CN104975968A - Fuel injection dose control device for engine - Google Patents
Fuel injection dose control device for engine Download PDFInfo
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- CN104975968A CN104975968A CN201510170332.9A CN201510170332A CN104975968A CN 104975968 A CN104975968 A CN 104975968A CN 201510170332 A CN201510170332 A CN 201510170332A CN 104975968 A CN104975968 A CN 104975968A
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Abstract
The present invention provides a fuel injection dose control device for an engine. The fuel injection dose control device uses the alpha-N mode to presume the air inflow Ga leaded into a combustion chamber more precisely and can control the fuel injection dose suitably according to the presumed air inflow. An electronic control device ECU (20) presumes the air inflow Ga according to the throttle percentage TA and the engine speed NE; and an injector (4) is controlled according to the fuel injection dose TAU calculated through the Ga. The ECU (20) performs the following operation during the operation of the engine: obtaining the current ISC flow corresponding to the current ISC control flow according to the ISC flow performance data; obtaining the first air inflow GaA corresponding to the TA and NE when the ISC flow becomes a minimum by referring to the first air inflow; obtaining the second air inflow GaB corresponding to the TA and NE when the ISC flow becomes a maximum by referring to the second air inflow; and according to the current ISC flow and the relationship between the maximum and the minimum of the ISC flow, performing interpolation between the GaA and the GaB, thus presuming the current Ga.
Description
Technical field
The present invention relates to a kind of fuel injection controller of the fuel injection amount for controlling to be fed into motor.In detail, relate to a kind of being configured to do not use air inflow detection part and be inhaled into the air inflow of motor according to the throttle opening detected respectively and engine speed presumption, control the fuel injection controller of the motor of fuel injection amount according to the air inflow of this presumption.
Background technique
In the past, in this technology, usually the air inflow and engine speed that are inhaled into motor are gone out basic fuel injection amount as calculation of parameter, utilize various correction term to correct this basic fuel injection amount, thus calculate final fuel injection amount.At this, in order to obtain air inflow, be known to so so-called α-N mode: do not use the air inflow detection parts such as Air flow meter, and detect aperture (throttle opening) and the engine speed of the throttler valve be arranged on the inlet air pathway of motor respectively, according to these throttle openings and engine speed presumption air inflow.By adopting α-N mode, seeking to simplify engine system, the advantages such as cost reduction can be obtained.As adopting the fuel injection amount of this α-N mode to control, such as, be known to the following technology described in patent documentation 1 ~ 3.At this, in patent documentation 1, record such content: in α-N mode, throttle opening is very important as the factor of decision air inflow, and when producing difference between the air inflow estimated and the air inflow of reality, the air-fuel ration control of motor worsens.In addition, in the motor described in patent documentation 2, be provided with the bypass path walking around throttler valve, this bypass path be provided with the idling speed in order to control motor and carry out the isc valve of opening and closing.
In addition, in the operation controller of the internal-combustion engine described in patent documentation 3, the air quantity (closure flow) by throttler valve is estimated according to throttle opening and engine speed, the air quantity (ISC flow) flowed in bypass path is estimated according to the current value flowed in the electromagnetic coil of isc valve, by these closure flows and ISC flow phase Calais are estimated the air inflow be directed in the firing chamber of motor, calculate fuel injection amount according to this air inflow.
On the other hand, in the inlet air pathway of motor, sediments is attached to constriction flow path area on inwall sometimes, sometimes also can adventitious deposit on throttler valve, isc valve.In addition, sedimental adhesion amount through time situation about increasing be well-known.If sediments is attached in gas handling system like this, then can become the obstacle of air flowing, therefore, be difficult to intactly maintain the initial air inflow of product.Therefore, propose in following patent documentation 4 a kind of can consider throttler valve side and isc valve side sedimental attachment state and carry out idle running accurately time the idling rotating control assembly that controls of engine charge.In the apparatus, electric control device (ECU) learns attachment state that sediments is attached to the gas handling system being configured with throttler valve and isc valve and to go forward side by side pneumatic control of advancing.In detail, ECU distinguishes the 1st learning region of the sediments adhesion amount for confirming throttler valve side and learns for the 2nd learning region of the sediments adhesion amount that confirms isc valve side.Thus, confirm the characteristic (loss property) of the loss flow of the difference as the initial air inflow of product and true air inflow, the air inlet of being applied flexibly by this loss property when idle running controls.In the apparatus, the air inflow utilizing Air flow meter testing product initial and true air inflow afterwards.
Prior art document
Patent documentation
Patent documentation 1: Japanese Unexamined Patent Publication 5-10170 publication
Patent documentation 2: Japanese Unexamined Patent Publication 2001-140680 publication
Patent documentation 3: Japanese Laid-Open Patent Publication 63-183247 publication
Patent documentation 4: Japanese Unexamined Patent Publication 2007-321661 publication
Summary of the invention
the problem that invention will solve
In addition, in the operation controller described in patent documentation 3, even if the current value flowed in the electromagnetic coil of isc valve is constant, the i.e. constant opening degree of isc valve, sometimes also because the aperture of throttler valve changes and the pressure in throttle valve valve downstream changes, thus ISC flow is changed.In addition, even if the constant opening degree of throttler valve, sometimes also because the aperture of isc valve changes and the pressure in throttle valve valve downstream changes, thus the air quantity flowed in throttler valve is changed.But, in this operation controller, just by the closure flow according to throttle opening and engine speed presumption and the ISC flow addition according to the current value presumption of flowing in the electromagnetic coil of isc valve are calculated the air inflow be directed in firing chamber, therefore, do not consider to change and the ISC flow of generation or the change of closure flow relative to the aperture of throttler valve or isc valve, its result, likely cannot estimate the air inflow be directed in firing chamber exactly, the fuel injection amount being fed into motor cannot be controlled exactly.
On the other hand, the advance technology of pneumatic control considered the sedimental attachment state of study to go forward side by side also is applied to the motor adopting α-N mode.But, the device being configured to use Air flow meter to detect the patent documentation 4 of air inflow intactly cannot be applied to the α-N mode not using the air inflow detection parts such as Air flow meter.Therefore, air inflow is estimated for the attachment state adopting the motor of α-N mode also to expect to learn sediments to be attached to the gas handling system being configured with throttler valve and isc valve, makes this air inflow be reflected in fuel injection amount control.
Namely the present invention completes in view of described situation, its object is to provide a kind of fuel injection controller of such motor: possessing the gas handling system that comprises throttler valve and isc valve and adopting in the motor of α-N mode, can more precisely estimate the air inflow be directed in firing chamber, the air inflow according to this presumption suitably controls fuel injection amount.In addition, the present invention is except described object, its another object is to provide a kind of fuel injection controller of such motor: can estimate and reflect that sediments is attached to the air inflow more accurately of the attachment state of the gas handling system comprising throttler valve and isc valve, the air inflow according to this presumption more suitably controls fuel injection amount.
for the scheme of dealing with problems
In order to reach described object, the invention described in technological scheme 1 is a kind of fuel injection controller of motor, and it comprises: inlet air pathway, and it imports air inlet for the firing chamber to motor, throttler valve, it is for regulating the inlet stream in inlet air pathway, bypass path, it is arranged on inlet air pathway in the mode walking around throttler valve, isc valve, it is for regulating the inlet stream in bypass path, fuel injection component, it is for supplying fuel to engine spray, opening degree detection part, it is for detecting the aperture of throttler valve, Rotating speed measring parts, it is for detecting the rotating speed of motor, and controlling component, the aperture of the throttler valve that its basis detects is directed to the air inflow in firing chamber with the estimating rotation speed of the motor detected, according to the air inflow computing fuel emitted dose of this presumption, fuel injection component is controlled according to this fuel injection amount calculated, the purport of the fuel injection controller of this motor is, controlling component possesses: ISC Flow characteristics data, and it has preset the relation between ISC flow and the aperture of isc valve flowed in bypass path when throttler valve becomes full cut-off, the maximum value of ISC flow and minimum value, it is pre-set, 1st air inflow maps, and that it has preset is when ISC flow becomes minimum value, be directed to relation between the 1st air inflow in firing chamber and the aperture of throttler valve and the rotating speed of motor, and the 2nd air inflow map, it has preset when ISC flow becomes maximum value, be directed to the relation between the 2nd air inflow in firing chamber and the aperture of throttler valve and the rotating speed of motor, controlling component carries out following operation when engine running: with reference to ISC Flow characteristics data, obtain the current ISC flow of the aperture relative to current isc valve thus, map with reference to the 1st air inflow, obtain when ISC flow becomes minimum value thus, 1st air inflow corresponding with the aperture of throttler valve and the rotating speed of motor, map with reference to the 2nd air inflow, obtain when ISC flow becomes maximum value thus, 2nd air inflow corresponding with the aperture of throttler valve and the rotating speed of motor, interpolation is carried out between the 1st air inflow and the 2nd air inflow according to the relation between the maximum value of current ISC flow and ISC flow and minimum value, estimate current air inflow thus.
Adopt the structure of described invention, the air inflow in firing chamber can be directed to according to the aperture of the rotating speed of the motor now detected and throttler valve and the presumption of current ISC flow, namely by the total air quantity of the air quantity of throttler valve and the air quantity by isc valve.At this, the 2nd air inflow of the 2nd air inflow that the 1st air inflow by referring to the 1st air inflow determined when ISC flow becomes minimum value maps and determines when ISC flow becomes maximum value maps, and obtains the 1st air inflow and the 2nd air inflow.And, by carrying out interpolation according to the relation between the maximum value of current ISC flow and ISC flow and minimum value between the 1st air inflow and the 2nd air inflow, estimate the current air inflow corresponding with current ISC flow.Because the 1st air inflow mapping and the 2nd air inflow map the relation having preset the total air quantity of the air quantity by throttler valve and the air quantity by isc valve, therefore, it is possible to obtain the 1st air inflow and the 2nd air inflow more accurately accordingly with ISC flow.Thus, can consider that the aperture of isc valve estimates for the impact of the air quantity by isc valve the air inflow be directed in firing chamber for the impact of the air quantity by throttler valve, the aperture of throttler valve respectively.
In order to reach described object, invention according to technological scheme 1, the purport of the invention described in technological scheme 2 is, controlling component carries out following operation: when engine idling operation, in order to the rotational speed regulation of motor is predetermined idling speed, feedback control is carried out to isc valve, and the study ISC controlled quentity controlled variable to isc valve is now as ISC learning value, when engine running, with reference to ISC Flow characteristics data, obtain the ISC flow learning value corresponding with current ISC learning value thus, current ISC flow is corrected according to current ISC flow learning value, calculate ISC flow after correcting thus, interpolation is carried out between the 1st air inflow and the 2nd air inflow according to the relation between the maximum value of ISC flow and ISC flow after correcting and minimum value, estimate current air inflow thus.
Adopting the structure of described invention, except the effect of the invention described in technological scheme 1, by correcting current ISC flow according to the current ISC flow learning value of reflection change year in year out etc., calculating ISC flow after correcting.And, by carrying out interpolation according to relation between the maximum value of ISC flow and ISC flow after correcting and minimum value between the 1st air inflow and the 2nd air inflow, estimate current air inflow.Thus, the air inflow changed year in year out caused by sediments attachment etc. in the gas handling system being reflected in and having comprised throttler valve and isc valve can be estimated.
In order to reach described object, invention according to technological scheme 2, the purport of the invention described in technological scheme 3 is, when the ISC flow learning value of trying to achieve becomes the value comprised in the predetermined scope of predetermined reference value, ISC flow learning value is corrected to predetermined reference value.
Adopt the structure of described invention, except the effect of the invention described in technological scheme 2, even if there is deviation in the ISC flow learning value of trying to achieve in the predetermined scope comprising predetermined reference value, also ISC flow learning value can be corrected to predetermined reference value, therefore, the deviation of ISC flow learning value, small variation etc. can be eliminated.
the effect of invention
Invention according to technological scheme 1, possessing the gas handling system that comprises throttler valve and isc valve and adopting in the motor of α-N mode, the air inflow be directed in firing chamber can be more precisely estimated, suitably fuel injection amount can be controlled according to the air inflow of this presumption.
Invention according to technological scheme 2, except the effect of the invention described in technological scheme 1, can estimate and reflect that sediments is attached to the air inflow more accurately of the attachment state of the gas handling system comprising throttler valve and isc valve, more suitably can control fuel injection amount according to the air inflow of this presumption.
Adopt the invention described in technological scheme 3, except the effect of the invention described in technological scheme 2, under the state that motor is new goods, stably can estimate air inflow, more precisely can control fuel injection amount based on this air inflow.
Accompanying drawing explanation
Fig. 1 relates to the 1st mode of execution, is the summary construction diagram representing engine system.
Fig. 2 relates to the 1st mode of execution, is the flow chart represented for estimating the air inflow computer program calculating air inflow.
Fig. 3 relates to the 1st mode of execution, is the chart representing ISC Flow characteristics.
Fig. 4 relates to the 1st mode of execution, is the concept map representing that the 1st air inflow maps.
Fig. 5 relates to the 1st mode of execution, is the concept map representing that the 2nd air inflow maps.
Fig. 6 relates to the 1st mode of execution, is the flow chart representing fuel injection amount control program.
Fig. 7 relates to the 2nd mode of execution, is the chart of the deviation representing the ISC Flow characteristics that product is initial.
Fig. 8 relates to the 2nd mode of execution, is the chart changed year in year out representing ISC Flow characteristics.
Fig. 9 relates to the 2nd mode of execution, is the chart of the deviation representing the air inflow characteristic that product is initial.
Figure 10 relates to the 2nd mode of execution, is the chart changed year in year out representing air inflow characteristic.
Figure 11 relates to the 2nd mode of execution, is the flow chart representing air inflow computer program.
Figure 12 relates to the 2nd mode of execution, is the chart representing ISC Flow characteristics.
Figure 13 relates to the 2nd mode of execution, is to represent the chart of air fuel ratio learning value relative to the change of learning region.
Figure 14 relates to the 3rd mode of execution, is the flow chart representing air inflow computer program.
Figure 15 relates to the 3rd mode of execution, is for obtaining the correction maps of reference relative to the ISC learning correction value of ISC flow learning value.
Embodiment
< the 1st mode of execution >
Below, describe with reference to accompanying drawing the 1st mode of execution specialized by the fuel injection controller of motor of the present invention in detail.
Summary construction diagram is utilized to represent the engine system of present embodiment in Fig. 1.The engine system be mounted on two-wheel vehicle possesses the fuel tank 1 for storage of fuels.Be built in the fuel ejection that the petrolift 2 in fuel tank 1 will be stored in this case 1.Shuttle single cylinder engine 3 is provided with the sparger 4 of the example being equivalent to fuel injection component of the present invention.The fuel gushed out from petrolift 2 is fed into sparger 4 by fuel passage 5.Carry out valve opening by sparger 4, the fuel that supply comes is injected into inlet air pathway 6.Via air cleaner 7 from outside by air intake to inlet air pathway 6.Be drawn into the air in inlet air pathway 6 and spray next fuel formation inflammable mixture from sparger 4 and be inhaled into firing chamber 8.
Inlet air pathway 6 is provided with the throttler valve 9 utilizing predetermined accelerating unit (omitting diagram) to operate.By carrying out opening and closing to throttler valve 9, regulate the air quantity (air inflow) be drawn into from inlet air pathway 6 firing chamber 8.Inlet air pathway 6 is provided with the bypass path 10 walking around throttler valve 9.Bypass path 10 is provided with IACV (Idle Air Control Valve) (isc valve) 11.Isc valve 11 carries out work to regulate the idling speed of motor 3 when throttler valve 9 becomes the idle running of roughly full-shut position.
The spark plug 12 be arranged on firing chamber 8 receives the fire signal exported from spark coil 13 and carries out firing action.Two parts 12,13 are configured for the ignition mechanism of lighting a fire to the inflammable mixture being supplied to firing chamber 8.The inflammable mixture being drawn into firing chamber 8 is broken out by the firing action of spark plug 12, is burnt.Exhaust Gas after burning is discharged to outside from firing chamber 8 by exhaust passageway 14.Exhaust passageway 14 is provided with the three-way catalyst 15 for purifying exhaust gas.Along with the inflammable mixture burning in firing chamber 8, piston 16 moves and bent axle 17 rotates, thus can obtain driving force that vehicle is travelled.
Vehicle is provided with the ignition switch 18 operated to make motor 3 start.Vehicle is provided with the electric control device (ECU) 20 of the various controls for carrying out motor 3.Battery 19 as vehicle power is connected to ECU20 by ignition switch 18.By ignition switch 18 being opened, supply electric power from battery 19 to ECU20.
Being arranged on various sensors 22,23,24,25 on motor 3 for detecting the various operating parameters relevant to the operating condition of motor 3, being connected with ECU20 respectively.That is, the cooling-water temperature sensor 22 be arranged on motor 3 detects temperature (coolant water temperature) THW of the cooling water of the internal flow at motor 3, exports the electrical signal corresponding to this checkout value.The speed probe 23 be arranged on motor 3 detects rotating speed (engine speed) NE of bent axle 17, exports the electrical signal corresponding to this checkout value.Speed probe 23 is equivalent to an example of tilt detection component of the present invention.The lambda sensor 24 be arranged on exhaust passageway 14 detects oxygen concentration (output voltage) Ox in the Exhaust Gas be discharged in exhaust passageway 14, exports the electrical signal corresponding to this checkout value.In order to obtain be fed into motor 3 firing chamber 8 in inflammable mixture air fuel ratio A/F and use this lambda sensor 24.The throttle sensor 25 arranged accordingly with throttler valve 9 detects aperture (throttle opening) TA of throttler valve 9, exports the electrical signal corresponding to this checkout value.Throttle sensor 25 is equivalent to an example of opening degree detection part of the present invention.
In the present embodiment, the various signals of aforesaid various sensor 22 ~ 25 output of ECU20 input.ECU20 controls isc valve 11, petrolift 2, sparger 4 and spark coil 13 etc. respectively in order to perform ISC control, fuel injection amount control and ignition timing control etc. according to these input signals.In the present embodiment, ECU20 is equivalent to an example of controlling component of the present invention.
As everyone knows, ECU20 possesses central processing unit (CPU), reading private memory (ROM), random access memory (RAM), backup RAM, outside input circuit and outside output circuit etc.ECU20 forms and utilizes bus by CPU, ROM, RAM and backup RAM and the logical operation circuit that is formed by connecting such as outside input circuit and outside output circuit.ROM is previously stored with the predetermined control program relevant to the various controls of motor 3.RAM stores the operation result of CPU temporarily.Backup RAM preserves the data prestored.CPU, according to the testing signal of the various sensors 22 ~ 25 inputted by input circlult, performs aforesaid various controls etc. according to predetermined control program.
At this, ignition timing controls to refer to the ignition timing in order to control spark plug 12 according to the operating condition of motor 3 and control point fire coil 13.ISC controls to refer to and carries out feedback control when throttler valve 9 full cut-off to isc valve 11, makes the idling speed that engine speed NE becomes predetermined.
Fuel injection amount controls to refer to by controlling according to the operating condition of motor 3 fuel injection amount that sparger 4 controls to be fed into motor 3.In the present embodiment, adopt " α-N mode ", that is, do not use the air inflow detection parts such as Air flow meter but be inhaled into the air inflow Ga of firing chamber 8 according to the throttle opening TA detected by throttle sensor 25 and the engine speed NE presumption that detected by speed probe 23.And, be configured to, calculate fuel injection amount TAU according to the air inflow Ga of this presumption, control sparger 4 according to this fuel injection amount TAU calculated, thus control the emitted dose being fed into motor 3.
At this, even if the constant opening degree of isc valve 11, sometimes also can the downstream pressure of throttle valve valve 9 change because the aperture of throttler valve 9 changes, thus ISC flow changes.In addition, even if the constant opening degree of throttler valve 9, sometimes also can the downstream pressure of throttle valve valve 9 change because the aperture of isc valve 11 changes, thus throttle valve flow changes.Its result, cannot obtain the air inflow be directed in firing chamber 8 exactly, cannot control exactly to be fed into the fuel injection amount in firing chamber 8.
Therefore, in the present embodiment, possessing the gas handling system that comprises throttler valve and isc valve and adopting in the engine system of α-N mode, more precisely presumption is directed to the air inflow of firing chamber 8, and suitably controls fuel injection amount according to the air inflow of this presumption.For this reason, ECU20 performs following fuel injection amount control.
Flow chart is utilized to represent for estimating the air inflow computer program calculating full air inflow, i.e. the air inflow Ga be directed in firing chamber 8 in Fig. 2.ECU20 periodically performs the routine shown in Fig. 2 every the scheduled period.At this, the meaning " periodically performed every the scheduled period " refers to, utilizes the measurement of timer to perform every predetermined period of time or periodically perform every predetermined crank shaft angle (exhaust top dead center (TDC) of such as motor) according to the crank angle signal utilizing speed probe to obtain.
When process is transformed into this routine, in step 100, ECU20 reads engine speed NE according to the checkout value of speed probe 23.In addition, in step 110, ECU20 reads throttle opening TA according to the checkout value of throttle sensor 25.
Then, in the step 120, ECU20, by referring to the ISC Flow characteristics graphically illustrated in figure 3, obtains the ISC flow Y1 relative to current ISC controlled quentity controlled variable y1.In the chart of Fig. 3, confirm in advance and determine the relation of ISC flow (in bypass path 10 flowing air quantity) and ISC controlled quentity controlled variable (command value to isc valve 11 sends).In this ISC Flow characteristics, become in the low middle opening amount region of little middle degree in ISC controlled quentity controlled variable, the change of ISC flow is slow, and become in the high opening amount region of large degree in ISC controlled quentity controlled variable, the change of ISC flow sharply.
Then, in step 130, ECU20 maps by referring to the 1st air inflow, calculates the 1st air inflow GaA when ISC flow is minimum value ISCmin according to the engine speed NE read and throttle opening TA.The concept map that the 1st air inflow maps is represented in Fig. 4.In this mapping, the 1st air inflow GaA when being minimum value ISCmin according to the relation decision ISC flow between engine speed NE and throttle opening TA.At this, ISC controlled quentity controlled variable when ISC flow is minimum value ISCmin is minimum value α (with reference to Fig. 3).
Then, in step 140, ECU20 maps by referring to the 2nd air inflow, calculates the 2nd air inflow GaB when ISC flow is maximum value ISCmax according to the engine speed NE read and throttle opening TA.The concept map that the 2nd air inflow maps is represented in Fig. 5.In this mapping, the 2nd air inflow GaB when being maximum value ISCmax according to the relation decision ISC flow between engine speed NE and throttle opening TA.At this, ISC controlled quentity controlled variable when ISC flow is maximum value ISCmax is maximum value β (with reference to Fig. 3).
And in step 150, ECU20 the process returns to step 100 after calculating air inflow Ga.ECU20 can obtain air inflow Ga according to following calculating formula (1).
Ga←GaA+(GaB－GaA)＊(Y1－ISCmin)/(ISCmax－ISCmin)…(1)
Namely, in described calculating formula (1), (GaB-GaA) the meaning refers to, when ISC flow becomes maximum value ISCmax according to the 2nd air inflow GaB of throttle opening TA and engine speed NE presumption and when ISC flow becomes minimum value ISCmin according to the difference (minimax air inflow is poor) of the 1st air inflow GaA of throttle opening TA and engine speed NE presumption.(Y1-ISCmin) the meaning refers to the difference (minimum side ISC difference in flow) of the minimum value ISCmin of current ISC flow Y1 and ISC flow.In addition, the meaning of (ISCmax-ISCmin) refers to the maximum value ISCmax of ISC flow and the difference (minimax ISC difference in flow) of minimum value ISCmin.Thus, in calculating formula (1), by carrying out interpolation according to the ratio of minimum side ISC difference in flow and minimax ISC difference in flow between the 1st air inflow GaA and the 2nd air inflow GaB, estimate current air inflow Ga.
Then, flow chart is utilized to represent the fuel injection amount control program performed as one of parameter by the air inflow Ga estimated as mentioned above in Fig. 6.ECU20 periodically performs the routine shown in Fig. 6 every the scheduled period.
When process is transformed into this routine, in step 300, ECU20 reads the air inflow Ga of described presumption.
Then, in the step 310, ECU20 reads target air-fuel ratio Taf.Such as, ECU20 can calculate this target air-fuel ratio Taf separately according to the operating condition of motor 3.
Then, in step 320, ECU20 reads fuel proportion γ.This fuel proportion γ is the value presetting and be stored in the storage of ECU20.
Then, in a step 330, ECU20 reads sparger Flow characteristics Cinj.This sparger Flow characteristics Cinj is also the value presetting and be stored in the storage of ECU20.
Then, in step 340, ECU20, according to the various parameter Ga read, Taf, γ, Cinj, calculates basic fuel injection amount bTAU in accordance with following calculating formula (2).
bTAU←Ga/Taf＊γ＊Cinj…(2)
Then, in step 350, ECU20 calculates fuel injection amount correction factor Cf.Such as, ECU20 can calculate this fuel injection amount correction factor Cf separately according to coolant water temperature THW, oxygen concentration Ox.
Then, in step 360, ECU20 according to described in the various parameter bTAU, the Cf that calculate, calculate fuel injection amount TAU in accordance with following calculating formula (3).
TAU←bTAU＊Cf…(3)
Then, in step 370, ECU20 is by controlling sparger 4, from sparger 4 burner oil according to the fuel injection amount TAU calculated.Afterwards, ECU20 the process returns to step 300.
Adopt the fuel injection controller of the motor of present embodiment described above, the ISC flow Y1 according to the engine speed NE now detected and throttle opening TA and current (now) estimates the air inflow Ga be directed in firing chamber 8, namely by the total air quantity of the air quantity (closure flow) of throttler valve 9 and the air quantity (ISC flow) by isc valve 11.At this, 2nd air inflow of the 2nd air inflow GaB that the 1st air inflow by referring to the 1st air inflow GaA determined when ISC flow is minimum value ISCmin maps and determines when ISC flow is maximum value ISCmax maps, and can obtain the 1st air inflow GaA and the 2nd air inflow GaB.And, by according to the relation between the maximum value ISCmax of current ISC flow and ISC flow and minimum value ISCmin, carry out interpolation between the 1st air inflow GaA and the 2nd air inflow GaB, the current air inflow Ga corresponding with current ISC flow can be estimated.Map with the 2nd air inflow the relation having preset the total air quantity of the closure flow corresponding with engine speed NE and throttle opening TA and ISC flow because the 1st air inflow maps, therefore, it is possible to obtain the 1st air inflow GaA and the 2nd air inflow GaB more accurately accordingly with ISC flow.Thus, respectively consider isc valve 11 aperture for the impact of closure flow, the aperture of throttler valve 9 for ISC flow impact and estimate the air inflow Ga be directed in firing chamber 8.Therefore, possessing the gas handling system that comprises throttler valve 9 and isc valve 11 and adopting in the motor of α-N mode, the air inflow Ga be directed in firing chamber 8 can more precisely be estimated.Its result, can suitably control final fuel injection amount TAU by presumptive air inflow Ga.
In the present embodiment, in order to estimate the air inflow Ga corresponding with current ISC flow Y1, the 2nd air inflow of the 2nd air inflow GaB that the 1st air inflow with reference to the 1st air inflow GaA determined when ISC flow is minimum value ISCmin maps and determined when ISC flow is maximum value ISCmax maps.And, when current ISC flow Y1 becomes the value between minimum value ISCmin and maximum value ISCmax, by carrying out interpolation according to the relation between the maximum value ISCmax of current ISC flow Y1 and ISC flow and minimum value ISCmin to these the 1st air inflow GaA and the 2nd air inflow GaB, presumption air inflow Ga.At this, the air inflow determining air inflow Ga according to the relation between throttle opening TA and engine speed NE mapped originally preferably, and each value for ISC flow sets respectively, and had many air inflows mappings.But the way prestoring many air inflows mappings like that in the storage of ECU20 causes manufacture cost to raise.In this, in the present embodiment, only there is the 1st air inflow and map and the mapping of the 2nd air inflow, the rising of manufacture cost can be suppressed.
< the 2nd mode of execution >
Then, describe with reference to accompanying drawing the 2nd mode of execution specialized by the fuel injection controller of motor of the present invention in detail.
In addition, in the following description, identical reference character marked to the structural element identical with described 1st mode of execution and omits the description, being described centered by difference.In the present embodiment, in the content this point for estimating the air inflow computer program calculating air inflow Ga the part of structure and the 1st mode of execution different.
In general, in inlet air pathway 6, bypass path 10, sediments is attached to constriction flow path area on inwall sometimes, and sediments also can be attached on throttler valve 9, isc valve 11 sometimes.In addition, sedimental adhesion amount can through time increase.If sediments is attached in gas handling system like this, then can become the obstacle of inlet stream, therefore, be difficult to intactly maintain the initial air inflow Ga of product.
Utilize in Fig. 7 graphical presentation engine system just manufactured after the deviation (individual difference) of ISC Flow characteristics of (product is initial).In the figure 7, thick line represents the median of the deviation of ISC Flow characteristics, and the dotted line of upside represents the CLV ceiling limit value of deviation, and the dotted line of downside represents the lower limit of deviation.Known like this: initial at product, in each product, ISC Flow characteristics exists deviation.On the other hand, the change year in year out of graphical presentation ISC Flow characteristics is utilized in Fig. 8.In fig. 8, thick line represents the initial value of ISC Flow characteristics, dotted line represents and adheres to the state after the change year in year out (stage that operating range is shorter) caused by sediments, and single dotted broken line represents and adheres to the state after the change year in year out (stage that operating range is longer) caused by sediments.Known like this: even if in same product, because sediments is attached on bypass path 10, isc valve 11, ISC Flow characteristics also changes year in year out.
Utilize in Fig. 9 graphical presentation product initial, by the air inflow Ga that sucks to firing chamber 8 deviation (individual difference) relative to the characteristic (air inflow characteristic) of throttle opening TA.In fig .9, thick line represents the median of the deviation of air inflow characteristic, and the dotted line of upside represents the CLV ceiling limit value of deviation, and the dotted line of downside represents the lower limit of deviation.The meaning of the air inflow characteristic shown in Fig. 9 refers to the characteristic of the summation of the closure flow Fs by the throttler valve 9 and ISC flow Fi by isc valve 11.At this, air inflow Ga when throttle opening TA is the idle running of " 0 " comprises the closure flow Fs of the throttler valve 9 by opening slightly and the ISC flow Fi by the isc valve 11 that is opened to predetermined aperture.Known like this: initial at product, in each product, air inflow characteristic exists deviation.On the other hand, the change year in year out of graphical presentation air inflow characteristic is utilized in Figure 10.In Fig. 10, thick line represents the initial value of air inflow characteristic, dotted line represents and adheres to the state after the change year in year out (stage that operating range is shorter) caused by sediments, and single dotted broken line represents and adheres to the state after the change year in year out (stage that operating range is longer) caused by sediments.Known like this: even if in same product, because sediments is attached on throttler valve 9, isc valve 11, air inflow characteristic also changes year in year out.
Therefore, in the present embodiment, in order to the deviation (individual difference) with described air inflow characteristic, to be adhered to changing year in year out of the air inflow characteristic that causes by sediments and correspondingly suitably estimate the air inflow Ga be inhaled in firing chamber 8, and the fuel injection amount TAU suitably controlled to motor 3 supply, ECU20 performs following air inflow computing.
Flow chart is utilized to represent for estimating the air inflow computer program calculating air inflow Ga in Figure 11.In the flow chart of Figure 11, the contents processing of step 100 ~ 140 is identical with the contents processing of step 100 ~ 140 of the flow chart of Fig. 2.In the flow chart of Figure 11, newly increase step 111,121 ~ 123, the process of 160.Graphical presentation ISC Flow characteristics is utilized in Figure 12.ECU20 periodically performs the routine shown in Figure 11 every the scheduled period.
Process is when being transformed into this routine, perform step 100,110 process after, in step 111, ECU20 reads ISC flow study reference value A1 (with reference to Figure 12).This ISC flow study reference value A1 is the value used in the ISC performed separately controls, and refers to the meaning of the reference value of the ISC flow of the reference value relative to ISC learning value.
Then, in the step 120, ECU20, by referring to the ISC Flow characteristics shown in Figure 12, obtains the ISC flow Y1 relative to current ISC controlled quentity controlled variable y1.
Then, in step 121, ECU20, by referring to the ISC Flow characteristics shown in Figure 12, obtains the ISC flow learning value X1 (ISC flow) of the ISC learning value x1 (ISC controlled quentity controlled variable) obtained relative to this.At this, the ISC controlled quentity controlled variable obtained when the meaning of ISC learning value x1 refers to that engine speed NE becomes predetermined idling speed when carrying out feedback control to isc valve 11 to make throttler valve 9 full cut-off.ECU20 carries out ISC control when motor 3 idle running.
Then, in step 122, ECU20 calculates ISC flow learning correction value B1.ECU20 can obtain ISC flow learning correction value B1 according to following calculating formula (4).
B1←X1+A1－X1…(4)
Then, in step 123, ISC flow C1 after ECU20 calculates and corrects.After this correction the meaning of ISC flow C1 refer to reflection bypass path 10 and isc valve 11 individual difference, adhere to by sediments changing year in year out and the ISC flow that is corrected of causing.ISC flow C1 after ECU20 can obtain according to following calculating formula (5) and correct.
C1←Y1－X1+B1…(5)
Namely, in this calculating formula (5), by adding the difference (ISC flow learning value variable quantity) of ISC flow learning correction value B1 (=ISC flow study reference value) and ISC flow learning value X1 to current ISC flow Y1, obtain ISC flow C1 after correcting.Like this, by correcting current ISC flow Y1 according to the ISC flow learning value X1 and ISC flow learning correction value B1 that reflect change year in year out etc., ISC flow C1 after correcting is obtained.
Afterwards, perform step 130,140 process after, in a step 160, ECU20 the process returns to step 100 after calculating air inflow Ga.ECU20 can obtain air inflow Ga according to following calculating formula (6).
Ga←GaA+(GaB－GaA)＊(C1－ISCmin)/(ISCmax－ISCmin)…(6)
That is, in described calculating formula (6), the difference (after correcting minimum side ISC difference in flow) of the minimum value ISCmin of ISC flow C1 and ISC flow after the meaning of (C1-ISCmin) refers to and corrects.Thus, in calculating formula (6), by carrying out interpolation according to correcting between comparison the 1st air inflow GaA of rear minimum side ISC difference in flow and minimax ISC difference in flow and the 2nd air inflow GaB, estimate current air inflow Ga.And the air inflow Ga of presumption is as mentioned above reflected in the execution of the fuel injection amount control program shown in Fig. 6 in a same manner as in the first embodiment.
Adopt the fuel injection controller of the motor of present embodiment described above, different from the 1st mode of execution, by correcting current ISC flow Y1 according to the current ISC flow learning value X1 and ISC flow learning correction value B1 that reflect change year in year out etc., calculate ISC flow C1 after correcting.And, by carrying out interpolation according to the relation between the maximum value ISCmax of ISC flow C1 and ISC flow after correcting and minimum value ISCmin between the 1st air inflow GaA and the 2nd air inflow GaB, estimate current air inflow Ga.Thus, presumption has been reflected in the air inflow Ga of the change year in year out caused by sediments attachment etc. in the gas handling system comprising throttler valve 9 and isc valve 11 etc.Therefore, in the present embodiment, except the action effect of the 1st mode of execution, can estimate and reflect that sediments is attached to the air inflow Ga more accurately of the attachment state of the gas handling system comprising throttler valve 9 and isc valve 11, can more suitably control fuel injection amount TAU according to the air inflow Ga of this presumption.
Represent in Figure 13 and control relevant effect to the fuel injection amount of present embodiment.The change that when utilizing graphical presentation engine running in Figure 13, air fuel ratio learning value occurs relative to learning region (engine speed NE).At this, the meaning of air fuel ratio learning value refer to for make actual air fuel ratio close to the air fuel ratio of target, relative to the increase and decrease value of basic fuel injection amount bTAU.Thus, air fuel ratio learning value is referred to more close to the meaning of " 0 " then more applicable reference value of air inflow Ga.In fig. 13, solid line represents present embodiment, and dotted line represents past case.As shown in figure 13, in the present embodiment, known: in the scope about in whole learning region, air fuel ratio learning value is received in " about ± 0.05 ", air inflow Ga is applicable to the value of standard.Relative to this, in past case, known: along with learning region is from idling to passing at a high speed, air fuel ratio learning value increases in dense (rich) side from " about-0.5 " towards " about-0.03 ", air inflow Ga dissociates from the value of standard, and is not suitable for the value of standard.According to the comparing of this past case, the superiority that the fuel injection amount of present embodiment controls can be confirmed.
< the 3rd mode of execution >
Then, describe with reference to accompanying drawing the 3rd mode of execution specialized by the fuel injection controller of motor of the present invention in detail
In this embodiment, in the content this point for estimating the air inflow computer program calculating air inflow Ga the part of structure and the 2nd mode of execution different.Figure 14 utilizes flow chart to represent the air inflow computer program of this mode of execution.In the flowchart of fig. 14, the contents processing except step 125,126 is identical with the contents processing of the flow chart of Figure 11.
Process is when being transformed into this routine, perform step 100,110,111,120, after the process of 121, in step 125, ECU20 calculates ISC learning correction value X2 according to ISC flow learning value X1.Herein, ECU20 obtains ISC learning correction value X2 relative to ISC flow learning value X1 by referring to the correction maps shown in Figure 15.In the mapping of Figure 15, be set as that ISC flow learning value X1 more increases ISC learning correction value X2 and more increases, and a part wherein, even if be set with ISC flow learning value X1 to increase the dead band NZ that ISC learning correction value X2 is also steady state value.In the NZ of this dead band, ISC flow learning value X1 be in comprise as subscribe reference value ISC flow study reference value A1 predetermined scope in time, ISC learning correction value X2 be ISC flow study reference value A1 become constant.In the NZ of this dead band, with throttler valve 9 and isc valve 11 separately in flow deviation for benchmark, ISC learning correction value X2 is set to the desired value of the change that can replace to air inflow Ga.
Reporter, in step 126, ISC flow C1 after ECU20 calculates and corrects.ECU20 can obtain according to following calculating formula (7) and correct rear ISC flow C1.
C1←Y1－X2+A1…(7)
That is, in this calculating formula (7), current ISC flow Y1 is added to the difference of ISC flow study reference value A1 and ISC learning correction value X2, correct rear ISC flow C1 thereby, it is possible to obtain.Herein, when value in the scope that ISC flow learning value X1 becomes the immunity region NZ of Figure 15, ISC learning correction value X2 is set to ISC flow study reference value A1, namely ISC flow learning value X1 is corrected as ISC flow study reference value A1, therefore, after correcting, ISC flow C1 becomes current ISC flow Y1.
Afterwards, ECU20 perform step 130,140, after the process of 160, the process returns to step 100.
In above-mentioned control, except the control content of the 2nd mode of execution, when value in the scope that the ISC flow learning value X1 tried to achieve becomes the predetermined immunity region NZ comprising predetermined ISC flow study reference value A1, ISC flow learning value X1 is corrected to ISC flow study reference value A1 by ECU20.Herein, imagine be attached to bypass path 10 at sediments, isc valve 11 and ISC flow learning value X1 increase before state (engine system is the state of new goods), presumption air inflow Ga.Namely, even if there is deviation in ISC flow learning value X1 in the scope of immunity region NZ comprising ISC flow study reference value A1, also ISC learning correction value X2 can be set as the ISC flow study reference value A1 as steady state value, that is, ISC flow learning value X1 is corrected to ISC flow study reference value A1.Thus, only sediments is actual be attached to bypass path 10, isc valve 11 time, just change relative to the ISC learning correction value X2 of ISC flow learning value X1, and utilize this ISC learning correction value X2 correction ISC flow learning value X1.
Adopt the fuel injection controller of the motor of present embodiment described above, even if there is deviation in the ISC flow learning value X1 tried to achieve in the scope of predetermined immunity region NZ comprising predetermined ISC flow study reference value A1, also ISC flow learning value X1 can be corrected to the ISC flow study reference value A1 as steady state value, therefore, the deviation of ISC flow learning value X1, small variation etc. can be eliminated.Therefore, in the present embodiment, except the action effect of the 2nd mode of execution, under the state that engine system is new goods, stably air inflow Ga can be estimated, fuel injection amount TAU can be more precisely controlled based on this air inflow Ga.
In addition, the present invention is not limited to described each mode of execution, and the part that also suitably can change structure is within a range not departing from the gist of the invention implemented.
(1) in described each mode of execution, fuel injection amount of the present invention is controlled to be embodied as the motor 3 be mounted on sulky vehicle, but is not limited thereto, also can be embodied as the motor be mounted on four-wheel car.
(2) in described each mode of execution, employ the isc valve 11 with the ISC Flow characteristics shown in Fig. 3, Figure 12, but be not limited to Fig. 3, ISC Flow characteristics as shown in Figure 12.
utilizability in industry
The present invention also can be applied to the gas handling system and the engine system of employing α-N mode that possess and comprise throttler valve and isc valve.
description of reference numerals
3, motor; 4, sparger (fuel injection component); 6, inlet air pathway; 8, firing chamber; 9, throttler valve; 10, bypass path; 11, isc valve; 20, ECU (controlling component); 23, speed probe (Rotating speed measring parts); 25, throttle sensor (opening degree detection part); NE, engine speed; TA, throttle opening; Ga, air inflow; GaA, the 1st air inflow; GaB, the 2nd air inflow; The minimum value of ISCmin, ISC flow; The maximum value of ISCmax, ISC flow; Y1, current ISC flow; X1, ISC flow learning value; ISC flow after C1, correction; TAU, fuel injection amount; A1, ISC flow study reference value (predetermined reference value); NZ, immunity region (predetermined scope).
Claims (3)
1. a fuel injection controller for motor, it comprises:
Inlet air pathway, it imports air inlet for the firing chamber to motor;
Throttler valve, it is for regulating the inlet stream in described inlet air pathway;
Bypass path, it is arranged on described inlet air pathway in the mode walking around described throttler valve;
Isc valve, it is for regulating the inlet stream in described bypass path;
Fuel injection component, it is for supplying fuel to described engine spray;
Opening degree detection part, it is for detecting the aperture of described throttler valve;
Rotating speed measring parts, it is for detecting the rotating speed of described motor; And
Controlling component, the aperture of the described throttler valve that its basis detects is directed to the air inflow in described firing chamber with the estimating rotation speed of the described motor detected, according to the air inflow computing fuel emitted dose of this presumption, described fuel injection component is controlled according to this fuel injection amount calculated, the feature of the fuel injection controller of this motor is
Described controlling component possesses:
ISC Flow characteristics data, it has preset the relation between ISC flow and the aperture of described isc valve flowed in described bypass path when described throttler valve becomes full cut-off;
The maximum value of described ISC flow and minimum value, it is pre-set;
1st air inflow maps, and that it has preset is when described ISC flow becomes described minimum value, be directed to relation between the 1st air inflow in described firing chamber and the aperture of described throttler valve and the rotating speed of described motor; And
2nd air inflow maps, and that it has preset is when described ISC flow becomes described maximum value, be directed to relation between the 2nd air inflow in described firing chamber and the aperture of described throttler valve and the rotating speed of described motor,
Described controlling component carries out following operation when described engine running:
With reference to described ISC Flow characteristics data, obtain the current ISC flow of the aperture relative to current isc valve thus,
Map with reference to described 1st air inflow, obtain when described ISC flow becomes described minimum value, corresponding with the aperture of described throttler valve and the rotating speed of described motor described 1st air inflow thus,
Map with reference to described 2nd air inflow, obtain when described ISC flow becomes described maximum value, corresponding with the aperture of described throttler valve and the rotating speed of described motor described 2nd air inflow thus,
Carry out interpolation according to the relation between the described maximum value of described current ISC flow and described ISC flow and described minimum value between described 1st air inflow and described 2nd air inflow, estimate current air inflow thus.
2. the fuel injection controller of motor according to claim 1, is characterized in that,
Described controlling component carries out following operation:
When engine idling operation, in order to the rotational speed regulation of described motor is predetermined idling speed, feedback control is carried out to described isc valve, and learns the current ISC controlled quentity controlled variable to described isc valve as ISC learning value,
When described engine running, with reference to described ISC Flow characteristics data, obtain the ISC flow learning value corresponding with current ISC learning value thus,
Correct described current ISC flow according to described current ISC flow learning value, calculate ISC flow after correcting thus,
Carry out interpolation according to the relation between the described maximum value of ISC flow after described correction and described ISC flow and described minimum value between described 1st air inflow and described 2nd air inflow, estimate current air inflow thus.
3. the fuel injection controller of motor according to claim 2, is characterized in that,
Described controlling component carries out following operation:
When the described ISC flow learning value of trying to achieve becomes the value comprised in the predetermined scope of predetermined reference value, described ISC flow learning value is corrected to described predetermined reference value.
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| CN107120202A (en) * | 2016-02-24 | 2017-09-01 | 本田技研工业株式会社 | direct-injection internal combustion engine |
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| JP6922398B2 (en) * | 2017-05-12 | 2021-08-18 | いすゞ自動車株式会社 | Piston temperature estimation device and piston temperature estimation method |
| JP7188360B2 (en) * | 2019-11-07 | 2022-12-13 | トヨタ自動車株式会社 | engine controller |
| JP7207290B2 (en) * | 2019-12-23 | 2023-01-18 | トヨタ自動車株式会社 | Vehicle control device, vehicle control system, vehicle learning device, and vehicle learning method |
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| JPS6321339A (en) * | 1986-07-15 | 1988-01-28 | Nissan Motor Co Ltd | Fuel feeding control device for internal combustion engine |
| JP2013113258A (en) * | 2011-11-30 | 2013-06-10 | Toyota Motor Corp | Internal-combustion engine control device |
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| JPS63183247A (en) * | 1987-01-23 | 1988-07-28 | Japan Electronic Control Syst Co Ltd | Control device for internal combustion engine |
| CN1701173A (en) * | 2003-07-10 | 2005-11-23 | 丰田自动车株式会社 | Suction air amount predicting device of internal combustion engine |
| JP2007321661A (en) * | 2006-06-01 | 2007-12-13 | Toyota Motor Corp | Idle rotation control device of internal combustion engine |
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| JP6389791B2 (en) | 2018-09-12 |
| JP2015206357A (en) | 2015-11-19 |
| CN104975968B (en) | 2017-08-15 |
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