CN104975968A - Fuel injection dose control device for engine - Google Patents

Fuel injection dose control device for engine Download PDF

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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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intake air
flow rate
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air amount
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CN104975968B (en
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西尾俊雄
近藤清二
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Aisan Industry Co Ltd
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Abstract

本发明提供一种发动机的燃料喷射量控制装置,其采用α-N方式,且更高精度地推定要被导入到燃烧室中的进气量,根据该推定的进气量适当地控制燃料喷射量。电子控制装置ECU(20)根据节气门开度TA和发动机转速NE推定进气量Ga,根据自该Ga计算出的燃料喷射量TAU控制喷射器(4)。ECU(20)在发动机运转时进行以下操作:参照ISC流量特性数据求出相对于当前的ISC控制量的当前的ISC流量,参照第1进气量映射求出ISC流量成为最小值时与TA以及NE相对应的第1进气量GaA,参照第2进气量映射求出ISC流量成为最大值时与TA以及NE相对应的第2进气量GaB,根据当前的ISC流量与ISC流量的最大值以及最小值的关系对GaA和GaB之间进行插值,从而推定当前的Ga。

The present invention provides a fuel injection amount control device for an engine, which uses an α-N method, estimates an intake air amount to be introduced into a combustion chamber with higher accuracy, and appropriately controls fuel injection based on the estimated intake air amount. quantity. An electronic control unit ECU (20) estimates an intake air amount Ga based on a throttle opening TA and an engine speed NE, and controls an injector (4) based on a fuel injection amount TAU calculated from Ga. When the engine is running, the ECU (20) performs the following operations: refer to the ISC flow rate characteristic data to obtain the current ISC flow rate relative to the current ISC control amount, and refer to the first intake air amount map to obtain the relationship between the ISC flow rate when it becomes the minimum value and TA and The first intake air amount GaA corresponding to NE, and the second intake air amount GaB corresponding to TA and NE when the ISC flow rate reaches the maximum value are obtained by referring to the second intake air amount map, based on the current ISC flow rate and the maximum ISC flow rate The relationship between the value and the minimum value is interpolated between GaA and GaB to estimate the current Ga.

Description

发动机的燃料喷射量控制装置Engine fuel injection quantity control device

技术领域technical field

本发明涉及一种用于控制被供给到发动机的燃料喷射量的燃料喷射量控制装置。详细地讲,是涉及一种构成为不使用进气量检测部件而根据分别检测出的节气门开度和发动机转速推定被吸入到发动机的进气量、根据该推定的进气量控制燃料喷射量的发动机的燃料喷射量控制装置。The present invention relates to a fuel injection amount control device for controlling the fuel injection amount supplied to an engine. Specifically, it relates to a system configured to estimate the amount of intake air drawn into the engine based on the respectively detected throttle opening and engine speed without using an intake air amount detection means, and to control fuel injection based on the estimated intake air amount. The fuel injection quantity control device of the engine.

背景技术Background technique

以往,在这种技术中,通常将被吸入到发动机的进气量和发动机转速作为参数计算出基本燃料喷射量,利用各种校正项校正该基本燃料喷射量,从而计算出最终的燃料喷射量。在此,为了求出进气量,公知有这样的所谓的α-N方式:不使用空气流量计等进气量检测部件,而分别检测设置在发动机的进气通路上的节气门阀的开度(节气门开度)和发动机转速,根据这些节气门开度和发动机转速推定进气量。通过采用α-N方式,谋求简化发动机系统,能够获得成本降低等优点。作为采用这种α-N方式的燃料喷射量控制,例如公知有下述的专利文献1~3所记载的技术。在此,在专利文献1中记载有这样的内容:在α-N方式中,节气门开度作为决定进气量的因素是很重要的,在推定的进气量和实际的进气量之间产生差异时,发动机的空燃比控制恶化。此外,在专利文献2所述的发动机中设有绕过节气门阀的旁路通路,在该旁路通路上设有为了控制发动机的怠速转速而进行开闭的ISC阀。Conventionally, in this technique, the basic fuel injection amount is usually calculated using the intake air amount sucked into the engine and the engine speed as parameters, and the basic fuel injection amount is corrected by various correction items to calculate the final fuel injection amount . Here, in order to obtain the intake air amount, there is known a so-called α-N method in which the opening degrees of the throttle valves provided in the intake passage of the engine are individually detected without using an intake air amount detection device such as an air flow meter. (throttle valve opening) and engine speed, and the intake air amount is estimated based on these throttle opening and engine speed. By adopting the α-N method, the engine system can be simplified and advantages such as cost reduction can be obtained. As the fuel injection amount control using such an α-N method, techniques described in the following Patent Documents 1 to 3 are known, for example. Here, it is described in Patent Document 1 that in the α-N system, the throttle valve opening is an important factor for determining the intake air amount, and there is a difference between the estimated intake air amount and the actual intake air amount. When there is a difference between them, the air-fuel ratio control of the engine deteriorates. In addition, the engine described in Patent Document 2 is provided with a bypass passage that bypasses the throttle valve, and an ISC valve that opens and closes to control the idle speed of the engine is provided on the bypass passage.

此外,在专利文献3所述的内燃机的运转控制装置中,根据节气门开度和发动机转速推定通过节气门阀的空气量(节气门流量),根据在ISC阀的电磁线圈中流动的电流值推定在旁路通路中流动的空气量(ISC流量),通过将这些节气门流量和ISC流量相加来推定被导入到发动机的燃烧室中的进气量,根据该进气量计算出燃料喷射量。In addition, in the operation control device for an internal combustion engine described in Patent Document 3, the amount of air passing through the throttle valve (throttle flow rate) is estimated from the throttle opening and the engine speed, and is estimated from the value of the current flowing through the solenoid coil of the ISC valve. The amount of air flowing in the bypass passage (ISC flow rate) is estimated by adding the throttle flow rate and the ISC flow rate to estimate the intake air amount introduced into the combustion chamber of the engine, and the fuel injection amount is calculated from the intake air amount .

另一方面,在发动机的进气通路中,沉积物有时会附着在内壁上而缩窄流路面积,在节气门阀、ISC阀上有时也会附着沉积物。此外,沉积物的附着量经时地增加的情况是众所周知的。若这样沉积物附着在进气系统上,则会成为空气流动的障碍,因此,很难原封不动地维持产品初始的进气量。因此,在下述的专利文献4中提出了一种能够考虑节气门阀侧和ISC阀侧的沉积物的附着状态而高精度地进行怠速运转时的发动机进气控制的怠速旋转控制装置。在该装置中,电子控制装置(ECU)学习沉积物附着于配置有节气门阀和ISC阀的进气系统的附着状态并进行进气控制。详细地讲,ECU区分用于确认节气门阀侧的沉积物附着量的第1学习区域和用于确认ISC阀侧的沉积物附着量的第2学习区域而进行学习。由此,确认作为产品初始的进气量和真实进气量之差的损失流量的特性(损失特性),将该损失特性活用于怠速运转时的进气控制。在该装置中,利用空气流量计检测产品初始的进气量和之后的真实进气量。On the other hand, in the intake passage of the engine, deposits may adhere to the inner wall to narrow the flow path area, and deposits may also adhere to the throttle valve and ISC valve. In addition, it is well known that the deposition amount increases over time. If such deposits adhere to the air intake system, it will become an obstacle to air flow, so it is difficult to maintain the original air intake of the product as it is. Therefore, Patent Document 4 below proposes an idling rotation control device capable of accurately performing engine air intake control during idling in consideration of the deposition state of deposits on the throttle valve side and the ISC valve side. In this device, an electronic control unit (ECU) learns a state of deposits attached to an intake system equipped with a throttle valve and an ISC valve and performs intake control. Specifically, the ECU performs learning by distinguishing a first learning area for checking the amount of deposits on the throttle valve side and a second learning area for checking the amount of deposits on the ISC valve side. In this way, the characteristic of the loss flow rate (loss characteristic) which is the difference between the initial intake air amount of the product and the actual intake air amount is confirmed, and the loss characteristic is utilized for intake control during idling operation. In this device, an air flow meter is used to detect the initial intake air volume of the product and the subsequent real air intake volume.

现有技术文献prior art literature

专利文献patent documents

专利文献1:日本特开平5-10170号公报Patent Document 1: Japanese Patent Application Laid-Open No. 5-10170

专利文献2:日本特开2001-140680号公报Patent Document 2: Japanese Patent Laid-Open No. 2001-140680

专利文献3:日本特开昭63-183247号公报Patent Document 3: Japanese Patent Laid-Open No. 63-183247

专利文献4:日本特开2007-321661号公报Patent Document 4: Japanese Patent Laid-Open No. 2007-321661

发明内容Contents of the invention

发明要解决的问题The problem to be solved by the invention

另外,在专利文献3所述的运转控制装置中,即使在ISC阀的电磁线圈中流动的电流值恒定,即ISC阀的开度恒定,有时也由于节气门阀的开度发生变化而使节气门阀下游的压力发生变化,从而使ISC流量发生变化。此外,即使节气门阀的开度恒定,有时也由于ISC阀的开度发生变化而使节气门阀下游的压力发生变化,从而使在节气门阀中流动的空气量发生变化。但是,在该运转控制装置中,只是通过将根据节气门开度和发动机转速推定的节气门流量和根据在ISC阀的电磁线圈中流动的电流值推定的ISC流量相加而计算出被导入到燃烧室中的进气量,因此,并不考虑相对于节气门阀或者ISC阀的开度变化而产生的ISC流量或者节气门流量的变化,其结果,有可能无法准确地推定被导入到燃烧室中的进气量,无法准确地控制被供给到发动机的燃料喷射量。In addition, in the operation control device described in Patent Document 3, even if the current value flowing through the electromagnetic coil of the ISC valve is constant, that is, the opening degree of the ISC valve is constant, the throttle valve opening may change due to a change in the opening degree of the throttle valve. The downstream pressure changes, causing the ISC flow to change. Also, even if the opening degree of the throttle valve is constant, the pressure downstream of the throttle valve may change due to changes in the opening degree of the ISC valve, thereby changing the amount of air flowing through the throttle valve. However, in this operation control device, the throttle flow rate estimated from the throttle opening and the engine speed is simply added to the ISC flow rate estimated from the current value flowing in the electromagnetic coil of the ISC valve to calculate the flow rate introduced into the ISC valve. The amount of intake air in the combustion chamber, therefore, does not take into account changes in the ISC flow rate or throttle flow rate due to changes in the opening of the throttle valve or ISC valve. As a result, it may not be possible to accurately estimate the amount of intake air introduced into the combustion chamber. The amount of intake air in the engine cannot accurately control the amount of injected fuel being supplied to the engine.

另一方面,考虑将学习沉积物的附着状态并进行进气控制的技术也应用于采用α-N方式的发动机。但是,无法将构成为使用空气流量计检测进气量的专利文献4的装置原封不动地应用于不使用空气流量计等进气量检测部件的α-N方式。因此,对于采用α-N方式的发动机也期望一边学习沉积物附着于配置有节气门阀和ISC阀的进气系统的附着状态一边推定进气量,使该进气量反映于燃料喷射量控制。On the other hand, it is conceivable to apply the technology of learning the deposition state and controlling the intake air to the engine using the α-N system. However, the device of Patent Document 4 configured to detect the intake air amount using an air flow meter cannot be applied as it is to the α-N system that does not use intake air amount detection means such as an air flow meter. Therefore, it is also desirable to estimate the intake air amount while learning the state of deposit attachment to the intake system in which the throttle valve and the ISC valve are disposed, and to reflect the intake air amount in the fuel injection amount control for an engine employing the α-N system.

本发明即是鉴于所述情况而完成的,其目的在于提供一种这样的发动机的燃料喷射量控制装置:在具备包含节气门阀和ISC阀的进气系统且采用α-N方式的发动机中,能够更高精度地推定被导入到燃烧室中的进气量,根据该推定的进气量适当地控制燃料喷射量。此外,本发明除了所述目的之外,其另一个目的在于提供一种这样的发动机的燃料喷射量控制装置:能够推定已反映沉积物附着于包含节气门阀和ISC阀的进气系统的附着状态的更准确的进气量,根据该推定的进气量更适当地控制燃料喷射量。The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a fuel injection amount control device for an engine that employs an α-N system having an intake system including a throttle valve and an ISC valve, The amount of intake air introduced into the combustion chamber can be estimated with higher accuracy, and the fuel injection amount can be appropriately controlled based on the estimated intake air amount. Furthermore, in addition to the above objects, another object of the present invention is to provide a fuel injection amount control device for an engine capable of estimating the state of adhesion of deposits to an intake system including a throttle valve and an ISC valve. The more accurate intake air amount, and the fuel injection amount is more appropriately controlled based on the estimated intake air amount.

用于解决问题的方案solutions to problems

为了达到所述目的,技术方案1所述的发明是一种发动机的燃料喷射量控制装置,其包括:进气通路,其用于向发动机的燃烧室导入进气;节气门阀,其用于调节进气通路中的进气流;旁路通路,其以绕过节气门阀的方式设置在进气通路上;ISC阀,其用于调节旁路通路中的进气流;燃料喷射部件,其用于向发动机喷射供给燃料;开度检测部件,其用于检测节气门阀的开度;转速检测部件,其用于检测发动机的转速;以及控制部件,其根据检测出的节气门阀的开度和检测出的发动机的转速推定被导入到燃烧室中的进气量,根据该推定的进气量计算燃料喷射量,根据该计算出的燃料喷射量控制燃料喷射部件,该发动机的燃料喷射量控制装置的主旨在于,控制部件具备:ISC流量特性数据,其预先设定了节气门阀成为全闭时在旁路通路中流动的ISC流量与ISC阀的开度之间的关系;ISC流量的最大值和最小值,其是预先设定好的;第1进气量映射,其预先设定了ISC流量成为最小值时的、被导入到燃烧室中的第1进气量与节气门阀的开度以及发动机的转速之间的关系;以及第2进气量映射,其预先设定了ISC流量成为最大值时的、被导入到燃烧室中的第2进气量与节气门阀的开度以及发动机的转速之间的关系,控制部件在发动机运转时进行以下操作:参照ISC流量特性数据,由此求出相对于当前的ISC阀的开度的当前的ISC流量,参照第1进气量映射,由此求出ISC流量成为最小值时的、与节气门阀的开度以及发动机的转速相对应的第1进气量,参照第2进气量映射,由此求出ISC流量成为最大值时的、与节气门阀的开度以及发动机的转速相对应的第2进气量,根据当前的ISC流量与ISC流量的最大值以及最小值之间的关系对第1进气量和第2进气量之间进行插值,由此推定当前的进气量。In order to achieve the above object, the invention described in technical solution 1 is a fuel injection amount control device for an engine, which includes: an air intake passage, which is used to introduce intake air into the combustion chamber of the engine; a throttle valve, which is used to adjust The intake air flow in the intake passage; the bypass passage, which is arranged on the intake passage by bypassing the throttle valve; the ISC valve, which is used to regulate the intake air flow in the bypass passage; the fuel injection part, which is used to The engine injects fuel; the opening detection part is used to detect the opening degree of the throttle valve; the rotational speed detection part is used to detect the rotational speed of the engine; and the control part is based on the detected opening degree of the throttle valve and the detected The engine speed estimates the amount of intake air introduced into the combustion chamber, calculates the fuel injection amount based on the estimated intake air amount, and controls the fuel injection member based on the calculated fuel injection amount. The gist of the fuel injection amount control device for the engine That is, the control unit has: ISC flow rate characteristic data, which presets the relationship between the ISC flow rate flowing in the bypass passage when the throttle valve is fully closed and the opening degree of the ISC valve; the maximum and minimum values of the ISC flow rate , which is preset; the first intake air amount map, which presets the first intake air amount introduced into the combustion chamber, the opening degree of the throttle valve and the engine's The relationship between the rotational speed; and the second intake air amount map, which presets the relationship between the second intake air amount introduced into the combustion chamber, the opening degree of the throttle valve, and the rotational speed of the engine when the ISC flow rate becomes the maximum value. The control unit performs the following operations when the engine is running: refer to the ISC flow characteristic data to obtain the current ISC flow relative to the current ISC valve opening degree, and refer to the first intake air amount map to obtain the current ISC flow rate. When the ISC flow rate becomes the minimum value, the first intake air amount corresponding to the opening degree of the throttle valve and the engine speed is referred to the second intake air amount map, thereby obtaining the throttle rate when the ISC flow rate becomes the maximum value. The opening degree of the gate valve and the second intake air volume corresponding to the engine speed are compared between the first intake air volume and the second intake air volume according to the relationship between the current ISC flow rate and the maximum and minimum values of the ISC flow rate. Interpolation, from which the current intake air volume is estimated.

采用所述发明的结构,能够根据此时检测出的发动机的转速和节气门阀的开度以及当前的ISC流量推定被导入到燃烧室中的进气量、即通过节气门阀的空气量和通过ISC阀的空气量的合计空气量。在此,通过参照决定了ISC流量成为最小值时的第1进气量的第1进气量映射和决定了ISC流量成为最大值时的第2进气量的第2进气量映射,求出第1进气量和第2进气量。而且,通过根据当前的ISC流量与ISC流量的最大值以及最小值之间的关系对第1进气量和第2进气量之间进行插值,推定与当前的ISC流量相对应的当前的进气量。由于第1进气量映射和第2进气量映射预先设定了通过节气门阀的空气量和通过ISC阀的空气量的合计空气量的关系,因此,能够与ISC流量相对应地求出更准确的第1进气量和第2进气量。因而,能够分别考虑ISC阀的开度对于通过节气门阀的空气量的影响、节气门阀的开度对于通过ISC阀的空气量的影响来推定被导入到燃烧室中的进气量。According to the structure of the above invention, the amount of intake air introduced into the combustion chamber, that is, the amount of air passing through the throttle valve and the amount of air passing through the ISC can be estimated from the engine speed detected at this time, the opening degree of the throttle valve, and the current ISC flow rate. The total air volume of the valve air volume. Here, by referring to the first intake air amount map that determines the first intake air amount when the ISC flow rate becomes the minimum value and the second intake air amount map that determines the second intake air amount when the ISC flow rate becomes the maximum value, the The first air intake volume and the second air intake volume are displayed. Furthermore, by interpolating between the first intake air amount and the second intake air amount based on the relationship between the current ISC flow rate and the maximum and minimum values of the ISC flow rate, the current progress corresponding to the current ISC flow rate is estimated. capacity. Since the relationship between the total air volume of the air volume passing through the throttle valve and the air volume passing through the ISC valve is set in advance in the first intake air volume map and the second intake air volume map, it is possible to obtain a more accurate calculation according to the ISC flow rate. Accurate 1st intake volume and 2nd intake volume. Therefore, the amount of intake air introduced into the combustion chamber can be estimated by considering the influence of the opening degree of the ISC valve on the amount of air passing through the throttle valve and the influence of the opening degree of the throttle valve on the amount of air passing through the ISC valve.

为了达到所述目的,根据技术方案1所述的发明,技术方案2所述的发明的主旨在于,控制部件进行以下操作:在发动机怠速运转时,为了将发动机的转速调节为预定的怠速转速而对ISC阀进行反馈控制,并且学习此时的对ISC阀的ISC控制量作为ISC学习值,在发动机运转时,参照ISC流量特性数据,由此求出与当前的ISC学习值相对应的ISC流量学习值,根据当前的ISC流量学习值校正当前的ISC流量,由此计算出校正后ISC流量,根据校正后ISC流量与ISC流量的最大值以及最小值之间的关系对第1进气量和第2进气量之间进行插值,由此推定当前的进气量。In order to achieve the above object, according to the invention described in technical solution 1, the gist of the invention described in technical solution 2 is that the control unit performs the following operations: when the engine is idling, in order to adjust the rotational speed of the engine to a predetermined idling rotational speed Feedback control is performed on the ISC valve, and the ISC control amount of the ISC valve at this time is learned as the ISC learning value. When the engine is running, the ISC flow rate corresponding to the current ISC learning value is obtained by referring to the ISC flow rate characteristic data. Learning value, correct the current ISC flow rate according to the current ISC flow rate learning value, and then calculate the corrected ISC flow rate. According to the relationship between the corrected ISC flow rate and the maximum and minimum values of the ISC flow rate, the first intake air volume and The current intake air amount is estimated by interpolating between the second intake air amounts.

采用所述发明的结构,除了技术方案1所述的发明的作用之外,通过根据反映经年变化等的当前的ISC流量学习值校正当前的ISC流量,计算出校正后ISC流量。而且,通过根据校正后ISC流量与ISC流量的最大值以及最小值的之间关系对第1进气量和第2进气量之间进行插值,推定当前的进气量。因而,能够推定已反映在包含节气门阀和ISC阀的进气系统中由沉积物附着等引起的经年变化的进气量。According to the configuration of the invention, in addition to the effect of the invention described in Claim 1, the corrected ISC flow rate is calculated by correcting the current ISC flow rate based on the current ISC flow rate learning value reflecting the annual change and the like. Furthermore, the current intake air amount is estimated by interpolating between the first intake air amount and the second intake air amount based on the relationship between the corrected ISC flow rate and the maximum and minimum values of the ISC flow rate. Thus, it is possible to estimate the intake air amount that has reflected the yearly variation caused by deposit adhesion and the like in the intake system including the throttle valve and the ISC valve.

为了达到所述目的,根据技术方案2所述的发明,技术方案3所述的发明的主旨在于,在求得的ISC流量学习值成为包含预定的基准值的预定的范围内的值的情况下,将ISC流量学习值校正为预定的基准值。In order to achieve the object, according to the invention described in claim 2, the gist of the invention described in claim 3 is that when the obtained ISC flow rate learning value is a value within a predetermined range including a predetermined reference value , and correct the ISC flow learning value to a predetermined reference value.

采用所述发明的结构,除了技术方案2所述的发明的作用之外,即使求得的ISC流量学习值在包含预定的基准值的预定的范围内出现偏差,也能将ISC流量学习值校正为预定的基准值,因此,能消除ISC流量学习值的偏差、微小的变动等。According to the structure of the invention, in addition to the effect of the invention described in claim 2, even if the obtained ISC flow rate learning value deviates within a predetermined range including a predetermined reference value, the ISC flow rate learning value can be corrected. Since it is a predetermined reference value, it is possible to eliminate deviations and minute fluctuations in the learned value of the ISC flow rate.

发明的效果The effect of the invention

根据技术方案1所述的发明,在具备包含节气门阀和ISC阀的进气系统且采用α-N方式的发动机中,能够更高精度地推定被导入到燃烧室中的进气量,能够根据该推定的进气量适当地控制燃料喷射量。According to the invention described in claim 1, in an engine employing an α-N system having an intake system including a throttle valve and an ISC valve, the amount of intake air introduced into the combustion chamber can be estimated with higher accuracy, and the This estimated intake air amount appropriately controls the fuel injection amount.

根据技术方案2所述的发明,除了技术方案1所述的发明的效果之外,能够推定已反映沉积物附着于包含节气门阀和ISC阀的进气系统的附着状态的更准确的进气量,能够根据该推定的进气量更适当地控制燃料喷射量。According to the invention described in claim 2, in addition to the effect of the invention described in claim 1, it is possible to estimate a more accurate intake air amount that has reflected the state of deposition of deposits attached to the intake system including the throttle valve and the ISC valve. , the fuel injection amount can be more appropriately controlled based on the estimated intake air amount.

采用技术方案3所述的发明,除了技术方案2所述的发明的效果之外,在发动机为新货的状态下,能够稳定地推定进气量,能够基于该进气量更高精度地控制燃料喷射量。According to the invention described in claim 3, in addition to the effects of the invention described in claim 2, when the engine is new, the intake air amount can be estimated stably, and the intake air amount can be controlled more precisely based on the intake air amount. amount of fuel injected.

附图说明Description of drawings

图1涉及第1实施方式,是表示发动机系统的概略结构图。FIG. 1 relates to the first embodiment and is a schematic configuration diagram showing an engine system.

图2涉及第1实施方式,是表示用于推定计算进气量的进气量计算程序的流程图。2 relates to the first embodiment and is a flowchart showing an intake air amount calculation routine for estimating and calculating the intake air amount.

图3涉及第1实施方式,是表示ISC流量特性的图表。FIG. 3 is a graph showing ISC flow rate characteristics related to the first embodiment.

图4涉及第1实施方式,是表示第1进气量映射的概念图。FIG. 4 relates to the first embodiment and is a conceptual diagram showing a first intake air amount map.

图5涉及第1实施方式,是表示第2进气量映射的概念图。FIG. 5 is a conceptual diagram showing a second intake air amount map related to the first embodiment.

图6涉及第1实施方式,是表示燃料喷射量控制程序的流程图。6 relates to the first embodiment and is a flowchart showing a fuel injection amount control routine.

图7涉及第2实施方式,是表示产品初始的ISC流量特性的偏差的图表。7 relates to the second embodiment and is a graph showing variations in ISC flow rate characteristics at the initial stage of the product.

图8涉及第2实施方式,是表示ISC流量特性的经年变化的图表。Fig. 8 relates to the second embodiment and is a graph showing the annual change of the ISC flow rate characteristic.

图9涉及第2实施方式,是表示产品初始的进气量特性的偏差的图表。9 relates to the second embodiment and is a graph showing variations in the initial intake air amount characteristics of the product.

图10涉及第2实施方式,是表示进气量特性的经年变化的图表。FIG. 10 relates to the second embodiment and is a graph showing the temporal change of the intake air amount characteristic.

图11涉及第2实施方式,是表示进气量计算程序的流程图。Fig. 11 relates to the second embodiment and is a flowchart showing an intake air amount calculation routine.

图12涉及第2实施方式,是表示ISC流量特性的图表。FIG. 12 is a graph showing ISC flow rate characteristics related to the second embodiment.

图13涉及第2实施方式,是表示空燃比学习值相对于学习区域的变化的图表。Fig. 13 relates to the second embodiment and is a graph showing changes in the air-fuel ratio learned value with respect to the learned region.

图14涉及第3实施方式,是表示进气量计算程序的流程图。Fig. 14 relates to the third embodiment and is a flowchart showing an intake air amount calculation routine.

图15涉及第3实施方式,是用于求出相对于ISC流量学习值的ISC学习校正值而参照的校正映射。FIG. 15 relates to the third embodiment and is a correction map referred to for obtaining an ISC learning correction value for an ISC flow rate learning value.

具体实施方式Detailed ways

<第1实施方式><First Embodiment>

以下,参照附图详细说明将本发明的发动机的燃料喷射量控制装置具体化了的第1实施方式。Hereinafter, a first embodiment embodying a fuel injection amount control device for an engine according to the present invention will be described in detail with reference to the drawings.

图1中利用概略结构图表示本实施方式的发动机系统。搭载在两轮车上的发动机系统具备用于储存燃料的燃料箱1。内置在燃料箱1中的燃料泵2将储存在该箱1中的燃料喷出。在往复式的单气缸发动机3上设有相当于本发明的燃料喷射部件的一例子的喷射器4。从燃料泵2喷出来的燃料通过燃料通路5被供给到喷射器4。通过喷射器4进行开阀,供给来的燃料被喷射到进气通路6。经由空气净化器7从外部将空气吸入到进气通路6。吸入到进气通路6中的空气和从喷射器4喷射来的燃料形成可燃混合气而被吸入到燃烧室8。FIG. 1 shows an engine system according to the present embodiment with a schematic configuration diagram. An engine system mounted on a two-wheeled vehicle includes a fuel tank 1 for storing fuel. A fuel pump 2 built in the fuel tank 1 ejects fuel stored in the tank 1 . The reciprocating single-cylinder engine 3 is provided with an injector 4 corresponding to an example of the fuel injection member of the present invention. Fuel injected from fuel pump 2 is supplied to injector 4 through fuel passage 5 . When the injector 4 is opened, the supplied fuel is injected into the intake passage 6 . Air is sucked into the intake passage 6 from the outside via the air cleaner 7 . The air sucked into the intake passage 6 and the fuel injected from the injector 4 form a combustible mixture, which is sucked into the combustion chamber 8 .

在进气通路6上设有利用预定的加速装置(省略图示)操作的节气门阀9。通过对节气门阀9进行开闭,调节从进气通路6吸入到燃烧室8中的空气量(进气量)。在进气通路6上设有绕过节气门阀9的旁路通路10。在旁路通路10上设有怠速控制阀(ISC阀)11。ISC阀11为了在节气门阀9成为大致全闭状态的怠速运转时调节发动机3的怠速转速而进行工作。A throttle valve 9 operated by a predetermined acceleration device (not shown) is provided on the intake passage 6 . By opening and closing the throttle valve 9 , the amount of air sucked from the intake passage 6 into the combustion chamber 8 (intake air amount) is adjusted. A bypass passage 10 bypassing the throttle valve 9 is provided on the intake passage 6 . An idle control valve (ISC valve) 11 is provided in the bypass passage 10 . The ISC valve 11 operates to adjust the idling speed of the engine 3 during idling in which the throttle valve 9 is substantially fully closed.

设置在燃烧室8上的火花塞12接收从点火线圈13输出的点火信号进行点火动作。两部件12、13构成用于对供给到燃烧室8的可燃混合气进行点火的点火装置。吸入到燃烧室8的可燃混合气通过火花塞12的点火动作爆发、燃烧。燃烧后的排出气体从燃烧室8通过排气通路14被排出到外部。在排气通路14上设有用于净化排出气体的三元催化剂15。随着燃烧室8中的可燃混合气燃烧,活塞16运动而曲轴17旋转,从而能够得到使车辆行驶的驱动力。A spark plug 12 provided on the combustion chamber 8 receives an ignition signal output from an ignition coil 13 to perform an ignition operation. The two members 12 , 13 constitute an ignition device for igniting the combustible air-fuel mixture supplied to the combustion chamber 8 . The combustible air-fuel mixture sucked into the combustion chamber 8 explodes and burns by the ignition action of the spark plug 12 . Combusted exhaust gas is discharged from the combustion chamber 8 to the outside through the exhaust passage 14 . A three-way catalyst 15 for purifying exhaust gas is provided on the exhaust passage 14 . As the combustible air-fuel mixture in the combustion chamber 8 is combusted, the piston 16 moves and the crankshaft 17 rotates, so that driving force for running the vehicle can be obtained.

在车辆上设有为了使发动机3起动而操作的点火开关18。在车辆上设有用于进行发动机3的各种控制的电子控制装置(ECU)20。作为车辆用电源的电池19通过点火开关18连接于ECU20。通过将点火开关18开启,从电池19向ECU20供给电力。The vehicle is provided with an ignition switch 18 that is operated to start the engine 3 . An electronic control unit (ECU) 20 for performing various controls of the engine 3 is provided on the vehicle. A battery 19 serving as a power source for the vehicle is connected to the ECU 20 through an ignition switch 18 . By turning on the ignition switch 18 , electric power is supplied from the battery 19 to the ECU 20 .

设置在发动机3上的各种传感器22、23、24、25用于检测与发动机3的运转状态相关的各种运转参数,分别与ECU20连接。即,设置在发动机3上的水温传感器22检测在发动机3的内部流动的冷却水的温度(冷却水温)THW,输出与该检测值相应的电信号。设置在发动机3上的转速传感器23检测曲轴17的转速(发动机转速)NE,输出与该检测值相应的电信号。转速传感器23相当于本发明的旋转检测部件的一例子。设置在排气通路14上的氧传感器24检测被排出到排气通路14中的排出气体中的氧浓度(输出电压)Ox,输出与该检测值相应的电信号。为了获得被供给到发动机3的燃烧室8中的可燃混合气的空燃比A/F而使用该氧传感器24。与节气门阀9相对应地设置的节气门传感器25检测节气门阀9的开度(节气门开度)TA,输出与该检测值相应的电信号。节气门传感器25相当于本发明的开度检测部件的一例子。Various sensors 22 , 23 , 24 , and 25 provided on the engine 3 are used to detect various operating parameters related to the operating state of the engine 3 , and are respectively connected to the ECU 20 . That is, the water temperature sensor 22 provided on the engine 3 detects the temperature (cooling water temperature) THW of the cooling water flowing inside the engine 3, and outputs an electric signal corresponding to the detected value. A rotational speed sensor 23 provided on the engine 3 detects the rotational speed (engine rotational speed) NE of the crankshaft 17 and outputs an electric signal corresponding to the detected value. The rotational speed sensor 23 is equivalent to an example of the rotation detection means of this invention. The oxygen sensor 24 provided in the exhaust passage 14 detects the oxygen concentration (output voltage) Ox in the exhaust gas discharged into the exhaust passage 14, and outputs an electric signal corresponding to the detected value. This oxygen sensor 24 is used to obtain the air-fuel ratio A/F of the combustible air-fuel mixture supplied to the combustion chamber 8 of the engine 3 . A throttle sensor 25 provided corresponding to the throttle valve 9 detects the opening degree (throttle opening) TA of the throttle valve 9 and outputs an electric signal corresponding to the detected value. The throttle sensor 25 corresponds to an example of the opening detection means of the present invention.

在本实施方式中,ECU20输入前述的各种传感器22~25输出的各种信号。ECU20为了根据这些输入信号执行ISC控制、燃料喷射量控制以及点火时期控制等而分别控制ISC阀11、燃料泵2、喷射器4以及点火线圈13等。在本实施方式中,ECU20相当于本发明的控制部件的一例子。In the present embodiment, the ECU 20 inputs various signals output from the aforementioned various sensors 22 to 25 . The ECU 20 controls the ISC valve 11 , the fuel pump 2 , the injector 4 , the ignition coil 13 , and the like to execute ISC control, fuel injection amount control, ignition timing control, and the like based on these input signals. In the present embodiment, ECU 20 corresponds to an example of the control means of the present invention.

众所周知,ECU20具备中央处理装置(CPU)、读取专用存储器(ROM)、随机存储器(RAM)、备份RAM、外部输入电路以及外部输出电路等。ECU20构成利用总线将CPU、ROM、RAM以及备份RAM与外部输入电路以及外部输出电路等连接而成的逻辑运算电路。ROM预先存储有与发动机3的各种控制相关的预定的控制程序。RAM临时存储CPU的运算结果。备份RAM保存预先存储好的数据。CPU根据通过输入电路输入的各种传感器22~25的检测信号,按照预定的控制程序执行前述的各种控制等。As is well known, the ECU 20 includes a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), a backup RAM, an external input circuit, an external output circuit, and the like. The ECU 20 constitutes a logical operation circuit in which the CPU, ROM, RAM, and backup RAM are connected to an external input circuit, an external output circuit, and the like via a bus. The ROM stores predetermined control programs related to various controls of the engine 3 in advance. The RAM temporarily stores the calculation results of the CPU. Backup RAM holds pre-stored data. The CPU executes the aforementioned various controls and the like in accordance with a predetermined control program based on the detection signals of the various sensors 22 to 25 input through the input circuit.

在此,点火时期控制是指为了根据发动机3的运转状态控制火花塞12的点火时期而控制点火线圈13。ISC控制是指在节气门阀9全闭时对ISC阀11进行反馈控制,使得发动机转速NE成为预定的怠速转速。Here, the ignition timing control refers to controlling the ignition coil 13 in order to control the ignition timing of the spark plug 12 according to the operating state of the engine 3 . The ISC control refers to performing feedback control on the ISC valve 11 when the throttle valve 9 is fully closed so that the engine speed NE becomes a predetermined idle speed.

燃料喷射量控制是指通过根据发动机3的运转状态控制喷射器4来控制被供给到发动机3的燃料喷射量。在本实施方式中,采用“α-N方式”,即,不使用空气流量计等进气量检测部件而是根据由节气门传感器25检测出的节气门开度TA和由转速传感器23检测出的发动机转速NE推定被吸入到燃烧室8的进气量Ga。而且,构成为,根据该推定的进气量Ga计算出燃料喷射量TAU,根据该计算出的燃料喷射量TAU控制喷射器4,从而控制被供给到发动机3的喷射量。The fuel injection amount control refers to controlling the fuel injection amount supplied to the engine 3 by controlling the injector 4 according to the operating state of the engine 3 . In the present embodiment, the "α-N method" is adopted, that is, the intake air amount detection component such as an air flow meter is not used, but the throttle opening TA detected by the throttle sensor 25 and the throttle opening TA detected by the rotational speed sensor 23 are used. The intake air amount Ga drawn into the combustion chamber 8 is estimated at the engine speed NE. Then, the fuel injection amount TAU is calculated based on the estimated intake air amount Ga, and the injector 4 is controlled based on the calculated fuel injection amount TAU to control the injection amount supplied to the engine 3 .

在此,即使ISC阀11的开度恒定,有时也会由于节气门阀9的开度发生变化而使节气门阀9的下游压力发生变化,从而ISC流量发生变化。此外,即使节气门阀9的开度恒定,有时也会由于ISC阀11的开度发生变化而使节气门阀9的下游压力发生变化,从而使节气门流量发生变化。其结果,无法准确地求出被导入到燃烧室8中的进气量,无法准确地控制被供给到燃烧室8中的燃料喷射量。Here, even if the opening degree of the ISC valve 11 is constant, the downstream pressure of the throttle valve 9 may change due to a change in the opening degree of the throttle valve 9 , thereby changing the ISC flow rate. In addition, even if the opening degree of the throttle valve 9 is constant, the opening degree of the ISC valve 11 may change to cause the downstream pressure of the throttle valve 9 to change, thereby causing the throttle flow rate to change. As a result, the amount of intake air introduced into the combustion chamber 8 cannot be accurately obtained, and the fuel injection amount supplied to the combustion chamber 8 cannot be accurately controlled.

因此,在本实施方式中,在具备包含节气门阀和ISC阀的进气系统且采用α-N方式的发动机系统中,更高精度地推定被导入到燃烧室8的进气量,并根据该推定的进气量适当地控制燃料喷射量。为此,ECU20执行如下的燃料喷射量控制。Therefore, in the present embodiment, in an engine system employing the α-N system including an intake system including a throttle valve and an ISC valve, the amount of intake air introduced into the combustion chamber 8 is estimated with higher accuracy, and based on this The estimated intake air amount appropriately controls the fuel injection amount. For this reason, the ECU 20 executes fuel injection amount control as follows.

图2中利用流程图表示用于推定计算被导入到燃烧室8中的全进气量、即进气量Ga的进气量计算程序。ECU20每隔预定期间周期性地执行图2所示的例程。在此,“每隔预定期间周期性地执行”的意思是指,利用计时器的测量每隔预定时间周期性地执行、或者根据利用转速传感器得到的曲轴角信号每隔预定的曲轴角(例如发动机的排气上止点(TDC))周期性地执行。FIG. 2 shows an intake air amount calculation routine for estimating and calculating the total intake air amount introduced into the combustion chamber 8 , that is, the intake air amount Ga, using a flowchart. ECU 20 periodically executes the routine shown in FIG. 2 every predetermined period. Here, "periodically performed every predetermined period" means that the measurement by the timer is carried out periodically every predetermined time, or that every predetermined crank angle (eg, Exhaust top dead center (TDC) of the engine is executed periodically.

处理转换到该例程时,在步骤100中,ECU20根据转速传感器23的检测值读取发动机转速NE。此外,在步骤110中,ECU20根据节气门传感器25的检测值读取节气门开度TA。When the process shifts to this routine, the ECU 20 reads the engine speed NE from the detection value of the speed sensor 23 in step 100 . In addition, in step 110 , the ECU 20 reads the throttle opening TA from the detection value of the throttle sensor 25 .

接着,在步骤120中,ECU20通过参照在图3中用图表表示的ISC流量特性,求出相对于当前的ISC控制量y1的ISC流量Y1。在图3的图表中,预先确认并决定ISC流量(在旁路通路10中流动的空气量)与ISC控制量(向ISC阀11发送的指令值)的关系。在该ISC流量特性中,在ISC控制量成为小中程度的低中开度区域中,ISC流量的变化缓慢,在ISC控制量成为大程度的高开度区域中,ISC流量的变化急剧。Next, in step 120 , the ECU 20 obtains the ISC flow rate Y1 relative to the current ISC control amount y1 by referring to the ISC flow rate characteristic shown in a graph in FIG. 3 . In the graph of FIG. 3 , the relationship between the ISC flow rate (the amount of air flowing through the bypass passage 10 ) and the ISC control amount (command value sent to the ISC valve 11 ) is confirmed and determined in advance. In this ISC flow rate characteristic, the ISC flow rate changes gradually in the low-middle opening range where the ISC control amount is small to medium, and changes rapidly in the high opening range where the ISC control amount is large.

接着,在步骤130中,ECU20通过参照第1进气量映射,根据读取的发动机转速NE和节气门开度TA计算出ISC流量为最小值ISCmin时的第1进气量GaA。图4中表示第1进气量映射的概念图。在该映射中,根据发动机转速NE和节气门开度TA之间的关系决定ISC流量为最小值ISCmin时的第1进气量GaA。在此,ISC流量为最小值ISCmin时的ISC控制量是最小值α(参照图3)。Next, in step 130 , the ECU 20 calculates the first intake air amount GaA when the ISC flow rate is the minimum value ISCmin from the read engine speed NE and throttle opening TA by referring to the first intake air amount map. FIG. 4 shows a conceptual diagram of the first intake air amount map. In this map, the first intake air amount GaA when the ISC flow rate is the minimum value ISCmin is determined from the relationship between the engine speed NE and the throttle opening TA. Here, the ISC control amount when the ISC flow rate is the minimum value ISCmin is the minimum value α (see FIG. 3 ).

接着,在步骤140中,ECU20通过参照第2进气量映射,根据读取的发动机转速NE和节气门开度TA计算出ISC流量为最大值ISCmax时的第2进气量GaB。图5中表示第2进气量映射的概念图。在该映射中,根据发动机转速NE和节气门开度TA之间的关系决定ISC流量为最大值ISCmax时的第2进气量GaB。在此,ISC流量为最大值ISCmax时的ISC控制量是最大值β(参照图3)。Next, in step 140 , the ECU 20 calculates the second intake air amount GaB when the ISC flow rate reaches the maximum value ISCmax from the read engine speed NE and throttle opening TA by referring to the second intake air amount map. FIG. 5 shows a conceptual diagram of the second intake air amount map. In this map, the second intake air amount GaB when the ISC flow rate is the maximum value ISCmax is determined from the relationship between the engine speed NE and the throttle opening TA. Here, the ISC control amount when the ISC flow rate is the maximum value ISCmax is the maximum value β (see FIG. 3 ).

而且,在步骤150中,ECU20在计算出进气量Ga之后将处理返回步骤100。ECU20能够根据以下的计算式(1)求出进气量Ga。Then, in step 150 , the ECU 20 returns the process to step 100 after calculating the intake air amount Ga. The ECU 20 can obtain the intake air amount Ga from the following calculation formula (1).

Ga←GaA+(GaB-GaA)*(Y1-ISCmin)/(ISCmax-ISCmin)…(1)Ga←GaA+(GaB-GaA)*(Y1-ISCmin)/(ISCmax-ISCmin)...(1)

即,在所述的计算式(1)中,(GaB-GaA)的意思是指,在ISC流量成为最大值ISCmax时根据节气门开度TA和发动机转速NE推定的第2进气量GaB和在ISC流量成为最小值ISCmin时根据节气门开度TA和发动机转速NE推定的第1进气量GaA之差(最大最小进气量差)。(Y1-ISCmin)的意思是指当前的ISC流量Y1和ISC流量的最小值ISCmin之差(最小侧ISC流量差)。此外,(ISCmax-ISCmin)的意思是指ISC流量的最大值ISCmax和最小值ISCmin之差(最大最小ISC流量差)。因而,在计算式(1)中,通过根据最小侧ISC流量差与最大最小ISC流量差之比在第1进气量GaA和第2进气量GaB之间进行插值,来推定当前的进气量Ga。That is, in the aforementioned calculation formula (1), (GaB−GaA) means the second intake air amount GaB and The difference between the first intake air amount GaA (maximum and minimum intake air amount difference) estimated from the throttle valve opening TA and the engine speed NE when the ISC flow rate becomes the minimum value ISCmin. (Y1−ISCmin) means the difference between the current ISC flow rate Y1 and the minimum value ISCmin of the ISC flow rate (minimum side ISC flow rate difference). In addition, (ISCmax−ISCmin) means the difference between the maximum value ISCmax and the minimum value ISCmin of the ISC flow rate (the difference between the maximum and minimum ISC flow rates). Therefore, in calculation formula (1), the current intake air amount is estimated by interpolating between the first intake air amount GaA and the second intake air amount GaB based on the ratio of the minimum side ISC flow rate difference to the maximum and minimum ISC flow rate difference The amount of Ga.

接着,图6中利用流程图表示将如上所述推定的进气量Ga作为参数之一执行的燃料喷射量控制程序。ECU20每隔预定期间周期性地执行图6所示的例程。Next, a fuel injection amount control routine executed using the intake air amount Ga estimated as described above as one of the parameters is shown in a flowchart in FIG. 6 . The ECU 20 periodically executes the routine shown in FIG. 6 every predetermined period.

处理转换到该例程时,在步骤300中,ECU20读取所述推定的进气量Ga。When the process shifts to this routine, the ECU 20 reads the estimated intake air amount Ga in step 300 .

接着,在步骤310中,ECU20读取目标空燃比Taf。例如,ECU20能够根据发动机3的运转状态另行计算出该目标空燃比Taf。Next, in step 310, the ECU 20 reads the target air-fuel ratio Taf. For example, the ECU 20 can separately calculate the target air-fuel ratio Taf according to the operating state of the engine 3 .

接着,在步骤320中,ECU20读取燃料比重γ。该燃料比重γ是预先设定且存储在ECU20的存储器中的值。Next, in step 320, the ECU 20 reads the fuel specific gravity γ. This fuel specific gravity γ is a value set in advance and stored in the memory of ECU 20 .

接着,在步骤330中,ECU20读取喷射器流量特性Cinj。该喷射器流量特性Cinj也是预先设定且存储在ECU20的存储器中的值。Next, in step 330, the ECU 20 reads the injector flow rate characteristic Cinj. This injector flow rate characteristic Cinj is also a value set in advance and stored in the memory of the ECU 20 .

接着,在步骤340中,ECU20根据读取的各种参数Ga、Taf、γ、Cinj,遵照如下的计算式(2)计算出基本燃料喷射量bTAU。Next, in step 340 , the ECU 20 calculates the basic fuel injection amount bTAU based on the read parameters Ga, Taf, γ, and Cinj in accordance with the following calculation formula (2).

bTAU←Ga/Taf*γ*Cinj…(2)bTAU←Ga/Taf*γ*Cinj...(2)

接着,在步骤350中,ECU20计算出燃料喷射量校正系数Cf。例如,ECU20能够根据冷却水温THW、氧浓度Ox另行计算出该燃料喷射量校正系数Cf。Next, in step 350, the ECU 20 calculates a fuel injection amount correction coefficient Cf. For example, the ECU 20 can separately calculate the fuel injection amount correction coefficient Cf from the cooling water temperature THW and the oxygen concentration Ox.

接着,在步骤360中,ECU20根据所述计算出的各种参数bTAU、Cf,遵照如下的计算式(3)计算出燃料喷射量TAU。Next, in step 360 , the ECU 20 calculates the fuel injection amount TAU according to the following calculation formula (3) based on the various parameters bTAU and Cf calculated above.

TAU←bTAU*Cf…(3)TAU←bTAU*Cf...(3)

然后,在步骤370中,ECU20通过根据计算出的燃料喷射量TAU控制喷射器4,从喷射器4喷射燃料。之后,ECU20将处理返回步骤300。Then, in step 370, the ECU 20 injects fuel from the injector 4 by controlling the injector 4 based on the calculated fuel injection amount TAU. Thereafter, ECU 20 returns the process to step 300 .

采用以上说明的本实施方式的发动机的燃料喷射量控制装置,根据此时检测出的发动机转速NE和节气门开度TA、以及当前(此时)的ISC流量Y1推定被导入到燃烧室8中的进气量Ga、即通过节气门阀9的空气量(节气门流量)和通过ISC阀11的空气量(ISC流量)的合计空气量。在此,通过参照决定了ISC流量为最小值ISCmin时的第1进气量GaA的第1进气量映射和决定了ISC流量为最大值ISCmax时的第2进气量GaB的第2进气量映射,能够求出第1进气量GaA和第2进气量GaB。而且,通过根据当前的ISC流量与ISC流量的最大值ISCmax以及最小值ISCmin之间的关系,对第1进气量GaA和第2进气量GaB之间进行插值,能够推定与当前的ISC流量相对应的当前的进气量Ga。由于第1进气量映射和第2进气量映射预先设定了与发动机转速NE和节气门开度TA相对应的节气门流量和ISC流量的合计空气量的关系,因此,能够与ISC流量相对应地求出更准确的第1进气量GaA和第2进气量GaB。因而,分别考虑ISC阀11的开度对于节气门流量的影响、节气门阀9的开度对于ISC流量的影响而推定被导入到燃烧室8中的进气量Ga。因此,在具备包含节气门阀9和ISC阀11的进气系统且采用α-N方式的发动机中,能够更高精度地推定被导入到燃烧室8中的进气量Ga。其结果,能够根据推定的进气量Ga适当地控制最终的燃料喷射量TAU。According to the fuel injection amount control device for the engine of the present embodiment described above, the fuel injected into the combustion chamber 8 is estimated based on the engine speed NE and the throttle opening TA detected at this time, and the current (at this time) ISC flow rate Y1. The intake air amount Ga, that is, the total air amount of the air amount passing through the throttle valve 9 (throttle flow rate) and the air amount passing through the ISC valve 11 (ISC flow rate). Here, by referring to the first intake air map that determines the first intake air amount GaA when the ISC flow rate is the minimum value ISCmin and the second intake air map that determines the second intake air amount GaB when the ISC flow rate is the maximum value ISCmax The first intake air amount GaA and the second intake air amount GaB can be obtained from the amount map. Furthermore, by interpolating between the first intake air amount GaA and the second intake air amount GaB based on the relationship between the current ISC flow rate and the maximum value ISCmax and the minimum value ISCmin of the ISC flow rate, it is possible to estimate the current ISC flow rate. Corresponding to the current intake air amount Ga. Since the first intake air amount map and the second intake air amount map preset the relationship between the total air amount of the throttle valve flow and the ISC flow corresponding to the engine speed NE and the throttle opening TA, it can be compared with the ISC flow Correspondingly, more accurate first intake air amount GaA and second intake air amount GaB are obtained. Therefore, the intake air amount Ga introduced into the combustion chamber 8 is estimated by considering the influence of the opening degree of the ISC valve 11 on the throttle flow rate and the influence of the opening degree of the throttle valve 9 on the ISC flow rate, respectively. Therefore, in an engine employing the α-N system including an intake system including the throttle valve 9 and the ISC valve 11 , the intake air amount Ga introduced into the combustion chamber 8 can be estimated with higher accuracy. As a result, the final fuel injection amount TAU can be appropriately controlled based on the estimated intake air amount Ga.

在本实施方式中,为了推定与当前的ISC流量Y1相对应的进气量Ga,参照已决定了ISC流量为最小值ISCmin时的第1进气量GaA的第1进气量映射和已决定了ISC流量为最大值ISCmax时的第2进气量GaB的第2进气量映射。而且,在当前的ISC流量Y1成为最小值ISCmin和最大值ISCmax之间的值时,通过根据当前的ISC流量Y1与ISC流量的最大值ISCmax以及最小值ISCmin之间的关系对这些第1进气量GaA和第2进气量GaB进行插值,推定进气量Ga。在此,根据节气门开度TA和发动机转速NE之间的关系决定了进气量Ga的进气量映射本来优选的是,针对ISC流量的各值分别设定,而具有许多个进气量映射。但是,那样在ECU20的存储器中预先存储许多个进气量映射的做法导致制造成本升高。在这一点上,在本实施方式中,只具有第1进气量映射和第2进气量映射,能够抑制制造成本的升高。In this embodiment, in order to estimate the intake air amount Ga corresponding to the current ISC flow rate Y1, the first intake air amount map and the determined first intake air amount GaA when the ISC flow rate is the minimum value ISCmin are referred to. The second intake air amount map of the second intake air amount GaB when the ISC flow rate is the maximum value ISCmax is shown. Then, when the current ISC flow rate Y1 is a value between the minimum value ISCmin and the maximum value ISCmax, these first intake air flows are calculated based on the relationship between the current ISC flow rate Y1 and the maximum value ISCmax and the minimum value ISCmin of the ISC flow rate. The amount GaA and the second intake air amount GaB are interpolated to estimate the intake air amount Ga. Here, the intake air amount map that determines the intake air amount Ga based on the relationship between the throttle opening TA and the engine speed NE is originally preferably set for each value of the ISC flow rate, and has a large number of intake air amounts. map. However, storing many intake air quantity maps in advance in the memory of ECU 20 leads to an increase in manufacturing cost. In this regard, in this embodiment, only the first intake air amount map and the second intake air amount map are provided, and an increase in manufacturing cost can be suppressed.

<第2实施方式><Second Embodiment>

接着,参照附图详细说明将本发明的发动机的燃料喷射量控制装置具体化了的第2实施方式。Next, a second embodiment embodying a fuel injection amount control device for an engine according to the present invention will be described in detail with reference to the drawings.

另外,在以下说明书中,对与所述第1实施方式相同的结构元件标注相同的附图标记而省略说明,以不同点为中心进行说明。在本实施方式中,在用于推定计算进气量Ga的进气量计算程序的内容这一点上结构的一部分与第1实施方式有所不同。In addition, in the following description, the same code|symbol is attached|subjected to the same reference numeral as the said 1st Embodiment, and description is abbreviate|omitted, and a different point is mainly demonstrated. In the present embodiment, a part of the configuration differs from the first embodiment in terms of the content of the intake air amount calculation program for estimating and calculating the intake air amount Ga.

一般来讲,在进气通路6、旁路通路10中,沉积物有时会附着在内壁上而缩窄流路面积,沉积物有时也会附着在节气门阀9、ISC阀11上。此外,沉积物的附着量会经时地增加。若这样沉积物附着在进气系统上,则会成为进气流的障碍,因此,很难原封不动地维持产品初始的进气量Ga。Generally, in the intake passage 6 and the bypass passage 10 , deposits may adhere to the inner walls to narrow the flow path area, and deposits may also adhere to the throttle valve 9 and the ISC valve 11 . In addition, the amount of deposited deposits increases over time. If such deposits adhere to the air intake system, they will become an obstacle to the intake air flow, so it is difficult to maintain the original intake air volume Ga of the product as it is.

图7中利用图表表示发动机系统刚刚制造之后(产品初始)的ISC流量特性的偏差(个体差异)。在图7中,粗线表示ISC流量特性的偏差的中央值,上侧的虚线表示偏差的上限值,下侧的虚线表示偏差的下限值。这样可知:在产品初始,在各个产品中ISC流量特性存在偏差。另一方面,图8中利用图表表示ISC流量特性的经年变化。在图8中,粗线表示ISC流量特性的初始值,虚线表示由沉积物附着引起的经年变化(行驶距离较短的阶段)后的状态,单点划线表示由沉积物附着引起的经年变化(行驶距离较长的阶段)后的状态。这样可知:即使在同一个产品中,由于沉积物附着在旁路通路10、ISC阀11上,ISC流量特性也经年地发生变化。In FIG. 7 , variations (individual differences) in the ISC flow rate characteristics immediately after the engine system is manufactured (initial product) are shown in a graph. In FIG. 7 , the thick line indicates the median value of the variation in the ISC flow rate characteristic, the upper dotted line indicates the upper limit value of the variation, and the lower dotted line indicates the lower limit value of the variation. Thus, it can be seen that at the initial stage of the product, there is variation in the ISC flow rate characteristics among the various products. On the other hand, in FIG. 8, the annual change of the ISC flow rate characteristic is shown graphically. In Fig. 8, the thick line represents the initial value of the ISC flow characteristics, the dotted line represents the state after the annual change (shorter driving distance stage) caused by sediment adhesion, and the single-dot dash line represents the long-term change caused by sediment adhesion. The state after the annual change (a phase with a longer driving distance). Thus, it can be seen that even in the same product, the ISC flow rate characteristics change over the years due to deposits adhering to the bypass passage 10 and the ISC valve 11 .

图9中利用图表表示产品初始的、被向燃烧室8吸入的进气量Ga相对于节气门开度TA的特性(进气量特性)的偏差(个体差异)。在图9中,粗线表示进气量特性的偏差的中央值,上侧的虚线表示偏差的上限值,下侧的虚线表示偏差的下限值。图9所示的进气量特性的意思是指通过节气门阀9的节气门流量Fs和通过ISC阀11的ISC流量Fi的总和的特性。在此,节气门开度TA为“0”的怠速运转时的进气量Ga包含通过稍稍打开的节气门阀9的节气门流量Fs和通过打开到预定开度的ISC阀11的ISC流量Fi。这样可知:在产品初始,在各个产品中进气量特性存在偏差。另一方面,图10中利用图表表示进气量特性的经年变化。在图10中,粗线表示进气量特性的初始值,虚线表示由沉积物附着引起的经年变化(行驶距离较短的阶段)后的状态,单点划线表示由沉积物附着引起的经年变化(行驶距离较长的阶段)后的状态。这样可知:即使在同一个产品中,由于沉积物附着在节气门阀9、ISC阀11上,进气量特性也经年地发生变化。In FIG. 9 , the deviation (individual difference) in the characteristic (intake air amount characteristic) of the intake air amount Ga drawn into the combustion chamber 8 at the initial stage of the product with respect to the throttle valve opening TA is shown in a graph. In FIG. 9 , the thick line indicates the median value of the variation in the intake air amount characteristic, the upper broken line indicates the upper limit value of the variation, and the lower broken line indicates the lower limit value of the variation. The intake air amount characteristic shown in FIG. 9 means the characteristic of the sum of the throttle flow rate Fs passing through the throttle valve 9 and the ISC flow rate Fi passing through the ISC valve 11 . Here, the intake air amount Ga during idling when the throttle opening TA is "0" includes the throttle flow rate Fs passing through the throttle valve 9 slightly opened and the ISC flow rate Fi passing through the ISC valve 11 opened to a predetermined opening degree. Thus, it can be seen that at the initial stage of the product, there is variation in the air intake amount characteristic among the products. On the other hand, FIG. 10 shows the annual change of the intake air amount characteristic in a graph. In Fig. 10, the thick line indicates the initial value of the intake air quantity characteristic, the dotted line indicates the state after the yearly change (short driving distance stage) caused by sediment adhesion, and the one-dot chain line indicates the state caused by sediment adhesion. The state after the yearly change (the stage where the driving distance is longer). Thus, it can be seen that even in the same product, the intake air quantity characteristic changes over the years due to deposits adhering to the throttle valve 9 and the ISC valve 11 .

因此,在本实施方式中,为了与所述的进气量特性的偏差(个体差异)、由沉积物附着引起的进气量特性的经年变化相对应适当地推定被吸入到燃烧室8中的进气量Ga,并适当地控制向发动机3供给的燃料喷射量TAU,ECU20执行如下的进气量计算处理。Therefore, in the present embodiment, it is properly estimated that the intake air is sucked into the combustion chamber 8 in accordance with the above-mentioned variation (individual difference) in the intake air amount characteristic and the annual change in the intake air amount characteristic due to deposit adhesion. The ECU 20 executes the intake air amount calculation process as follows to appropriately control the fuel injection amount TAU supplied to the engine 3 .

图11中利用流程图表示用于推定计算进气量Ga的进气量计算程序。在图11的流程图中,步骤100~140的处理内容与图2的流程图的步骤100~140的处理内容相同。在图11的流程图中,新增加步骤111、121~123、160的处理。图12中利用图表表示ISC流量特性。ECU20每隔预定期间周期性地执行图11所示的例程。FIG. 11 shows an intake air amount calculation routine for estimating and calculating the intake air amount Ga in a flowchart. In the flowchart of FIG. 11 , the processing contents of steps 100 to 140 are the same as the processing contents of steps 100 to 140 of the flowchart of FIG. 2 . In the flowchart of FIG. 11, the processing of steps 111, 121 to 123, and 160 are newly added. FIG. 12 shows the ISC flow rate characteristics in a graph. The ECU 20 periodically executes the routine shown in FIG. 11 every predetermined period.

处理转换到该例程时,在执行了步骤100、110的处理之后,在步骤111中,ECU20读取ISC流量学习基准值A1(参照图12)。该ISC流量学习基准值A1是在另行执行的ISC控制中使用的值,是指相对于ISC学习值的基准值的ISC流量的基准值的意思。When the process shifts to this routine, after the processes of steps 100 and 110 are executed, in step 111, the ECU 20 reads the ISC flow rate learning reference value A1 (see FIG. 12 ). This ISC flow rate learning reference value A1 is a value used in the ISC control performed separately, and means the reference value of the ISC flow rate with respect to the reference value of the ISC learning value.

接着,在步骤120中,ECU20通过参照图12所示的ISC流量特性,求出相对于当前的ISC控制量y1的ISC流量Y1。Next, in step 120 , the ECU 20 obtains the ISC flow rate Y1 relative to the current ISC control amount y1 by referring to the ISC flow rate characteristic shown in FIG. 12 .

接着,在步骤121中,ECU20通过参照图12所示的ISC流量特性,求出相对于本次已经得到的ISC学习值x1(ISC控制量)的ISC流量学习值X1(ISC流量)。在此,ISC学习值x1的意思是指在对ISC阀11进行反馈控制以使得节气门阀9全闭时发动机转速NE成为预定的怠速转速时得到的ISC控制量。ECU20在发动机3怠速运转时进行ISC控制。Next, in step 121 , ECU 20 obtains ISC flow learning value X1 (ISC flow rate) relative to ISC learning value x1 (ISC control amount) obtained this time by referring to the ISC flow rate characteristic shown in FIG. 12 . Here, the ISC learning value x1 means an ISC control amount obtained when the ISC valve 11 is feedback-controlled so that the engine speed NE becomes a predetermined idle speed when the throttle valve 9 is fully closed. The ECU 20 performs ISC control when the engine 3 is idling.

接着,在步骤122中,ECU20计算ISC流量学习校正值B1。ECU20能够根据如下的计算式(4)求出ISC流量学习校正值B1。Next, in step 122, ECU 20 calculates ISC flow rate learning correction value B1. The ECU 20 can obtain the ISC flow rate learning correction value B1 according to the following calculation formula (4).

B1←X1+A1-X1…(4)B1←X1+A1-X1...(4)

接着,在步骤123中,ECU20计算出校正后ISC流量C1。该校正后ISC流量C1的意思是指反映旁路通路10和ISC阀11的个体差异、由沉积物附着引起的经年变化而被校正的ISC流量。ECU20能够根据如下的计算式(5)求出校正后ISC流量C1。Next, in step 123, the ECU 20 calculates the corrected ISC flow rate C1. The corrected ISC flow rate C1 means the ISC flow rate corrected to reflect the individual differences in the bypass passage 10 and the ISC valve 11 and the annual variation due to deposit adhesion. The ECU 20 can obtain the corrected ISC flow rate C1 from the following calculation formula (5).

C1←Y1-X1+B1…(5)C1←Y1-X1+B1...(5)

即,在该计算式(5)中,通过对当前的ISC流量Y1加上ISC流量学习校正值B1(=ISC流量学习基准值)和ISC流量学习值X1之差(ISC流量学习值变化量),求出校正后ISC流量C1。这样,通过根据反映经年变化等的ISC流量学习值X1和ISC流量学习校正值B1校正当前的ISC流量Y1,求出校正后ISC流量C1。That is, in the calculation formula (5), by adding the difference between the ISC flow rate learning correction value B1 (=ISC flow rate learning reference value) and the ISC flow rate learning value X1 (the ISC flow rate learning value change amount) to the current ISC flow rate Y1 , get the corrected ISC flow rate C1. In this way, the corrected ISC flow rate C1 is obtained by correcting the current ISC flow rate Y1 based on the learned ISC flow rate value X1 and the learned correction value B1 of the ISC flow rate reflecting changes over time.

之后,在执行了步骤130、140的处理之后,在步骤160中,ECU20计算出进气量Ga之后将处理返回步骤100。ECU20能够根据如下的计算式(6)求出进气量Ga。Thereafter, after executing the processes of steps 130 and 140 , in step 160 , ECU 20 calculates the intake air amount Ga, and returns the process to step 100 . The ECU 20 can obtain the intake air amount Ga from the following calculation formula (6).

Ga←GaA+(GaB-GaA)*(C1-ISCmin)/(ISCmax-ISCmin)…(6)Ga←GaA+(GaB-GaA)*(C1-ISCmin)/(ISCmax-ISCmin)...(6)

即,在所述的计算式(6)中,(C1-ISCmin)的意思是指校正后ISC流量C1和ISC流量的最小值ISCmin之差(校正后最小侧ISC流量差)。因而,在计算式(6)中,通过根据校正后最小侧ISC流量差与最大最小ISC流量差之比对第1进气量GaA和第2进气量GaB之间进行插值,推定当前的进气量Ga。而且,如上所述推定的进气量Ga与第1实施方式同样反映于图6所示的燃料喷射量控制程序的执行。That is, in the calculation formula (6), (C1−ISCmin) means the difference between the corrected ISC flow rate C1 and the minimum value ISCmin of the ISC flow rate (corrected minimum side ISC flow rate difference). Therefore, in formula (6), the current progress is estimated by interpolating between the first intake air amount GaA and the second intake air amount GaB according to the ratio of the corrected minimum side ISC flow difference to the maximum and minimum ISC flow difference. Capacity Ga. Furthermore, the intake air amount Ga estimated as described above is reflected in the execution of the fuel injection amount control routine shown in FIG. 6 as in the first embodiment.

采用以上说明的本实施方式的发动机的燃料喷射量控制装置,与第1实施方式不同,通过根据反映经年变化等的当前的ISC流量学习值X1和ISC流量学习校正值B1校正当前的ISC流量Y1,计算出校正后ISC流量C1。而且,通过根据校正后ISC流量C1与ISC流量的最大值ISCmax以及最小值ISCmin之间的关系对第1进气量GaA和第2进气量GaB之间进行插值,推定当前的进气量Ga。由此,推定已反映在包含节气门阀9和ISC阀11的进气系统中由沉积物附着等引起的经年变化等的进气量Ga。因此,在本实施方式中,除了第1实施方式的作用效果之外,能够推定已反映沉积物附着于包含节气门阀9和ISC阀11的进气系统的附着状态的更准确的进气量Ga,能够根据该推定的进气量Ga更适当地控制燃料喷射量TAU。According to the fuel injection amount control device for the engine of the present embodiment described above, unlike the first embodiment, the current ISC flow rate is corrected based on the current ISC flow rate learning value X1 and the ISC flow rate learning correction value B1 reflecting changes over time. Y1, calculate the corrected ISC flow rate C1. Furthermore, the current intake air amount Ga is estimated by interpolating between the first intake air amount GaA and the second intake air amount GaB based on the relationship between the corrected ISC flow rate C1 and the maximum value ISCmax and the minimum value ISCmin of the ISC flow rate. . Thereby, the intake air amount Ga that has reflected the secular variation or the like caused by deposit adhesion or the like in the intake system including the throttle valve 9 and the ISC valve 11 is estimated. Therefore, in the present embodiment, in addition to the effect of the first embodiment, it is possible to estimate a more accurate intake air amount Ga reflecting the state of deposition of deposits on the intake system including the throttle valve 9 and the ISC valve 11. , the fuel injection amount TAU can be more appropriately controlled based on the estimated intake air amount Ga.

图13中表示与本实施方式的燃料喷射量控制相关的效果。图13中利用图表表示发动机运转时空燃比学习值相对于学习区域(发动机转速NE)而发生的变化。在此,空燃比学习值的意思是指用于使实际的空燃比接近目标的空燃比的、相对于基本燃料喷射量bTAU的增减量值。因而,是指空燃比学习值越接近“0”则进气量Ga越适合标准值的意思。在图13中,实线表示本实施方式,虚线表示以往例。如图13所示,在本实施方式中,可知:在整个学习区域中,空燃比学习值收在“约±0.05”左右的范围内,进气量Ga适合标准的值。相对于此,在以往例中,可知:随着学习区域从怠速向高速推移,空燃比学习值从“约-0.5”朝向“约-0.03”而在浓(rich)侧增大,进气量Ga自标准的值游离,而不适合标准的值。根据与该以往例的比较,能够确认本实施方式的燃料喷射量控制的优越性。FIG. 13 shows the effects related to the fuel injection amount control of the present embodiment. FIG. 13 graphically shows changes in the air-fuel ratio learning value with respect to the learning region (engine speed NE) during engine operation. Here, the air-fuel ratio learning value means an increase/decrease value with respect to the basic fuel injection amount bTAU for bringing the actual air-fuel ratio closer to the target air-fuel ratio. Therefore, it means that the closer the learned air-fuel ratio value is to "0", the more suitable the intake air amount Ga is to the standard value. In FIG. 13 , the solid line indicates the present embodiment, and the broken line indicates the conventional example. As shown in FIG. 13 , in the present embodiment, it can be seen that the air-fuel ratio learning value falls within the range of "about ±0.05" in the entire learning region, and the intake air amount Ga fits the standard value. On the other hand, in the conventional example, it can be seen that as the learning region shifts from idling to high speed, the air-fuel ratio learning value increases from "approximately -0.5" to "approximately -0.03" on the rich side, and the intake air amount Ga is released from the standard value and does not fit the standard value. The superiority of the fuel injection amount control of this embodiment can be confirmed from the comparison with this conventional example.

<第3实施方式><Third Embodiment>

接着,参照附图详细说明将本发明的发动机的燃料喷射量控制装置具体化了的第3实施方式Next, a third embodiment embodying a fuel injection amount control device for an engine according to the present invention will be described in detail with reference to the drawings.

在该实施方式中,在用于推定计算进气量Ga的进气量计算程序的内容这一点上结构的一部分与第2实施方式有所不同。图14利用流程图表示该实施方式的进气量计算程序。在图14的流程图中,除步骤125、126以外的处理内容与图11的流程图的处理内容相同。In this embodiment, a part of the configuration differs from the second embodiment in terms of the content of the intake air amount calculation program for estimating and calculating the intake air amount Ga. FIG. 14 shows a flow chart of an intake air amount calculation routine in this embodiment. In the flowchart of FIG. 14 , the processing contents other than steps 125 and 126 are the same as those of the flowchart of FIG. 11 .

处理转换到该例程时,在执行了步骤100、110、111、120、121的处理之后,在步骤125中,ECU20根据ISC流量学习值X1计算出ISC学习校正值X2。此处,ECU20通过参照图15所示的校正映射求出相对于ISC流量学习值X1的ISC学习校正值X2。在图15的映射中,设定为ISC流量学习值X1越增加ISC学习校正值X2越增加,并且,在其中的一部分,设定有即使ISC流量学习值X1增加ISC学习校正值X2也为恒定值的不灵敏区NZ。在该不灵敏区NZ中,在ISC流量学习值X1处于包含作为预订的基准值的ISC流量学习基准值A1的预定的范围内时,ISC学习校正值X2为ISC流量学习基准值A1而成为恒定的。在该不灵敏区NZ中,以节气门阀9和ISC阀11各自中的流量偏差为基准,ISC学习校正值X2被设定为能替换成进气量Ga的变化的合适值。When the process shifts to this routine, after executing the processes of steps 100, 110, 111, 120, and 121, in step 125, the ECU 20 calculates the ISC learning correction value X2 from the ISC flow rate learning value X1. Here, the ECU 20 obtains the ISC learning correction value X2 for the ISC flow rate learning value X1 by referring to the correction map shown in FIG. 15 . In the map of FIG. 15 , it is set so that the ISC learning correction value X2 increases as the ISC flow learning value X1 increases, and in a part of it, even if the ISC flow learning value X1 increases, the ISC learning correction value X2 is set to be constant. Value of dead zone NZ. In this dead zone NZ, when the ISC flow rate learning value X1 is within a predetermined range including the ISC flow rate learning reference value A1 as a predetermined reference value, the ISC learning correction value X2 is constant at the ISC flow rate learning reference value A1. of. In this dead zone NZ, the ISC learning correction value X2 is set to an appropriate value that can be replaced by a change in the intake air amount Ga with reference to the flow rate deviation in each of the throttle valve 9 and the ISC valve 11 .

记者,在步骤126中,ECU20计算出校正后ISC流量C1。ECU20能够根据以下计算式(7)求出校正后ISC流量C1。Reporter, in step 126, the ECU 20 calculates the corrected ISC flow rate C1. The ECU 20 can obtain the corrected ISC flow rate C1 from the following calculation formula (7).

C1←Y1-X2+A1…(7)C1←Y1-X2+A1...(7)

即,在该计算式(7)中,对当前的ISC流量Y1加上ISC流量学习基准值A1和ISC学习校正值X2之差,由此,能够求出校正后ISC流量C1。此处,在ISC流量学习值X1成为图15的不敏感区NZ的范围内的值的情况下,ISC学习校正值X2被设定为ISC流量学习基准值A1,即ISC流量学习值X1被校正为ISC流量学习基准值A1,因此,校正后ISC流量C1成为当前的ISC流量Y1。That is, in the calculation formula (7), the corrected ISC flow rate C1 can be obtained by adding the difference between the ISC flow rate learning reference value A1 and the ISC learning correction value X2 to the current ISC flow rate Y1 . Here, when the ISC flow rate learning value X1 is a value within the range of the insensitive zone NZ in FIG. 15, the ISC learning correction value X2 is set as the ISC flow rate learning reference value A1, that is, the ISC flow rate learning value X1 is corrected The reference value A1 is learned for the ISC flow. Therefore, the corrected ISC flow C1 becomes the current ISC flow Y1.

之后,ECU20在执行步骤130、140、160的处理之后,将处理返回步骤100。Thereafter, ECU 20 returns the process to step 100 after executing the processes of steps 130 , 140 , and 160 .

在上述控制中,除了第2实施方式的控制内容之外,在求得的ISC流量学习值X1成为包含预定的ISC流量学习基准值A1的预定的不敏感区NZ的范围内的值的情况下,ECU20将ISC流量学习值X1校正为ISC流量学习基准值A1。此处,设想在沉积物附着于旁路通路10、ISC阀11而ISC流量学习值X1增加之前的状态(发动机系统为新货的状态),推定进气量Ga。即,即使ISC流量学习值X1在包含ISC流量学习基准值A1的不敏感区NZ的范围内出现偏差,也能将ISC学习校正值X2设定为作为恒定值的ISC流量学习基准值A1,即,将ISC流量学习值X1校正为ISC流量学习基准值A1。由此,只在沉积物实际附着于旁路通路10、ISC阀11时,相对于ISC流量学习值X1的ISC学习校正值X2才变化,并利用该ISC学习校正值X2校正ISC流量学习值X1。In the above control, in addition to the control content of the second embodiment, when the obtained ISC flow rate learning value X1 is a value within the range of the predetermined insensitive zone NZ including the predetermined ISC flow rate learning reference value A1 , the ECU 20 corrects the ISC flow rate learning value X1 to the ISC flow rate learning reference value A1. Here, the intake air amount Ga is estimated assuming a state before deposits adhere to the bypass passage 10 and the ISC valve 11 and the ISC flow rate learning value X1 increases (the engine system is new). That is, even if the ISC flow rate learning value X1 deviates within the range of the insensitive zone NZ including the ISC flow rate learning reference value A1, the ISC learning correction value X2 can be set to the ISC flow rate learning reference value A1 as a constant value, that is, , and correct the ISC flow learning value X1 to the ISC flow learning reference value A1. Therefore, only when deposits actually adhere to the bypass passage 10 and the ISC valve 11, the ISC learning correction value X2 relative to the ISC flow learning value X1 changes, and the ISC learning correction value X2 is used to correct the ISC flow learning value X1 .

采用以上说明的本实施方式的发动机的燃料喷射量控制装置,即使求得的ISC流量学习值X1在包含预定的ISC流量学习基准值A1的预定的不敏感区NZ的范围内出现偏差,也能将ISC流量学习值X1校正为作为恒定值的ISC流量学习基准值A1,因此,能消除ISC流量学习值X1的偏差、微小的变动等。因此,在本实施方式中,除了第2实施方式的作用效果之外,在发动机系统为新货的状态下,能够稳定地推定进气量Ga,能够基于该进气量Ga更高精度地控制燃料喷射量TAU。According to the fuel injection amount control device for the engine of the present embodiment described above, even if the obtained ISC flow rate learning value X1 deviates within the range of the predetermined insensitive zone NZ including the predetermined ISC flow rate learning reference value A1, it can Since the ISC flow rate learning value X1 is corrected to the ISC flow rate learning reference value A1 which is a constant value, it is possible to eliminate variations, minute fluctuations, and the like in the ISC flow rate learning value X1. Therefore, in this embodiment, in addition to the effects of the second embodiment, the intake air amount Ga can be stably estimated when the engine system is new, and the intake air amount Ga can be controlled more accurately based on the intake air amount Ga. Fuel injection amount TAU.

另外,本发明并不限定于所述各实施方式,也可以在不脱离发明主旨的范围内适当地变更结构的一部分进行实施。In addition, this invention is not limited to each said embodiment, In the range which does not deviate from the summary of invention, a part of structure can be changed suitably and implemented.

(1)在所述各实施方式中,将本发明的燃料喷射量控制具体化为搭载在两轮车辆上的发动机3,但并不限定于此,也可以具体化为搭载在四轮车辆上的发动机。(1) In each of the above-mentioned embodiments, the fuel injection amount control of the present invention is implemented as the engine 3 mounted on a two-wheeled vehicle, but it is not limited thereto, and may be implemented as an engine 3 mounted on a four-wheeled vehicle. engine.

(2)在所述各实施方式中,使用了具有图3、图12所示的ISC流量特性的ISC阀11,但并不限定于图3、图12所示那样的ISC流量特性。(2) In each of the above-described embodiments, the ISC valve 11 having the ISC flow rate characteristics shown in FIGS. 3 and 12 is used, but it is not limited to the ISC flow rate characteristics shown in FIGS. 3 and 12 .

产业上的可利用性Industrial availability

本发明也可以应用于具备包含节气门阀和ISC阀的进气系统且采用α-N方式的发动机系统。The present invention can also be applied to an engine system using an α-N system having an intake system including a throttle valve and an ISC valve.

附图标记说明Explanation of reference signs

3、发动机;4、喷射器(燃料喷射部件);6、进气通路;8、燃烧室;9、节气门阀;10、旁路通路;11、ISC阀;20、ECU(控制部件);23、转速传感器(转速检测部件);25、节气门传感器(开度检测部件);NE、发动机转速;TA、节气门开度;Ga、进气量;GaA、第1进气量;GaB、第2进气量;ISCmin、ISC流量的最小值;ISCmax、ISC流量的最大值;Y1、当前的ISC流量;X1、ISC流量学习值;C1、校正后ISC流量;TAU、燃料喷射量;A1、ISC流量学习基准值(预定的基准值);NZ、不敏感区(预定的范围)。3. Engine; 4. Injector (fuel injection component); 6. Intake passage; 8. Combustion chamber; 9. Throttle valve; 10. Bypass passage; 11. ISC valve; 20. ECU (control component); 23 , speed sensor (speed detection part); 25, throttle sensor (opening detection part); NE, engine speed; TA, throttle opening; Ga, intake air volume; GaA, the first intake air volume; GaB, the first intake air volume 2Intake air volume; ISCmin, minimum value of ISC flow; ISCmax, maximum value of ISC flow; Y1, current ISC flow; X1, learning value of ISC flow; C1, corrected ISC flow; TAU, fuel injection amount; A1, ISC flow learning reference value (predetermined reference value); NZ, insensitive zone (predetermined range).

Claims (3)

1.一种发动机的燃料喷射量控制装置,其包括:1. A fuel injection quantity control device for an engine, comprising: 进气通路,其用于向发动机的燃烧室导入进气;an intake passage for introducing intake air into the combustion chamber of the engine; 节气门阀,其用于调节所述进气通路中的进气流;a throttle valve for regulating intake air flow in said intake passage; 旁路通路,其以绕过所述节气门阀的方式设置在所述进气通路上;a bypass passage provided on the intake passage bypassing the throttle valve; ISC阀,其用于调节所述旁路通路中的进气流;an ISC valve for regulating intake air flow in the bypass passage; 燃料喷射部件,其用于向所述发动机喷射供给燃料;a fuel injection component for injecting fuel into said engine; 开度检测部件,其用于检测所述节气门阀的开度;an opening detection component, which is used to detect the opening of the throttle valve; 转速检测部件,其用于检测所述发动机的转速;以及a rotation speed detection part for detecting the rotation speed of the engine; and 控制部件,其根据检测出的所述节气门阀的开度和检测出的所述发动机的转速推定被导入到所述燃烧室中的进气量,根据该推定的进气量计算燃料喷射量,根据该计算出的燃料喷射量控制所述燃料喷射部件,该发动机的燃料喷射量控制装置的特征在于,a control unit that estimates an amount of intake air introduced into the combustion chamber based on the detected opening of the throttle valve and the detected rotational speed of the engine, and calculates a fuel injection amount based on the estimated intake air amount, The fuel injection member is controlled based on the calculated fuel injection amount, and the fuel injection amount control device of the engine is characterized in that, 所述控制部件具备:The control unit has: ISC流量特性数据,其预先设定了所述节气门阀成为全闭时在所述旁路通路中流动的ISC流量与所述ISC阀的开度之间的关系;ISC flow rate characteristic data which presets a relationship between an ISC flow rate flowing in the bypass passage when the throttle valve becomes fully closed and an opening degree of the ISC valve; 所述ISC流量的最大值和最小值,其是预先设定好的;The maximum and minimum values of the ISC flow rate are preset; 第1进气量映射,其预先设定了所述ISC流量成为所述最小值时的、被导入到所述燃烧室中的第1进气量与所述节气门阀的开度以及所述发动机的转速之间的关系;以及The first intake air amount map presets the first intake air amount introduced into the combustion chamber, the opening degree of the throttle valve, and the engine The relationship between the rotational speeds of ; and 第2进气量映射,其预先设定了所述ISC流量成为所述最大值时的、被导入到所述燃烧室中的第2进气量与所述节气门阀的开度以及所述发动机的转速之间的关系,The second intake air amount map presets the second intake air amount introduced into the combustion chamber, the opening degree of the throttle valve, and the engine The relationship between the rotational speed, 所述控制部件在所述发动机运转时进行以下操作:The control unit performs the following operations when the engine is running: 参照所述ISC流量特性数据,由此求出相对于当前的ISC阀的开度的当前的ISC流量,Referring to the ISC flow rate characteristic data, the current ISC flow rate relative to the current opening of the ISC valve is obtained, 参照所述第1进气量映射,由此求出所述ISC流量成为所述最小值时的、与所述节气门阀的开度以及所述发动机的转速相对应的所述第1进气量,The first intake air amount corresponding to the opening degree of the throttle valve and the rotational speed of the engine when the ISC flow rate becomes the minimum value is obtained by referring to the first intake air amount map. , 参照所述第2进气量映射,由此求出所述ISC流量成为所述最大值时的、与所述节气门阀的开度以及所述发动机的转速相对应的所述第2进气量,Referring to the second intake air amount map, the second intake air amount corresponding to the opening degree of the throttle valve and the rotational speed of the engine is obtained when the ISC flow rate becomes the maximum value. , 根据所述当前的ISC流量与所述ISC流量的所述最大值以及所述最小值之间的关系对所述第1进气量和所述第2进气量之间进行插值,由此推定当前的进气量。Interpolation is performed between the first intake air amount and the second intake air amount based on the relationship between the current ISC flow rate and the maximum value and the minimum value of the ISC flow rate, thereby estimating The current air intake. 2.根据权利要求1所述的发动机的燃料喷射量控制装置,其特征在于,2. The fuel injection amount control device for an engine according to claim 1, wherein: 所述控制部件进行以下操作:The control unit performs the following operations: 在发动机怠速运转时,为了将所述发动机的转速调节为预定的怠速转速而对所述ISC阀进行反馈控制,并且学习当前的对所述ISC阀的ISC控制量作为ISC学习值,When the engine is idling, feedback control is performed on the ISC valve in order to adjust the speed of the engine to a predetermined idle speed, and the current ISC control amount for the ISC valve is learned as an ISC learning value, 在所述发动机运转时,参照所述ISC流量特性数据,由此求出与当前的ISC学习值相对应的ISC流量学习值,When the engine is running, the ISC flow rate characteristic data is referred to to obtain an ISC flow rate learning value corresponding to the current ISC learning value, 根据所述当前的ISC流量学习值校正所述当前的ISC流量,由此计算出校正后ISC流量,Correcting the current ISC flow according to the current ISC flow learning value, thereby calculating the corrected ISC flow, 根据所述校正后ISC流量与所述ISC流量的所述最大值以及所述最小值之间的关系对所述第1进气量和所述第2进气量之间进行插值,由此推定当前的进气量。Interpolation between the first intake air amount and the second intake air amount is performed based on the relationship between the corrected ISC flow rate and the maximum value and the minimum value of the ISC flow rate, thereby estimating The current air intake. 3.根据权利要求2所述的发动机的燃料喷射量控制装置,其特征在于,3. The fuel injection amount control device for an engine according to claim 2, wherein: 所述控制部件进行以下操作:The control unit performs the following operations: 在求得的所述ISC流量学习值成为包含预定的基准值的预定的范围内的值的情况下,将所述ISC流量学习值校正为所述预定的基准值。When the obtained ISC flow rate learning value is a value within a predetermined range including a predetermined reference value, the ISC flow rate learning value is corrected to the predetermined reference value.
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