CN104948322A - Control device of internal combustion engine - Google Patents

Abstract

The invention provides a control device of an internal combustion engine. In an existing structure, under the exhaust gas recirculation condition or the condition that a variable-valve mechanism is used for controlling the phase or the lift of a suction and exhausting valve, the operational precision of the amount of air sucked into a cylinder degrades, and exhausting degradation caused by changes of the air-fuel ratio, or knockings caused by torque variation and excessive entrance angles at the fire catching and igniting moment, or unstable burning caused by excessive late angles is generated. A gas flow sensor is arranged on the upstream of a throttling valve and a pressure sensor is arranged on the downstream of the throttling valve. Passing flow of the throttling valve is calculated based on the pressure sensor, the downstream pressure of the throttling valve is calculated based on the throttling valve subjected to operation through flow, and the gas suction amount unit of a cylinder is calculated based on the calculated downstream pressure of the throttling valve; the flow passing unit, based on operation of the pressure sensor, of the throttling valve is corrected based on the passing flow, calculated based on the gas flow sensor, of the throttling valve.

Description

The control gear of internal-combustion engine

Technical field

The present invention relates to a kind of control gear of internal-combustion engine.

Background technique

All the time, achieve the air quantity utilizing pneumatic sensor (airflow sensor) actual measurement being assembled in the air suction way of internal-combustion engine to be inhaled into internal-combustion engine, and carry out the control gear of the internal-combustion engine of the control of fuel injection amount etc. based on the suction air quantity of surveying.In addition, achieving the part of exhaust that possesses and make to discharge to exhaust passageway to air suction way recirculation controls the control gear of the internal-combustion engine of the EGR controller of exhaust gas recirculation quantity.Possess variable valve mechanism further, achieve at air inlet-exhaust valve, and control the control gear of the internal-combustion engine that the phase place of air inlet-exhaust valve or lift (lift) are measured.

In patent documentation 1, disclose the detection operating lag possessed based on compensation air flow sensor and the suction air quantity obtained and the pressure of inspiration(Pi) variable quantity detected by the pressure of inspiration(Pi) sensor in throttle valve downstream side, computing is inhaled into the unit of the first air quantity in inflator, based on the detection operating lag of non-compensation air flow sensor and the suction air quantity obtained and the pressure of inspiration(Pi) variable quantity detected by the pressure of inspiration(Pi) sensor in throttle valve downstream side, computing is inhaled into the unit of the second air quantity in inflator, corresponding to the operating condition of internal-combustion engine, switch described first air quantity and the second air quantity, carry out the control gear of the internal-combustion engine of the control of fuel injection control etc.According to this technology, because the detection operating lag of pneumatic sensor is compensated, control accuracy during transition thus can be improved.

Prior art document

Patent documentation

Patent documentation 1: Japanese Unexamined Patent Publication 2009-138590 publication

Summary of the invention

Invent problem to be solved

But, in the technology of patent documentation 1, the change of the pressure of inspiration(Pi) in the throttle valve downstream side produced due to exhaust gas recirculation quantity change is not considered in the computing being inhaled into the air quantity in inflator, and therefore, deterioration occurs the operational precision being inhaled into the air quantity in inflator.Therefore, there is the problem that cannot be suitable in the internal-combustion engine possessing EGR controller.In addition, change based on the pressure of inspiration(Pi) in the throttle valve downstream side being changed by the phase place of air inlet-exhaust valve or lift amount and produced carrys out the change that computing is inhaled into the air quantity in inflator, therefore, the air quantity change in the inflator when phase place of air inlet-exhaust valve or lift amount sharply change cannot be caught, thus there is the problem that deterioration occurs control accuracy.

The present invention is the result of the concentrated research in view of above-mentioned problem, its object is to, even if possess in the internal-combustion engine of variable valve mechanism at EGR controller or air inlet-exhaust valve, also can carry out precision computing well by the air quantity flow in inflator based on pneumatic sensor and pressure transducer, and use the precision that it controls to improve internal-combustion engine.

The technological means of dealing with problems

In order to solve the problem, control gear of the present invention possesses pneumatic sensor in the upstream of throttle valve and possesses the control gear of the internal-combustion engine of pressure transducer in the downstream of throttle valve, described control gear possesses: arithmetic element, that carrys out throttle valve described in computing based on described pressure transducer passes through flow, carried out the pressure in computing throttle valve downstream by flow based on the throttle valve after described computing, based on the throttle downstream pressure after described computing, computing flow into the gettering quantity in inflator; And amending unit, the throttle valve revised based on described pressure transducer computing by flow based on the throttle valve detected by pneumatic sensor passes through flow, the unit correction throttle characteristics value of described correction and sensor characteristics value, make the throttle valve that estimates based on described pressure transducer be specified value below with the throttle valve detected based on described pneumatic sensor by the difference of flow by flow.

The effect of invention

According to the present invention, based on pressure transducer come computing throttle valve by flow, based on the throttle valve after computing by the pressure in flow computing throttle valve downstream, based on the throttle downstream pressure after computing, computing is inhaled into the air quantity in inflator.Suitably can consider that the change of the pressure of inspiration(Pi) in the throttle valve downstream side produced due to exhaust gas recirculation quantity change is on the impact of throttle valve by flow, therefore, it is possible to prevent the deterioration of the control accuracy of internal-combustion engine.Further, because the throttle valve when phase place or lift that suitably can consider air inlet-exhaust valve sharply change is by the change of flow, therefore, it is possible to prevent the deterioration of the control accuracy of internal-combustion engine.In addition, owing to revising the response characteristic of pneumatic sensor or the Flow characteristics of throttle valve that change due to the impact of deterioration in time successively based on pneumatic sensor and pressure transducer, therefore, precision computing well can be inhaled into air quantity in inflator, and the control accuracy of internal-combustion engine can be improved.

Accompanying drawing explanation

Fig. 1 is the figure of the system architecture that embodiments of the present invention 1 are described.

Fig. 2 illustrates the figure to the method that the EGR of rotational speed and load controls.

Fig. 3 is throttle valve opening, EGR valve aperture, the establishing method of air inlet-exhaust valve phase place, the figure based on the pressure of inspiration(Pi) of its change and the change of EGR rate that the change relative to load direction (A → B) necessarily obtained by the rotational speed in Fig. 2 is described.

Fig. 4 illustrates the figure using the air quantity flow in inflator based on the checkout value computing of pneumatic sensor to carry out the flow process of the method for controlling combustion engine.

Fig. 5 illustrates the figure using the air quantity flow in inflator based on the checkout value computing of pressure transducer to carry out the flow process of the method for controlling combustion engine.

Fig. 6 illustrates the flowing into the first air quantity in inflator and carry out the figure of the flow process of the method for controlling combustion engine based on second air quantity flow in inflator of the checkout value computing of pressure transducer of checkout value computing used based on pneumatic sensor.

Fig. 7 is the figure of the flow process of the controlling method that internal-combustion engine performed in the present invention is described.

Fig. 8 is the figure of the model that air-breathing Bottomhole pressure required in metering air and EGR is described.

Fig. 9 is the figure that the block diagram controlling fuel injection and time of ignition based on pneumatic sensor and pressure transducer is described.

Figure 10 illustrates that checkout value computing throttle valve based on pressure transducer is by air quantity, and by the figure of the throttle valve after computing described in pneumatic sensor correction by the block diagram of air quantity.

Figure 11 be illustrate due to the difference of air method of measurement, to increase from low load condition the acceleration environment of throttle valve opening, throttle valve by the checkout value of flow or operation values with the figure of the difference of true value.

Figure 12 be illustrate due to the difference of air method of measurement, to increase checkout value the acceleration environment of throttle valve opening, pressure of inspiration(Pi) or operation values from low load condition with the figure of the difference of true value.

Figure 13 be illustrate due to the difference of air method of measurement, to increase checkout value the acceleration environment of throttle valve opening, the air quantity flow in inflator or operation values from low load condition with the difference of true value and the figure of the difference of the behavior of exhaust air-fuel ratio that produces because of difference.

Figure 14 illustrates due to the difference of air method of measurement, reduces the deceleration conditions of throttle valve opening, the throttle valve figure by the checkout value of flow or the difference of operation values from high load condition.

Figure 15 be illustrate due to the difference of air method of measurement, to reduce the deceleration conditions of throttle valve opening, the checkout value of pressure of inspiration(Pi) or operation values from high load condition with the figure of the difference of true value.

Figure 16 be illustrate due to the difference of air method of measurement, to reduce the deceleration conditions of throttle valve opening, the checkout value of the air quantity flow in inflator or operation values from high load condition with the difference of true value and the figure of the difference of the behavior of exhaust air-fuel ratio that produces because of difference.

Figure 17 be illustrate by the throttle flow rate of air method of measurement of the present invention 3., for computing or detection, pressure of inspiration(Pi), inflator flow into air quantity each, the situation of the change of the Flow characteristics of throttle valve that produces due to the stained of throttle valve based on pneumatic sensor correction and do not revise when with the figure of the difference of true value.

Figure 18 is the figure air suction way recirculation from a part of turbo machine downstream portion of the exhaust of discharging to exhaust passageway to upstream of compressor portion that possess from being described and controlling the system architecture of the mode of execution 2 of the EGR controller of exhaust gas recirculation quantity.

Figure 19 illustrates the figure to the method that the EGR of rotational speed and load controls in the system of mode of execution 2.

Figure 20 illustrates that in the system of mode of execution 2, control fuel based on pneumatic sensor and pressure transducer sprays and suck the figure of the block diagram of air quantity in cylinder required in time of ignition.

Figure 21 to illustrate in the system of mode of execution 2 based on the checkout value computing negative pressure valve of pressure transducer by air quantity and by the figure of the negative pressure valve after computing described in pneumatic sensor correction by the block diagram of air quantity.

Embodiment

Below, based on accompanying drawing, embodiments of the present invention are described.

Fig. 1 is the figure of the system architecture that embodiments of the present invention 1 are described.The system of present embodiment possesses internal-combustion engine 1.Air-breathing stream and exhaust flow path is communicated with at internal-combustion engine 1.Be assembled with pneumatic sensor 2 at air-breathing stream and be built in the suction temperature sensor of pneumatic sensor 2.The throttle valve 3 also controlling to flow into the suction air quantity of cylinder for reducing air-breathing stream is equipped with in the downstream of pneumatic sensor 2.Throttle valve 3 be can with the electronic control type throttle valve of throttle pedal (throttle pedal) amount of stepping on control valve aperture independently.Induction mnifold 4 is had at the communicating downstream of throttle valve 3.Inspiratory pressure sensor 5 is assembled with at induction mnifold 4.In the downstream of induction mnifold 4, be configured with the flowing strengthening valve 6 by producing the disorder that bias current comes to flow in stiffened cylinder in air-breathing.The Fuelinjection nozzle 7 injected fuel directly in inflator is configured with in inflator.Internal-combustion engine 1 possesses the variable valve mechanism changed with making the Phase Continuation of valve opening and closing respectively at Aspirating valves 8 and outlet valve 10.At variable valve mechanism, be assembled in Aspirating valves 8 and outlet valve 10 respectively for the sensor 9 and 11 detecting the opening and closing phase place of valve.Being assembled with at cylinder head makes electrode section be exposed in cylinder, and by the spark plug 12 of spark ignition inflammable mixture.Further, be assembled with the detonation sensor 13 of the generation detecting pinking in cylinder block.Crank angle sensor 14 is assembled with at crankshaft.Based on the signal exported from crank angle sensor 14, the rotational speed of internal-combustion engine 1 can be detected.Be assembled with air-fuel ratio sensor 15 at exhaust flow path, carry out feedback control based on air-fuel ratio sensor testing result and become target air-fuel ratio to make the fuel injection amount supplied from Fuelinjection nozzle 7.In the downstream of air-fuel ratio sensor 15, be provided with exhaust emission control catalyst 16, harmful Exhaust Gas composition of carbon monoxide, nitrogen oxide and unburned hydrocarbon etc. is cleaned by catalyst reaction.In the downstream of exhaust emission control catalyst 16, be assembled with detect exhaust emission control catalyst pass through after exhaust oxygen with presence or absence of lambda sensor 17.Be communicated with and from the downstream of exhaust emission control catalyst 16, exhaust shunted and to make the EGR pipe 18 of exhaust gas recirculation to induction mnifold 4.The EGR cooling equipment 19 for cooling EGR is equipped with in EGR pipe 18.The EGR valve 22 for controlling EGR flow is equipped with in the downstream of EGR cooling equipment 19.Be assembled with the temperature transducer 20 of the temperature of the EGR of the upstream portion for detecting EGR valve 22, for detecting the pressure transducer 21 of the pressure of the upstream portion of EGR valve 22.The system of present embodiment possesses ECU(Electronic Control Unit, electronic control unit as shown in Figure 1) 23.Above-mentioned various sensor and various actuator is connected with at ECU23.Throttle valve 3, Fuelinjection nozzle 7, to be controlled by ECU23 with the actuator of the air inlet-exhaust valve 8 and 10, EGR valve 22 etc. of changeable mechanism.Further, based on the signal from above-mentioned various sensor inputs, detect the operating condition of internal-combustion engine 1, light a fire according to the moment spark plug 12 that operating condition is being determined by ECU23.

Fig. 2 is the figure that the method that the rotational speed of combustion motor 1 and the EGR of load control is described.Under low rotational speed and low loading condition, by importing internal EGR by suction and discharge phase variable valve, thus reduce pumping loss.Under loading condition more than middle load, by importing the outside EGR cooled by EGR cooling equipment, thus reduce Frequency or the delivery temperature of pinking.Control, therefore, it is possible to reduce fuel consumption as the fuel increment of object owing to there is no need to carry out delivery temperature to be reduced effect.

Fig. 3 is throttle valve opening, EGR valve aperture, the establishing method of air inlet-exhaust valve phase place, the figure based on the pressure of inspiration(Pi) of its change and the change of EGR rate that the change relative to load direction (A → B) necessarily obtained by the rotational speed in Fig. 2 is described.At low load area, by making Aspirating valves phase delay angling, thus actual effect compression ratio can be reduced and pumping loss can be reduced by reducing to the negative suction in cylinder.In addition, meanwhile make exc. angle postpone angling, increment is carried out to internal EGR, thus reduce pumping loss.On the other hand, under the above condition of middle load, make exc. angle enter near angling to upper dead center, to reduce internal EGR and to keep the mode of total EGR rate, increase EGR valve aperture, and increase outside EGR.Outside EGR makes the exhaust gas recirculation cooled by EGR cooling equipment, therefore, it is possible to reduce fuel consumption by the reduction of pinking and delivery temperature.

Fig. 4 illustrates the figure using the air quantity flow in inflator based on the checkout value computing of pneumatic sensor to carry out the flow process of the method for controlling combustion engine.In the method, in step 401, use pneumatic sensor to detect throttle valve and pass through air mass flow.In step 402, based on throttle valve by air mass flow and the air mass flow that is inhaled in inflator, computing is come in and gone out the revenue and expenditure of the air quantity in sucking pipe, the temperature in computing sucking pipe and pressure.In step 403, based on the temperature in sucking pipe and pressure, computing is inhaled into the air mass flow in inflator.In step 404, control fuel based on the air mass flow be inhaled in inflator to spray.In step 405, time of ignition is controlled based on the air mass flow be inhaled in inflator.According to the method, the measured value based on pneumatic sensor controls fuel and sprays or time of ignition, therefore, can realize healthy and strong control relative to the change of state of internal-combustion engine.On the other hand, in pneumatic sensor, there is testing lag, therefore, if do not implement delay compensation to testing result, then there is the control accuracy when the transition of internal-combustion engine and the problem of deterioration occurs.

Fig. 5 illustrates the figure using the air quantity flow in inflator based on the checkout value computing of pressure transducer to carry out the flow process of the method for controlling combustion engine.In the method, in step 501, use the pressure transducer being provided to throttle valve downstream to detect pressure of inspiration(Pi).In step 502, the air mass flow be inhaled in inflator is controlled based on pressure of inspiration(Pi).In step 503, control fuel based on the air mass flow be inhaled in inflator to spray.In step 504, time of ignition is controlled based on the air mass flow be inhaled in inflator.According to the method, because pressure transducer responsiveness compared with pneumatic sensor is high, therefore, even if do not implement delay compensation relative to testing result, the deterioration of the control accuracy when the transition of internal-combustion engine also can not be seen.On the other hand, from the pressure of sucking pipe, the air quantity flow in inflator converted, therefore, if the state that there is internal-combustion engine changes, there is the problem of deterioration in control accuracy.

Fig. 6 illustrates the flowing into the first air quantity in inflator and carry out the figure of the flow process of the method for controlling combustion engine based on second air quantity flow in inflator of the checkout value computing of pressure transducer of checkout value computing used based on pneumatic sensor.In the method, in step 601, the stable judgement of internal-combustion engine is carried out.If it is determined that be steady state, then in step 602, use pneumatic sensor to detect throttle valve and pass through air mass flow.In step 603, based on throttle valve by air mass flow and the air mass flow that is inhaled in inflator, computing is come in and gone out the revenue and expenditure of the air quantity in sucking pipe, the temperature in union sucking pipe and pressure.In step 604, based on the temperature in sucking pipe and pressure, computing is inhaled into the first air mass flow in inflator.On the other hand, if it is determined that be transition state, then in step 605, the pressure transducer of throttle valve downstream outfit is used in detect pressure of inspiration(Pi).In step 606, carry out computing based on pressure of inspiration(Pi) and be inhaled into the second air mass flow in inflator.In step 607, control fuel based on the air mass flow be inhaled in inflator to spray.In step 608, time of ignition is controlled based on the air mass flow be inhaled in inflator.According to the method, when stable, control fuel based on the measured value of pneumatic sensor spray or time of ignition, therefore, healthy and strong control can be realized relative to the state of internal-combustion engine.Further, carry out computing when transition based on the pressure of inspiration(Pi) detected by the high pressure transducer of responsiveness to be inhaled into air mass flow in inflator, therefore, it is possible to precision deterioration when preventing transition.But, owing to being make to correspond to operating condition by the air mass flow of diverse ways computing under steady state and transition state to carry out the structure that switches, therefore, producing jump when switching, thus there is the problem that deterioration occurs control accuracy.

Fig. 7 is the figure of the flow process of the controlling method that internal-combustion engine performed in the present invention is described.In the method, in step 701, be used in the pressure transducer of throttle valve downstream outfit to detect pressure of inspiration(Pi).In a step 702, carry out computing throttle valve based on detected pressure of inspiration(Pi) and pass through flow.In step 703, use pneumatic sensor to detect throttle valve and pass through flow.In step 704, the throttle valve detected by flow and use pneumatic sensor according to the throttle valve based on the computing of pressure of inspiration(Pi) checkout value passes through flow, successively with determining the Flow characteristics of throttle valve and the sensor characteristics of pneumatic sensor.Based on fixed result, the throttle valve revised successively based on the computing of pressure of inspiration(Pi) checkout value passes through flow by flow and the throttle valve that uses pneumatic sensor to detect.At this, the Flow characteristics of so-called throttle valve is the flow coefficient of throttle valve.The flow coefficient of throttle valve is as the function of parameter or form using the rotational speed of internal-combustion engine and valve opening, in the rotational speed of each internal-combustion engine and the level of valve opening with flow setting type coefficient, use with determining result to upgrade function or the form of described flow coefficient.In addition, the sensor characteristics of so-called pneumatic sensor is time constant.Time constant is using flow as the function of parameter or form, at each flow with fixing time constant, uses with determining result to upgrade function or the form of described time constant.In step 705, based on the throttle valve revised successively by flow and the air mass flow that flow in inflator, implement revenue and expenditure computing, the pressure in computing sucking pipe and temperature.In step 706, based on the pressure in the sucking pipe of computing and temperature, computing flow into the air mass flow in inflator.In step 707, based on the air mass flow be inhaled in inflator, control fuel and spray.In step 708, based on the air mass flow be inhaled in inflator, control time of ignition.According to the method, inflator during transition flows into the responsiveness of air quantity computing by the responsiveness of speed limit in pressure transducer, therefore, lingeringly computing cylinder can not had when transition to flow into air quantity.In addition, even if due to deposit attachment etc. and the Flow characteristics of throttle valve is changed, also can use by the inspiratory flow of pneumatic sensor direct-detection to revise the Flow characteristics of throttle valve, therefore, the robustness that inflator when stablizing flows into air quantity operational precision is high.No matter further, transition or stable, due to the change of the sensor characteristics of the Flow characteristics or pneumatic sensor of revising throttle valve successively, therefore, do not produce jump when transition and stable switching.Above-mentioned correction can be implemented when the action of exhaust gas recirculatioon or vario valve, and can be applicable to possess in the internal-combustion engine of exhaust gas re-circulation apparatus or variable valve mechanism.Therefore, even when the transition of internal-combustion engine possessing exhaust gas re-circulation apparatus or variable valve mechanism, also precision can perform fuel well and spray or the control of time of ignition.At this, the algorithm with determining throttle characteristics (flow coefficient) and pneumatic sensor characteristic (time constant) is described.Throttle flow rate can be tried to achieve by formula (1).

$\frac{{\mathrm{dm}}_{\mathrm{th}}}{\mathrm{dt}}={\mathrm{\μ}}_{\mathrm{th}}{A}_{\mathrm{th}}{p}_{\mathrm{atm}}\sqrt{\frac{2}{R{T}_{\mathrm{atm}}}}\·\mathrm{\Ψ}(p_{\mathrm{atm}},p_{\mathrm{in}})$ Formula (1)

$\begin{array}{cc}\mathrm{\&Psi;}(p_{\mathrm{atm}},p_{\mathrm{in}})={\left(\frac{2}{\mathrm{\&kappa;}+1}\right)}^{1/\mathrm{\&kappa;}-1}\sqrt{\frac{\mathrm{\&kappa;}}{\mathrm{\&kappa;}+1}}& \frac{p_{\mathrm{in}}}{p_{\mathrm{atm}}}<{\left(\frac{2}{\mathrm{\&kappa;}+1}\right)}^{\mathrm{\&kappa;}/\mathrm{\&kappa;}-1}\end{array}$

$\mathrm{\&Psi;}(p_{\mathrm{atm}},p_{\mathrm{in}})=\sqrt{\frac{\mathrm{\&kappa;}}{\mathrm{\&kappa;}+1}\{{\left(\frac{p_{\mathrm{in}}}{p_{\mathrm{atm}}}\right)}^{2/\mathrm{\&kappa;}}-{\left(\frac{p_{\mathrm{in}}}{p_{\mathrm{atm}}}\right)}^{(\mathrm{\&kappa;}+1)/\mathrm{\&kappa;}}\}}\frac{p_{\mathrm{in}}}{p_{\mathrm{atm}}}\&GreaterEqual;{\left(\frac{2}{\mathrm{\&kappa;}+1}\right)}^{\mathrm{\&kappa;}/\mathrm{\&kappa;}-1}$

At this, μ _ththe flow coefficient of throttle valve, A _thbe the opening area of throttle valve, κ is ratio of specific heat, and R is gas constant.On the other hand, if be assumed to pneumatic sensor postpone behavior can be similar to by time lag of first order key element, then can use using the checkout value of pneumatic sensor as input once progress key element and carry out the genuine throttle flow rate of computing by formula (2).

$\frac{{\mathrm{dm}}_{\mathrm{th}}}{\mathrm{dt}}=(1+\frac{{\mathrm{\&tau;}}_{\mathrm{afs}}}{\mathrm{\&Delta;t}})\frac{{\mathrm{dm}}_{\mathrm{afs}}\left(k\right)}{\mathrm{dt}}-\frac{{\mathrm{\&tau;}}_{\mathrm{afs}}}{\mathrm{\&Delta;t}}\frac{{\mathrm{dm}}_{\mathrm{afs}}(k-1)}{\mathrm{dt}}$ Formula (2)

At this, τ _afsbe the time constant of pneumatic sensor, Δ t is sampling time.If formula (1) is equal with formula (2), then obtain following relation.

$\frac{{\mathrm{dm}}_{\mathrm{afs}}\left(k\right)}{\mathrm{dt}}=\frac{1}{1+{\mathrm{\&tau;}}_{\mathrm{afs}}/\mathrm{\&Delta;t}}[{\mathrm{\&mu;}}_{\mathrm{th}}{A}_{\mathrm{th}}{P}_{\mathrm{atm}}\sqrt{\frac{2}{{\mathrm{RT}}_{\mathrm{atm}}}}\&CenterDot;\mathrm{\&Psi;}(p_{\mathrm{atm}},p_{\mathrm{im}})+\frac{{\mathrm{\&tau;}}_{\mathrm{afs}}}{\mathrm{\&Delta;t}}\frac{{\mathrm{dm}}_{\mathrm{afs}}(k-1)}{\mathrm{dt}}]$ Formula (3)

At this, k is number of steps.If the formula of arrangement (3), then obtain simultaneous equations such shown in formula (4).

X (k)=φ (k) ^tθ (k) ... formula (4)

$x\left(k\right)=\frac{{\mathrm{dm}}_{\mathrm{afs}}\left(k\right)}{\mathrm{dt}},\mathrm{\&phi;}\left(k\right)=\begin{array}{}\end{array}\left[\begin{array}{c}{A}_{\mathrm{th}}{p}_{\mathrm{atm}}\sqrt{\frac{2}{{\mathrm{RT}}_{\mathrm{atm}}}}\&CenterDot;\mathrm{\&Psi;}(p_{\mathrm{atm}},p_{\mathrm{im}})\\ \frac{{\mathrm{dm}}_{\mathrm{afs}}(k-1)}{\mathrm{dt}}\end{array}\right],\mathrm{\&theta;}\left(k\right)=\begin{array}{}\left[\begin{array}{c}\frac{{\mathrm{\&mu;}}_{\mathrm{th}}\mathrm{\&Delta;t}}{\mathrm{\&Delta;t}+{\mathrm{\&tau;}}_{\mathrm{afs}}}\\ \frac{{\mathrm{\&tau;}}_{\mathrm{afs}}}{\mathrm{\&Delta;t}+{\mathrm{\&tau;}}_{\mathrm{afs}}}\end{array}\right]\end{array}$

Based on formula (4), use to consider and forget that successive minima two multiplication algorithm of key element determines together the time constant of throttle flow rate coefficient and pneumatic sensor.

X (k)=φ ^t(k) θ (k)+ε (k) ... formula (5)

$L\left(k\right)=\frac{P(k-1)\&CenterDot;\mathrm{\&phi;}\left(k\right)}{\mathrm{\&lambda;}+{\mathrm{\&phi;}}^T\left(k\right)\&CenterDot;P(k-1)\&CenterDot;\mathrm{\&phi;}\left(k\right)}$ $\widehat{\mathrm{\&theta;}}\left(k\right)=\widehat{\mathrm{\&theta;}}(k-1)+L\left(k\right)\&CenterDot;[x\left(k\right)-{\mathrm{\&phi;}}^T\left(k\right)\&CenterDot;\widehat{\mathrm{\&theta;}}(k-1)]$

$P\left(k\right)\frac{1}{\mathrm{\&lambda;}}\&CenterDot;[P(k-1)-L\left(k\right)\&CenterDot;{\mathrm{\&phi;}}^T\left(k\right)\&CenterDot;P(k-1)]$

At this, λ forgets key element, is usually set between 0.97 to 0.995.By arithmetic expression (5) repeatedly, thus upgrade θ (k) successively, throttle flow rate coefficient μ can be tried to achieve by θ (k) _thand the timeconstantτ of pneumatic sensor _afs.In the present invention, successively with in fixed parameter, select throttle flow rate coefficient, but the present invention is not limited thereto, even if set pressure loss coefficient in throttle flow rate coefficient, also can realize identical effect.In addition, pneumatic sensor testing lag approximate in assume time lag of first order, but, also can set dead time or secondary postpones to be above function.

Fig. 8 is the figure of the model that air-breathing Bottomhole pressure required in metering air and EGR is described.The air mass flow of throttle valve can by pneumatic sensor 2 direct-detection of upstream being installed on throttle valve.On the other hand, the pressure of inspiration(Pi) detected based on the pressure transducer 5 by the downstream being installed on throttle valve, the inhalation temperature, the throttle valve opening that are detected by the temperature transducer being built in pneumatic sensor, can use above-mentioned formula (1) to carry out computing throttle flow rate.The EGR temperature transducer of the temperature detecting EGR is installed in the upstream of EGR valve, detects the EGR pressure transducer of the pressure of EGR.Based on upstream pressure and upstream temperature, described pressure of inspiration(Pi), the EGR valve aperture of EGR valve, can by the flow of formula (6) computing by the exhaust of EGR valve.

$\frac{{\mathrm{dm}}_{\mathrm{egrv}}}{\mathrm{dt}}={\mathrm{\&mu;}}_{\mathrm{egrv}}{A}_{\mathrm{egrv}}{p}_{\mathrm{up}}\sqrt{\frac{2}{R{T}_{\mathrm{up}}}}\&CenterDot;\mathrm{\&Psi;}(p_{\mathrm{up}},p_{\mathrm{in}})$ Formula (6)

$\begin{array}{cc}\mathrm{\&Psi;}(p_{\mathrm{up}},p_{\mathrm{in}})={\left(\frac{2}{\mathrm{\&kappa;}+1}\right)}^{1/\mathrm{\&kappa;}-1}\sqrt{\frac{\mathrm{\&kappa;}}{\mathrm{\&kappa;}+1}}& \frac{p_{\mathrm{in}}}{p_{\mathrm{up}}}<{\left(\frac{2}{\mathrm{\&kappa;}+1}\right)}^{\mathrm{\&kappa;}/\mathrm{\&kappa;}-1}\end{array}$

$\mathrm{\&Psi;}(p_{\mathrm{up}},p_{\mathrm{in}})=\sqrt{\frac{\mathrm{\&kappa;}}{\mathrm{\&kappa;}+1}\{{\left(\frac{p_{\mathrm{in}}}{p_{\mathrm{up}}}\right)}^{2/\mathrm{\&kappa;}}-{\left(\frac{p_{\mathrm{in}}}{p_{\mathrm{up}}}\right)}^{(\mathrm{\&kappa;}+1)/\mathrm{\&kappa;}}\}}\frac{p_{\mathrm{in}}}{p_{\mathrm{up}}}\&GreaterEqual;{\left(\frac{2}{\mathrm{\&kappa;}+1}\right)}^{\mathrm{\&kappa;}/\mathrm{\&kappa;}-1}$

At this, μ _egrvthe flow coefficient of EGR valve, A _egrvit is the opening area of EGR valve.By air-breathing to the air mass flow in inflator can use sucking pipe quantity of state and by formula (7) computing.

$\frac{{\mathrm{dm}}_{\mathrm{cyl}}}{\mathrm{dt}}=\frac{p_{\mathrm{in}}}{{\mathrm{RT}}_{\mathrm{in}}}{n}_{\mathrm{cyl}}{v}_s{\mathrm{\&eta;}}_{\mathrm{in}}\frac{N_e}{120}$ Formula (7)

At this, n _cylthe inflator number of internal-combustion engine, V _sswept volume, η _ingettering efficiency, N _eit is the rotational speed of internal-combustion engine.η _inthe rotational speed of internal-combustion engine, the function of load and air inlet-exhaust valve phase place or form.Use these flows and implement the revenue and expenditure computing in sucking pipe by formula (8).

$\frac{{\mathrm{dm}}_{\mathrm{in}}}{\mathrm{dt}}=\frac{{\mathrm{dm}}_{\mathrm{th}}}{\mathrm{dt}}+\frac{{\mathrm{dm}}_{\mathrm{egrv}}}{\mathrm{dt}}-\frac{{\mathrm{dm}}_{\mathrm{cyl}}}{\mathrm{dt}}$

$\frac{{\mathrm{de}}_{\mathrm{in}}{m}_{\mathrm{in}}}{\mathrm{dt}}=h_{\mathrm{atm}}\frac{{\mathrm{dm}}_{\mathrm{th}}}{\mathrm{dt}}+h_{\mathrm{up}}\frac{{\mathrm{dm}}_{\mathrm{egrv}}}{\mathrm{dt}}-h_{\mathrm{in}}\frac{{\mathrm{dm}}_{\mathrm{cyl}}}{\mathrm{dt}}$ (formula 8)

$\frac{{\mathrm{dm}}_{\mathrm{egr}}}{\mathrm{dt}}=\frac{{\mathrm{dm}}_{\mathrm{egrv}}}{\mathrm{dt}}-r_{\mathrm{in}}\frac{{\mathrm{dm}}_{\mathrm{cyl}}}{\mathrm{dt}}$

$\&DoubleRightArrow;T_{\mathrm{in}}=\frac{\mathrm{\&kappa;}-1}{R}{e}_{\mathrm{in}},p_{\mathrm{in}}=\frac{m_{\mathrm{in}}}{V_{\mathrm{im}}}{\mathrm{RT}}_{\mathrm{in}},r_{\mathrm{in}}=\frac{m_{\mathrm{egr}}}{m_{\mathrm{in}}}$

At this, h is enthalpy, and e is whole energy, and r is EGR rate.Also have, in the system of present embodiment, detect the upstream temperature of EGR valve and the structure of upstream pressure by sensor, but, the present invention is not limited thereto, as by EGR pressure and EGR thermograph on the map of rotational speed and load and the mode asked for by map computing also can realize identical effect.In addition, in the system of present embodiment, detect the upstream temperature of EGR valve and the structure of upstream pressure union EGR flow by sensor, but, the present invention is not limited thereto, as ask for from by be provided to throttle valve downstream portion pressure transducer detect pressure (total head), deduct based on throttle valve by the air dividing potential drop of the throttle valve downstream portion of flow computing the mode of the EGR rate of computing, also can realize identical effect.

Fig. 9 is the figure that the block diagram controlling fuel injection and time of ignition based on pneumatic sensor and pressure transducer is described.According to the method, in frame 901, detect pressure of inspiration(Pi) based on pneumatic sensor, throttle valve opening, barometric pressure, the atmospheric temperature detected by the temperature transducer being built in pneumatic sensor and the pressure transducer by throttle valve downstream, computing throttle valve passes through flow.In box 902, carry out computing EGR valve pass through flow based on pressure of inspiration(Pi), EGR valve aperture, EGR valve upstream temperature, EGR valve upstream pressure.In frame 903, carry out sucking pipe in total gas revenue and expenditure computing by flow, EGR valve by sucking air quantity in quantity of state in flow, sucking pipe (pressure, temperature, EGR rate), inflator based on throttle valve.In frame 904, carry out EGR revenue and expenditure computing in sucking pipe based on EGR valve by sucking air quantity in quantity of state in flow, sucking pipe (pressure, temperature, EGR rate), inflator.In frame 905, based on the air quantity in sucking pipe and EGR amount, atmospheric temperature and EGR valve upstream temperature, quantity of state (pressure, temperature, EGR rate) in computing sucking pipe.In frame 906, come to flow into air quantity in computing inflator based on quantity of state (pressure, temperature, EGR rate) in the rotational speed of internal-combustion engine, air inlet-exhaust valve phase place, sucking pipe.In block 907, computing target air-fuel ratio is carried out based on flowing into air quantity in the rotational speed of internal-combustion engine, inflator.In frame 908, based on flowing into air quantity in the rotational speed of internal-combustion engine, inflator, target air-fuel ratio carrys out computing injection pulse width.In frame 908, carry out computing time of ignition based on flowing into quantity of state in air quantity, sucking pipe (pressure, temperature, EGR rate) in the rotational speed of internal-combustion engine, inflator.By such formation, even thus when the transition of internal-combustion engine possessing exhaust gas re-circulation apparatus or variable valve mechanism, also precision fuel can be performed well spray or the control of time of ignition.

Figure 10 illustrates that the checkout value based on pressure transducer carrys out computing throttle valve by air quantity, and by the figure of the throttle valve after computing described in pneumatic sensor correction by the block diagram of air quantity.According to the method, in frame 1001, carry out computing throttle flow rate based on throttle valve opening, throttle valve upstream pressure, throttle valve upstream temperature, throttle downstream pressure.In frame 1002, using the throttle flow rate after above-mentioned computing, considering sensor characteristics and pneumatic sensor checkout value after the correction that have modified, with determining throttle characteristics.At this, should with the flow coefficient of fixed parameter as throttle valve.Flow coefficient is using the rotational speed of internal-combustion engine and valve opening as the function of parameter or form, in the rotational speed of each internal-combustion engine and the level of valve opening with flow setting type coefficient, based on determining function or the form that result upgrades flow coefficient.In frame 1003, determine result based on the throttle flow rate after above-mentioned computing, the same of throttle characteristics, revise throttle flow rate operation values.In frame 1004, based on pneumatic sensor checkout value, consider throttle characteristics and throttle flow rate operation values after the correction that have modified, with the sensor characteristics determining pneumatic sensor.At this, should with fixed parameter as pneumatic sensor time constant.Time constant is using flow as the function of parameter or form, at each flow with fixing time constant, based on function or the form of determining result constant update time.In frame 1005, the same of sensor characteristics based on pneumatic sensor checkout value, pneumatic sensor determines result, revises pneumatic sensor checkout value.Block diagram shown in Figure 10 is applied in the frame 901 of the block diagram shown in Fig. 9.Now, for the output of frame 901, any one in revised throttle flow rate operation values or revised pneumatic sensor checkout value can be applied.According to the method, the responsiveness of inflator inflow air quantity computing during transition is equivalent to the responsiveness of pressure transducer, therefore, even if lingeringly computing cylinder can not had to flow into air quantity yet when transition.In addition, even if due to deposit attachment etc. and the Flow characteristics of throttle valve is changed, also can use by the inspiratory flow of pneumatic sensor direct-detection to revise the Flow characteristics of throttle valve, therefore, the robustness that inflator when stablizing flows into air quantity operational precision is high.No matter further, transition or stable, due to the change of the sensor characteristics of the Flow characteristics or pneumatic sensor of revising throttle valve successively, therefore, do not produce jump when transition and stable switching.Above-mentioned correction can be implemented when the action of exhaust gas recirculatioon or vario valve, and can be applicable to possess in the internal-combustion engine of exhaust gas re-circulation apparatus or variable valve mechanism.

Figure 11 be illustrate due to the difference of air method of measurement, to increase from low load condition the acceleration environment of throttle valve opening, throttle valve by the checkout value of flow or operation values with the figure of the difference of true value.At this, so-called air method of measurement 1., it is the method shown in Fig. 4 flowing into the air quantity in inflator by means of only pneumatic sensor computing, so-called air method of measurement 2., it is the method shown in Fig. 5 flowing into the air quantity in inflator by means of only pressure transducer computing, further, so-called air method of measurement 3., be use the both sides of pneumatic sensor and pressure transducer to carry out the method shown in Fig. 7 that computing flow into the air quantity in inflator.At moment T ₀if sharply open throttle valve, then the temporary transient overshoot of the true value of throttle flow rate (overshoot), shows stationary value thereafter.But, air method of measurement 1. in, the throttle flow rate detected by pneumatic sensor be subject to the responsiveness of pneumatic sensor restriction and relative to true value with postponing and pass.On the other hand, air method of measurement 3. in, the pressure transducer based on the relatively high response in throttle valve downstream carrys out computing throttle flow rate, therefore, it is possible to height responsively catches the behavior of the overshoot can seen with true value.

Figure 12 be illustrate due to the difference of air method of measurement, to increase checkout value the acceleration environment of throttle valve opening, pressure of inspiration(Pi) or operation values from low load condition with the figure of the difference of true value.At moment T ₀if sharply open throttle valve, then the true value of pressure of inspiration(Pi) increases with the behavior of time lag of first order, shows stationary value thereafter.But, air method of measurement 1. in, postpone by the pressure of inspiration(Pi) of pneumatic sensor checkout value computing is adjoint relative to true value and passes.Air method of measurement 2. in, the pressure transducer based on relatively high response carrys out direct-detection pressure of inspiration(Pi), therefore, it is possible to height responsively catches true value.In addition, air method of measurement 3. in, carry out computing pressure of inspiration(Pi) according to the throttle flow rate based on the computing of pressure transducer checkout value, therefore, it is possible to responsively catch true value with air method of measurement is 2. to same extent high.

Figure 13 be illustrate due to the difference of air method of measurement, to increase checkout value the acceleration environment of throttle valve opening, the air quantity flow in inflator or operation values from low load condition with the difference of true value and the figure of the difference of the behavior of exhaust air-fuel ratio that produces because of difference.At moment T ₀if sharply open throttle valve, then the true value of cylinder mass flow is identical with the passing of pressure of inspiration(Pi), increases, show stationary value thereafter with the behavior of time lag of first order.But, air method of measurement 1. in, identical with the passing of the pressure of inspiration(Pi) operation result based on pneumatic sensor checkout value, relative to true value with postponing and pass.Air method of measurement 2. in, use and carry out computing cylinder mass flow by the pressure of inspiration(Pi) of the pressure transducer direct-detection of relatively high response, therefore, it is possible to height responsively catches transition behavior.But, if make the relationship change of pressure and cylinder mass flow due to deterioration or the solid deviation etc. in time of environmental change, internal-combustion engine, then produce in the operation values of cylinder mass flow and stablize deviation.In contrast, air method of measurement 3. in, based on pressure transducer checkout value computing throttle flow rate, and based on this computing pressure of inspiration(Pi), therefore, it is possible to responsively catch true value with air method of measurement is 2. to same extent high.Due to by pneumatic sensor correction, therefore, also can not produce and result from the stable deviation of deterioration or solid deviation etc. in time of environmental change, internal-combustion engine.If carry out fuel injection control based on the cylinder mass flow of such computing, then air method of measurement 1. in, produce transient error in inclined side during acceleration.Air method of measurement 2. in, appreciable transient error when inhibit acceleration, on the other hand, produces and results from the stable deviation of deterioration or solid deviation etc. in time of environmental change, internal-combustion engine.Air method of measurement 3. in, when stable and transition time can precision to follow the trail of the objective well air fuel ratio.

Figure 14 be illustrate due to the difference of air method of measurement, to reduce from high load condition the deceleration conditions of throttle valve opening, throttle valve by the checkout value of flow or operation values with the figure of the difference of true value.At moment T ₀if sharply close throttle valve, then the true value of throttle flow rate and throttle valve opening reduce pro rata, show stationary value thereafter.But, air method of measurement 1. in, the throttle flow rate detected by pneumatic sensor be subject to the responsiveness of pneumatic sensor restriction and relative to true value with postponing and pass.On the other hand, air method of measurement 3. in, the checkout value based on the pressure transducer of the relatively high response in throttle valve downstream carrys out computing throttle flow rate, therefore, it is possible to height responsively catches can be considered the minimizing process of the throttle valve of true value by flow.

Figure 15 be illustrate due to the difference of air method of measurement, to reduce the deceleration conditions of throttle valve opening, the checkout value of pressure of inspiration(Pi) or operation values from high load condition with the figure of the difference of true value.At moment T ₀if sharply close throttle valve, then the true value of pressure of inspiration(Pi) reduces with the behavior of time lag of first order, shows stationary value thereafter.But, air method of measurement 1. in, the pressure of inspiration(Pi) based on the computing of pneumatic sensor checkout value is adjoint relative to true value to postpone and passes.Air method of measurement 2. in, carry out direct-detection pressure of inspiration(Pi), therefore, it is possible to height responsively catches true value by the pressure transducer of relatively high response.In addition, air method of measurement 3. in, carry out computing pressure of inspiration(Pi) according to the throttle flow rate based on the computing of pressure transducer checkout value, therefore, it is possible to responsively catch true value with air method of measurement is 2. to same extent high.

Figure 16 be illustrate due to the difference of air method of measurement, to reduce the deceleration conditions of throttle valve opening, the checkout value of the air quantity flow in inflator or operation values from high load condition with the difference of true value and the figure of the difference of the behavior of exhaust air-fuel ratio that produces because of difference.At moment T ₀if sharply close throttle valve, then the true value of cylinder mass flow is identical with the passing of pressure of inspiration(Pi), reduces, show stationary value thereafter with the behavior of time lag of first order.But, air method of measurement 1. in, identical with the passing of the pressure of inspiration(Pi) operation result based on pneumatic sensor checkout value, relative to true value with postponing and pass.Air method of measurement 2. in, use and carry out computing cylinder mass flow by the pressure of inspiration(Pi) of the pressure transducer direct-detection of relatively high response, therefore, it is possible to height responsively catches transition behavior.But, if make the relationship change of pressure and cylinder mass flow due to deterioration or the solid deviation etc. in time of environmental change, internal-combustion engine, then produce in the operation values of cylinder mass flow and stablize deviation.In contrast, air method of measurement 3. in, based on pressure transducer checkout value computing throttle flow rate, and based on this computing pressure of inspiration(Pi), therefore, it is possible to responsively catch true value with air method of measurement is 2. to same extent high.Due to by pneumatic sensor correction, therefore, also can not produce and result from the stable deviation of deterioration or solid deviation etc. in time of environmental change, internal-combustion engine.If carry out fuel injection control based on the cylinder mass flow of such computing, then air method of measurement 1. in, produce transient error in inclined side during deceleration.Air method of measurement 2. in, appreciable transient error when inhibit deceleration, on the other hand, produces and results from the stable deviation of deterioration or solid deviation etc. in time of environmental change, internal-combustion engine.Air method of measurement 3. in, when stable and transition time can precision to follow the trail of the objective well air fuel ratio.

Figure 17 be illustrate by the throttle flow rate of air method of measurement of the present invention 3., for computing or detection, pressure of inspiration(Pi), inflator flow into air quantity each, the situation of the change of the Flow characteristics of throttle valve that produces due to the stained of throttle valve based on pneumatic sensor correction and do not revise when with the figure of the difference of true value.At this, as an example, under the rotational speed certain condition of throttle valve opening and internal-combustion engine, when reducing along with the flow coefficient of the deterioration (valve is stained) in time of throttle valve behavior can be enumerated.If it is stained to start to produce valve, then the flow coefficient of throttle valve reduces.Throttle flow rate coefficient, because the value applied under the condition when the dispatching from the factory of internal-combustion engine is initially set, therefore, when not carrying out flow coefficient correction, because valve is stained, flow coefficient deviates from from true value.On the other hand, due to direct-detection throttle flow rate in pneumatic sensor, therefore, it is possible to catch because the flow of the stained generation of valve reduces, by using the measured value modified flow rate coefficient successively of pneumatic sensor, thus the minimizing of flow coefficient can be caught.If it is stained to start to produce valve, then throttle flow rate reduces together with the minimizing of throttle flow rate coefficient.For throttle flow rate coefficient, when not carrying out flow coefficient correction under the state setting initial value, even if the operation result producing the stained throttle flow rate of valve also can not change, therefore, deviate from from true value.On the other hand, due to direct-detection throttle flow rate in pneumatic sensor, therefore, it is possible to catch because the flow of the stained generation of valve reduces, carrying out modified flow rate coefficient by using the measured value of pneumatic sensor also uses the flow coefficient that have modified to carry out computing throttle flow rate, thus can catch the minimizing of throttle flow rate.If it is stained to start to produce valve, then pressure of inspiration(Pi) reduces together with the minimizing of throttle flow rate.Relative to this, for throttle flow rate coefficient, when not carrying out flow coefficient correction under the state setting initial value, the throttle flow rate operation values of excessive evaluation is used to carry out computing pressure of inspiration(Pi), therefore, based on pressure of inspiration(Pi) operation result also by excessive evaluation.On the other hand, when using the measured value of pneumatic sensor to carry out modified flow rate coefficient, the minimizing of pressure of inspiration(Pi) can be caught.If it is stained to start to produce valve, then cylinder mass flow reduces together with the minimizing of pressure of inspiration(Pi).In contrast, for throttle flow rate coefficient, when not carrying out flow coefficient correction under the state setting initial value, the pressure of inspiration(Pi) of excessive evaluation is used to carry out computing cylinder mass flow, therefore, based on cylinder mass flow operation result also by excessive evaluation.On the other hand, when using the measured value of pneumatic sensor to carry out modified flow rate coefficient, the minimizing of cylinder mass flow can be caught.As previously discussed, even if when producing valve and being stained, by using the measured value of pneumatic sensor to carry out modified flow rate coefficient, thus precision can carry out cylinder mass flow computing well, and the control accuracy of time of ignition or fuel injection can be improved.

Figure 18 is the figure air suction way recirculation from a part of turbo machine downstream portion of the exhaust of discharging to exhaust passageway to upstream of compressor portion that possess from being described and controlling the system architecture of the mode of execution 2 of the EGR controller of exhaust gas recirculation quantity.In symbol shown in Figure 18, the symbol shown in 1 to 23 with the mode of execution 1 illustrated by Fig. 1 is identical, at this, is described especially to the difference with mode of execution 1.Turbocharger 24 is equipped with in the system of mode of execution 2.In the downstream of pneumatic sensor 2, be assembled with negative pressure valve 27, in its downstream group, B/P EGR Back Pressure Transducer EGR 28 be housed.Detect the pressure from the region of negative pressure valve 27 to compressor 25 by B/P EGR Back Pressure Transducer EGR 28, become the mode feedback control negative pressure valve 27 of target negative pressure with detected pressure.Even if also stably EGR can be supplied when the low discharge of EGR flow controls thus, and the precision of EGR rate control can be improved.Be configured with turbo machine 26 in the downstream of outlet valve, be configured with exhaust emission control catalyst 16 in the downstream of turbo machine 26.Exhaust is back to upstream of compressor from the downstream of exhaust emission control catalyst 16.By becoming such system architecture, even if thus also stably EGR can be supplied in the mistake of internal-combustion engine under condition.

Figure 19 illustrates the figure to the method that the EGR of rotational speed and load controls in the system of mode of execution 2.Under low rotational speed and low loading condition, by importing internal EGR by suction and discharge phase variable valve, thus reduce pumping loss.Comprising under the loading condition in the condition of giving more than load, by making to be refluxed to upstream of compressor from turbo machine downstream by the chilled exhaust of EGR cooling equipment, thus reduce Frequency or the delivery temperature of pinking.Control, therefore, it is possible to reduce fuel consumption as the fuel increment of object owing to there is no need to carry out delivery temperature to be reduced effect.

Figure 20 illustrates that in the system of mode of execution 2, control fuel based on pneumatic sensor and pressure transducer sprays and suck the figure of the block diagram of air quantity in cylinder required in time of ignition.According to the method, in frame 2001, based on pneumatic sensor, negative pressure valve aperture, barometric pressure, the atmospheric temperature detected by the temperature transducer being built in pneumatic sensor and the negative pressure valve downstream pressure detected by the pressure transducer in negative pressure valve downstream, computing negative pressure valve passes through flow.In frame 2002, carry out computing EGR valve pass through flow based on negative pressure valve downstream pressure, EGR valve aperture, EGR valve upstream temperature, EGR valve upstream pressure.In frame 2003, carried out total gas revenue and expenditure computing of throttle valve upstream portion by flow, negative pressure valve upstream quantity of state (pressure, temperature, EGR rate), throttle flow rate by flow, EGR valve based on negative pressure valve.In frame 2004, carried out the EGR revenue and expenditure computing of throttle valve upstream portion by flow, throttle valve upstream quantity of state (pressure, temperature, EGR rate), throttle flow rate based on EGR valve.In frame 2005, based on air quantity and EGR amount, atmospheric temperature and the EGR valve upstream temperature of throttle valve upstream, computing throttle valve upstream quantity of state (pressure, temperature, EGR rate).In frame 2006, based on throttle valve opening, throttle valve upstream quantity of state and throttle valve downstream condition amount, computing throttle valve passes through flow.In frame 2007, based on throttle flow rate, throttle valve upstream quantity of state (pressure, temperature, EGR rate) and air-breathing to the air mass flow in inflator, carry out total gas revenue and expenditure computing of throttle valve downstream portion.In frame 2008, based on throttle flow rate, throttle valve upstream quantity of state (pressure, temperature, EGR rate) and air-breathing to the air mass flow in inflator, carry out the EGR revenue and expenditure computing of throttle valve downstream portion.In frame 2009, based on air quantity and EGR amount, the throttle valve upstream quantity of state in throttle valve downstream, computing throttle valve downstream condition amount (pressure, temperature, EGR rate).In frame 2010, come to flow into air quantity in computing inflator based on quantity of state (pressure, temperature, EGR rate) in the rotational speed of internal-combustion engine, air inlet-exhaust valve phase place, sucking pipe.By such formation, even thus when the transition of internal-combustion engine possessing exhaust gas re-circulation apparatus or variable valve mechanism, also precision air quantity can be flowed in computing inflator well and precision can perform fuel well and spray or the control of time of ignition.

Figure 21 to illustrate in the system of mode of execution 2 based on the checkout value computing negative pressure valve of pressure transducer by air quantity and by the figure of the negative pressure valve after computing described in pneumatic sensor correction by the block diagram of air quantity.According to the method, in frame 2101, carry out computing negative pressure valve pass through flow based on negative pressure valve aperture, negative pressure valve upstream pressure, negative pressure valve upstream temperature, negative pressure valve downstream pressure.In frame 2102, using the negative pressure valve after above-mentioned computing by flow, considering sensor characteristics and pneumatic sensor checkout value after the correction that have modified, with determining negative pressure valve Flow characteristics.At this, should with the flow coefficient of fixed parameter as negative pressure valve.In frame 2103, determine result based on the negative pressure valve after above-mentioned computing by flow, the same of negative pressure valve Flow characteristics, revise negative pressure valve flow operation values.In frame 2104, based on pneumatic sensor checkout value, consider negative pressure valve Flow characteristics and negative pressure valve flow operation values after the correction that have modified, with the sensor characteristics determining pneumatic sensor.At this, should with fixed parameter as pneumatic sensor time constant.In frame 2105, the same of sensor characteristics based on pneumatic sensor checkout value, pneumatic sensor determines result, revises pneumatic sensor checkout value.Block diagram shown in Figure 21 is applied in the frame 2001 of the block diagram shown in Figure 20.Now, for the output of frame 2001, any one in revised negative pressure valve flow operation values or revised pneumatic sensor checkout value can be applied.According to the method, the responsiveness of inflator influx computing during transition is equivalent to the responsiveness of pressure transducer, therefore, even if lingeringly computing cylinder can not had to flow into air quantity yet when transition.In addition, even if due to deposit attachment etc. and the Flow characteristics of throttle valve is changed, also can use by the inspiratory flow of pneumatic sensor direct-detection to revise the Flow characteristics of negative pressure valve, therefore, the robustness that inflator when stablizing flows into air quantity operational precision is high.No matter further, transition or stable, due to the change of the sensor characteristics of the Flow characteristics or pneumatic sensor of revising throttle valve successively, therefore, do not produce jump when transition and stable switching.Above-mentioned correction can be implemented when the action of exhaust gas recirculatioon or vario valve, and can be applicable to possess in the internal-combustion engine of exhaust gas re-circulation apparatus or variable valve mechanism.

As discussed above, according to a mode of the present invention, possess pneumatic sensor in the upstream of throttle valve and possess pressure transducer in the downstream of throttle valve, flow is passed through based on throttle valve described in pressure transducer computing, based on the pressure of the throttle valve after computing by flow computing throttle valve downstream, based on the throttle downstream pressure after computing, computing cylinder gettering quantity, the throttle valve revised based on pressure transducer computing by flow based on the throttle valve detected by pneumatic sensor passes through flow, revise throttle characteristics value and sensor characteristics value, throttle valve based on pressure transducer presumption is made to be specified value below with the throttle valve detected based on pneumatic sensor by the difference of flow by flow, therefore, when stable and transition time, can precision computing cylinder gettering quantity well.

In addition, according to other modes of the present invention, possess the energy had by the gas of discharging from inflator and be converted to power by turbo machine and the turbocharger being sucked air by compressor compresses, and possess the upstream and the EGR controller controlling exhaust gas recirculation quantity that in the downstream of turbo machine, a part for exhaust are recycled to compressor, negative pressure valve is possessed in the upstream of the recirculation position of exhaust, B/P EGR Back Pressure Transducer EGR is possessed in the downstream of negative pressure valve, the throughput of computing negative pressure valve is carried out based on B/P EGR Back Pressure Transducer EGR, the negative pressure valve revised based on B/P EGR Back Pressure Transducer EGR computing by flow based on the negative pressure valve detected by pneumatic sensor passes through flow, revise negative pressure valve Flow characteristics value and sensor characteristics value, negative pressure valve based on B/P EGR Back Pressure Transducer EGR presumption is made to be specified value below with the negative pressure valve detected based on pneumatic sensor by the difference of flow by flow, therefore, when stable and transition time, can precision computing cylinder gettering quantity well.

In addition, according to other modes of the present invention, cylinder gettering quantity based on the unitary operation by cylinder gettering quantity described in computing controls the unit of fuel injection amount and time of ignition, therefore, when stable and transition time, precision can control fuel injection amount and time of ignition well, and can suitably controlling combustion engine.

In addition, according to other modes of the present invention, throttle characteristics value or negative pressure valve Flow characteristics value is made to be flow coefficient, therefore, it is possible to the change of the flow coefficient produced due to the stained grade of valve reliably considered in the computing of cylinder gettering quantity.

In addition, according to other modes of the present invention, flow coefficient is as the function of parameter or form using the rotational speed of internal-combustion engine and valve opening, in the rotational speed of each internal-combustion engine and the level of valve opening with flow setting type coefficient, and upgrade the function of flow coefficient or the unit of form based on determining result, therefore, even if when becoming different values, also the change of the flow coefficient produced due to the stained grade of valve reliably can be considered in the computing of cylinder gettering quantity due to the rotational speed of internal-combustion engine or valve opening at flow coefficient.

In addition, according to other modes of the present invention, pneumatic sensor characteristic value is made to be time constant, therefore, it is possible to reliably considered by the operating lag of pneumatic sensor in the computing of cylinder gettering quantity.

In addition, according to other modes of the present invention, time constant is as the function of parameter or form using flow, at each flow with flow setting type coefficient, and determine the function of result constant update time or the unit of form based on same, therefore, even if when time constant becomes different values due to flow, also the operating lag of pneumatic sensor reliably can be considered in the computing of cylinder gettering quantity.

In addition, according to other modes of the present invention, under operating condition for the internal-combustion engine below specified value of the pulsation rate (ratio relative to the flow amplitude of mean flowrate) of the flow by throttle valve or negative pressure valve, stop the unit of described correction, therefore, it is possible to the mistake correction under the operating condition suitably preventing pneumatic sensor testing precision from reducing.

In addition, according to other modes of the present invention, under the front and back differential pressure of throttle valve or negative pressure valve is the operating condition of the internal-combustion engine of below specified value, stop the unit of described correction, therefore, it is possible to the mistake correction under the operating condition suitably preventing pneumatic sensor testing precision from reducing.

In addition, according to other modes of the present invention, under the valve opening of throttle valve or negative pressure valve is the operating condition of the internal-combustion engine of below specified value, stop the unit of described correction, therefore, it is possible to the mistake correction under the operating condition suitably preventing pneumatic sensor testing precision from reducing.

In addition, according to other modes of the present invention, the method of described correction is by minimized for the quadratic sum of error method of least squares, described specified value is within ± 2%, therefore, can the change of the flow coefficient produced due to the stained grade of valve reliably be considered in the computing of cylinder gettering quantity, and the operating lag of pneumatic sensor reliably can be considered in the computing of cylinder gettering quantity.

In addition, according to other modes of the present invention, the method of described correction is by minimized for the absolute value of error method of least squares, described specified value is within ± 2%, therefore, can the change of the flow coefficient produced due to the stained grade of valve reliably be considered in the computing of cylinder gettering quantity, and the operating lag of pneumatic sensor reliably can be considered in the computing of cylinder gettering quantity.

The explanation of symbol

1 internal-combustion engine

2 pneumatic sensors and suction temperature sensor

3 throttle valve

4 induction mnifolds

5 inspiratory pressure sensors

6 flowing strengthening valves

7 Fuelinjection nozzles

8 air-breathing variable valve mechanisms

9 air-breathing variable valve position sensors

10 exhaust variable valve systems

11 exhaust variable valve position sensors

12 spark plugs

13 detonation sensor

14 crank angle sensors

15 air-fuel ratio sensors

16 exhaust emission control catalysts

17 lambda sensors

18 EGR pipe

19 EGR cooling equipments

20 EGR valve upstream temperature sensors

21 EGR valve upstream pressure sensors

22 EGR valve

23 ECU（Electronic Control Unit）

24 pressurized turbo machines

25 compressors

26 turbo machines

27 negative pressure valves

28 B/P EGR Back Pressure Transducer EGRs

Claims (10)

1. a control gear for internal-combustion engine, is characterized in that,

Possess pneumatic sensor in the upstream of throttle valve and possess the control gear of the internal-combustion engine of pressure transducer in the downstream of described throttle valve,

Described control gear possesses:

Arithmetic element, based on described pressure transducer come throttle valve described in computing by flow, carried out the pressure in throttle valve downstream described in computing by flow based on the throttle valve after described computing, based on the throttle downstream pressure after described computing, computing cylinder gettering quantity; And

Amending unit, revises throttle valve based on described pressure transducer computing by flow based on the throttle valve detected by described pneumatic sensor by flow,

The unit correction throttle characteristics value of described correction and sensor characteristics value, make the throttle valve that estimates based on described pressure transducer be specified value below with the throttle valve detected based on described pneumatic sensor by the difference of flow by flow.

2. a control gear for internal-combustion engine, is characterized in that,

Possess the energy had by the gas of discharging from inflator to be converted to power by turbo machine and the turbocharger being sucked air by compressor compresses, and possess the upstream and the EGR controller controlling exhaust gas recirculation quantity that in the downstream of described turbo machine, a part for exhaust are recycled to described compressor, negative pressure valve is possessed in the upstream of the recirculation position of exhaust, the control gear of the internal-combustion engine of B/P EGR Back Pressure Transducer EGR is possessed in the downstream of described negative pressure valve

Described control gear possess carry out negative pressure valve described in computing based on described B/P EGR Back Pressure Transducer EGR revise negative pressure valve based on described B/P EGR Back Pressure Transducer EGR computing by the unit of flow based on the negative pressure valve detected by pneumatic sensor by flow by flow,

The unit correction negative pressure valve Flow characteristics value of described correction and sensor characteristics value, make the negative pressure valve that estimates based on described B/P EGR Back Pressure Transducer EGR be specified value below with the negative pressure valve detected based on described pneumatic sensor by the difference of flow by flow.

3. the control gear of internal-combustion engine as described in claim 1 or 2, is characterized in that,

The cylinder gettering quantity possessed based on the unitary operation by cylinder gettering quantity described in computing controls the unit of fuel injection amount and time of ignition.

4. the control gear of internal-combustion engine as described in claim 1 or 2, is characterized in that,

Described throttle characteristics value or described negative pressure valve Flow characteristics value is made to be flow coefficient,

Described flow coefficient is as the function of parameter or form using the rotational speed of internal-combustion engine and valve opening, possess at the rotational speed of each internal-combustion engine and the same fixed described flow coefficient of the level of valve opening, and upgrade the function of described flow coefficient or the unit of form based on determining result.

5. the control gear of internal-combustion engine as described in claim 1 or 2, is characterized in that,

Described pneumatic sensor characteristic value is made to be time constant,

Described time constant be using flow as the function of parameter or form, possess at each flow with fixed described flow coefficient, and upgrade the function of described time constant or the unit of form based on determining result.

6. the control gear of internal-combustion engine as described in claim 1 or 2, is characterized in that,

Possess under the pulsation rate of the flow by described throttle valve or described negative pressure valve is the operating condition of the internal-combustion engine of below specified value, stop the unit of described correction, wherein, pulsation rate is the ratio of flow amplitude relative to mean flowrate.

7. the control gear of internal-combustion engine as described in claim 1 or 2, is characterized in that,

Possess under the front and back differential pressure of described throttle valve or described negative pressure valve is the operating condition of the internal-combustion engine of below specified value, stop the unit of described correction.

8. the control gear of internal-combustion engine as described in claim 1 or 2, is characterized in that,

Possess under the valve opening of described throttle valve or described negative pressure valve is the operating condition of the internal-combustion engine of below specified value, stop the unit of described correction.

9. the control gear of internal-combustion engine as described in claim 1 or 2, is characterized in that,

The method of described correction is by minimized for the quadratic sum of error method of least squares, and described specified value is within ± 2%.

10. the control gear of internal-combustion engine as described in claim 1 or 2, is characterized in that,

The method of described correction is by minimized for the absolute value of error method of least squares, and described specified value is within ± 2%.