throttle opening (TH) in high aperture side, detects described air screw (38) and is adjusted.

2. the fuel injection control system (12) of motor according to claim 1 (10), is characterized in that,

The feedback areas of described low aperture side is i.e. first feedback areas (A1) of idle running operation range of described motor (10), and the feedback areas of described high aperture side is the feedback areas (A4 to A6) of described throttle opening (TH) more than middle aperture.

3. the fuel injection control system (12) of motor according to claim 2 (10), is characterized in that,

Described multiple feedback areas is by described the first feedback areas (A1), with second feedback areas (A2) of described the first feedback areas (A1) in the high rotating speed side adjacency of engine speed (NE), with described the first feedback areas (A1) and described the second feedback areas (A2) the 3rd feedback areas (A3) in the high aperture side adjacency of described throttle opening (TH), with four feedback areas (A4) of described the 3rd feedback areas (A3) in the high aperture side adjacency of described throttle opening (TH), with five feedback areas (A5) of described the 4th feedback areas (A4) in the high aperture side adjacency of described throttle opening (TH), form in the 6th feedback areas (A6) of the high aperture side adjacency of described throttle opening (TH) with described the 5th feedback areas (A5),

The feedback areas of described high aperture side is described the 4th feedback areas (A4) or described the 5th feedback areas (A5).

4. according to the fuel injection control system (12) of the described motor (10) described in any one in claims 1 to 3, it is characterized in that,

Described adjustment detection unit (70) use described low aperture side feedback areas before mean value (KBUave) poor of described learning value (KBU) of described stipulated number before of the mean value (KBUave) of described learning value (KBU) and the feedback areas of described high aperture side of stipulated number, detect described air screw (38) and whether be adjusted.

5. according to the fuel injection control system of the motor described in any one in claim 1 to 4 (10) (12), it is characterized in that,

Adjust detection unit (70) in the situation that detecting described air screw (38) and being adjusted, the described learning value (KBU) of the feedback areas based on described throttle opening (TH) in described low aperture side detects adjustment amount with the difference of the described learning value (KBU) of the feedback areas of described throttle opening (TH) in described high aperture side

Described adjustment detection unit (70) comprising:

Emitted dose graph of a relation (80), it stores described basic emitted dose (TIMB);

Engine load sensor (44), it detects the described throttle opening (TH) of described closure (34);

Basic emitted dose calculating part (60), it uses described emitted dose graph of a relation (80) to calculate described basic emitted dose (TIMB) according to the detected described throttle opening (TH) of described engine load sensor (44);

Correction value calculating part (72), its described adjustment amount according to the detected described air screw (38) of described adjustment detection unit (70) calculates throttle opening correction value (Δ THAS),

The described throttle opening correction value (Δ THAS) that described basic emitted dose calculating part (60) uses described correction value calculating part (72) to calculate, revise the detected described throttle opening (TH) of described engine load sensor (44), and calculate described basic emitted dose (TIMB).

6. the fuel injection control system (12) of motor according to claim 5 (10), is characterized in that,

Described basic emitted dose calculating part (60) is and feedback areas described throttle opening (TH) in the feedback areas of described high aperture side below larger than the described throttle opening (TH) of the feedback areas of described low aperture side at described throttle opening (TH) only,, in the feedback areas by the adjustment of described air screw (38), described learning value (KED) being impacted, revise the detected described throttle opening (TH) of described engine load sensor (44) and calculate described basic emitted dose (TIMB).

7. the fuel injection control system (12) of motor according to claim 6 (10), is characterized in that,

Described multiple feedback areas is by i.e. first feedback areas (A1) of idle running operation range of described motor (10), with second feedback areas (A2) of described the first feedback areas (A1) in the high rotating speed side adjacency of engine speed (NE), with described the first feedback areas (A1) and described the second feedback areas (A2) the 3rd feedback areas (A3) in the high aperture side adjacency of described throttle opening (TH), with four feedback areas (A4) of described the 3rd feedback areas (A3) in the high aperture side adjacency of described throttle opening (TH), with five feedback areas (A5) of described the 4th feedback areas (A4) in the high aperture side adjacency of described throttle opening (TH), form in the 6th feedback areas (A6) of the high aperture side adjacency of described throttle opening (TH) with described the 5th feedback areas (A5),

The described feedback areas described learning value (KBU) being impacted by the adjustment of described air screw (38) is described the second feedback areas (A2) and described the 3rd feedback areas (A3).

8. according to the fuel injection control system of the motor described in any one in claim 5 to 7 (10) (12), it is characterized in that,

Described correction value calculating part (72) is stored in the described throttle opening correction value (Δ THAS) calculating in nonvolatile memory (67).