CN1757894A - The fuel injection control of motor - Google Patents

Abstract

In explosive motor (1), air is sent to the cylinder (5) from gas-entered passageway (30) by suction valve (15).By making engine controller (31) consider that predetermined response to postpones (T2), operates inlet flap (23) according to accelerator opening (APO), the air quantity that will be sent in the cylinder (5) is controlled to be the target air inflow.Engine controller (31) calculates the predicted value (Qc1) of air inflow based on accelerator opening (APO), and control fuel injector (21) predetermined regularly with the corresponding target fuel injection amount of predicted value (Qc1) (Ti) burner oil therewith.The validity of the air-fuel ratio control of carrying out when explosive motor (1) quickens or slow down like this, is improved.

Description

The fuel injection control of motor

Technical field

The present invention relates to the fuel injection control of explosive motor under transition state.

Background technique

In explosive motor, for example, time of occurrence lags behind between the moment of the actual increase of air quantity in quickening operation and suction engine cylinder.When motor normally move and with the corresponding amount of target fuel injection amount when the fuel injector burner oil, air-fuel mixture in the motor has reached stoichiometric air-fuel ratio, and described target fuel injection amount is to calculate according to the detected inlet stream speed of airometer and the target gas-fuel ratio that are provided at the intake-air throttle valve upstream side.Yet during the transition operation cycle such as the motor that quickens and slow down, because the delay of the change of air inflow, the air-fuel mixture in the cylinder temporarily departs from mutually with stoichiometric air-fuel ratio.

The JP01-305144A that Japan Patent office announced in 1989 has proposed a kind of fuel injection amount computational methods, it is used to guarantee: even during the transition operation cycle of the explosive motor that is used for vehicle, the air-fuel mixture that is provided to cylinder also mates with target gas-fuel ratio.More specifically, according to calculating the air inflow in every combusted cylinder cycle by the detected detection flow velocity of airometer, and, recently calculate and the corresponding target fuel injection amount of the air inflow of cylinder according to this air inflow and stoichiometric air-fuel.In addition, in this prior art, at the timing application target fuel injection amount more leading 10 milliseconds than closing of suction valve.

Summary of the invention

When the flow velocity that detects according to airometer calculates the air inflow of every burning cycle of cylinder, realize postponing to handle.In other words, in the actual air inflow of calculating cylinder before sending into cylinder with air.Like this, might before closing suction valve, use fuel injection amount based on result of calculation.

About the accelerated service of explosive motor,, then the fuel injection amount that calculates can be reflected in the natural fuel injection if begin leading 10 milliseconds fuel injection amount application regularly early than the fuel injection timing of reality from closing suction valve.Yet if begin leading 10 milliseconds fuel injection amount and use and regularly be later than this injection timing from closing suction valve, the fuel injection amount that calculates during the burning cycle before the priority of use is carried out fuel and is sprayed.Under latter event, when explosive motor quickened, the actual air-fuel ratio of the air-fuel mixture in the cylinder was displaced to poor side inevitably.

Be head it off, the application of the fuel injection quantity value that calculates regularly can be shifted to an earlier date significantly.Yet this operates in advance is as the correction of calculating the delay processing of carrying out during the air inflow in the cylinder at the flow velocity that detects according to airometer is carried out.Therefore, only can in postponing the scope of handling, will use timing advance.Briefly, can not airometer detect air velocity increase before the computing fuel emitted dose.Thus, the operation of the application timing advance of the fuel injection quantity value that calculates is limited in very narrow scope, and, also limited the effect of the precision of relevant air-fuel ratio control.

Therefore, one object of the present invention is: the precision of further improving the air-fuel ratio control of explosive motor during the transition operation cycle.

In order to realize above purpose, the invention provides a kind of fuel injection control apparatus that is used for this explosive motor, this explosive motor comprises: cylinder; Gas-entered passageway is sent air into cylinder by it; The air inflow controlling mechanism, it adjusts the air inflow of cylinder according to accelerator opening; And fuel injector, it provides the air that enters that has with the corresponding fuel quantity of air inflow, exists predetermined response to postpone between wherein regulating at accelerator opening with by the air inflow that the air inflow controlling mechanism is carried out.

This fuel injection control apparatus comprises: programmable controller, and it is programmed to: calculating according to accelerator opening will be by the predicted value of air inflow controlling mechanism air inflow that realize, cylinder; According to this predictor calculation target fuel injection amount; And control fuel injector at predetermined injection timing with the target fuel injection amount burner oil.

The present invention also provides a kind of fuel injection control device that is used for top explosive motor.This method comprises: calculating according to accelerator opening will be by the predicted value of air inflow controlling mechanism air inflow that realize, cylinder; According to this predictor calculation target fuel injection amount; And control fuel injector at predetermined injection timing with the target fuel injection amount burner oil.

Details of the present invention and further feature and advantage are set forth in the remaining part of specification, and are illustrated by drawings.

Description of drawings

Fig. 1 is the schematic representation of having used according to the explosive motor of fuel injection control of the present invention.

Fig. 2 A-2C is diagram according to the sequential chart of the notion of the fuel injection control in the motor accelerating period of the present invention.

Fig. 3 is diagram according to first embodiment of the invention, is used for the skeleton diagram of function of the engine controller of computing fuel emitted dose Ti.

Fig. 4 is similar to Fig. 3, but shows the second embodiment of the present invention.

Fig. 5 be diagram according to the first embodiment of the invention and second embodiment, be used to calculate the skeleton diagram with the function of the engine controller of accelerator opening corresponding manifold part air quantity and cylinder air inflow.

Fig. 6 A-6E be diagram by carry out according to the first embodiment of the invention and second embodiment's engine controller, be used to calculate sequential chart in the calculating content of the fuel injection amount in motor accelerating period.

Fig. 7 is that diagram is stored in the figure according to the map feature of the throttle opening area conversion value AAPO of the accelerator pedal rolling reduction in the first embodiment of the invention and second embodiment's the engine controller.

Fig. 8 is that diagram is stored in the figure according to the map feature of the throttle opening area A TVO in the first embodiment of the invention and second embodiment's the engine controller.

Fig. 9 is that diagram is stored in the figure according to the map feature of the pressure ratio PRA of the correction in the first embodiment of the invention and second embodiment's the engine controller.

Figure 10 is that diagram is stored in the figure according to the map feature of the pressure ratio PR of the correction in the first embodiment of the invention and second embodiment's the engine controller.

Figure 11 A-11D be diagram by carry out according to the engine controller of third embodiment of the invention, be used to calculate sequential chart in the calculating content of the fuel injection amount in motor accelerating period.

Figure 12 is the figure that is illustrated in the lift characteristics of suction valve in the explosive motor that comprises valve timing controlled mechanism and outlet valve.

Figure 13 be diagram according to fourth embodiment of the invention, be used to calculate the skeleton diagram with the function of the controller of accelerator opening corresponding manifold part air quantity and cylinder air inflow.

Figure 14 be diagram according to fourth embodiment of the invention, be used to calculate the skeleton diagram of function of the engine controller of cylinder volume Vc.

Embodiment

With reference to the Fig. 1 in the accompanying drawing, at the explosive motor 1 that is used for vehicle, will temporarily be stored in the inlet collector 2, and subsequently, air flows into each cylinder 5 from intake manifold 3 by suction port 4 by inlet flap 23 leaked-in airs of gas-entered passageway 30.The air inflow of each cylinder 5 depends on the aperture of inlet flap 23.Drive inlet flap 23 by the damper motor 24 that combines with output signal and operate from engine controller 31.The fuel injector 21 that in suction port 4, provides with the corresponding amount of pulse width of the pulse signal of engine controller 31 output and with the regularly corresponding timing of output of this pulse signal, inject fuel into entering in the air in each suction port 4.Inlet flap 23 is corresponding with the air inflow controlling mechanism in the claim.

The fuel injection amount of fuel injector 21 is set by engine controller 31.

The fuel that is ejected in the suction port 4 mixes mutually with air, to generate air-fuel mixture.When suction valve 15 is opened, air-fuel mixture is sent to the cylinder 5 from suction port 4, and, when suction valve 15 cuts out, air-fuel mixture is sealed in the cylinder 5.The air-fuel mixture that is sealed in the cylinder 5 is compressed when piston 6 rises, and burning when spark plug 14 igniting.Pressure by combustion gas presses down piston 6, and thus, makes piston 6 carry out to-and-fro motion, and it rotates the bent axle 7 that is connected to piston 6.After depressing piston 6, by piston 6 combustion gas are discharged in the exhaust passage 8 as waste gas, when outlet valve 16 was opened, piston 6 rose once more.

Waste gas in the exhaust passage 8 is cleaned by three-way catalyst 9 and 10, and is discharged in the atmosphere subsequently.When the air-fuel ratio at the air-fuel mixture of cylinder 5 internal combustion is in stoichiometric air-fuel ratio is in the close limit at center the time, and three-way catalyst can be simultaneously and eliminated hydrocarbon (HC), carbon monoxide (CO) and the nitrogen oxides (NOx) that is included in the waste gas effectively.

For this purpose, engine controller 31 is determined the basic emitted dose of fuel injector 21 according to the operating condition of motor 1, and, based on by the oxygen sensor 35 of the upstream side that is provided at three-way catalyst 9 from the oxygen concentration of waste gas and air-fuel ratio detected, the air-fuel mixture of burning cylinder 5, and the air-fuel ratio of the air-fuel mixture in the cylinder 5 is feedback controlled to stoichiometric air-fuel ratio.

Engine controller 31 is made up of the microcomputer that comprises central processing unit (CPU), ROM (read-only memory) (ROM), random-access memory (ram) and input/output interface (I/O interface).This controller can be made up of a plurality of microcomputers.

Drive inlet flap 23 by damper motor 24.Import the moment of torsion of the desired motor 1 of driver of vehicle according to the rolling reduction of accelerator pedal 41.Accelerator pedal depression amount sensor 42 detects the accelerator pedal rolling reduction, as accelerator opening APO, and is entered in the engine controller 31.Thus, in having used explosive motor 1 of the present invention, drive inlet flap 23 by damper motor 24 according to signal, rather than mechanical response is operated in accelerator pedal 41 from engine controller 31.

Engine controller 31 is determined the target torque of explosive motor 1 based on accelerator opening APO, and is identified for realizing the target empty tolerance of target torque.Subsequently, in order to obtain target empty tolerance, engine controller 31 is adjusted into the target aperture by damper motor 24 with the aperture of inlet flap 23.At this control period, be adjusted into the corresponding target aperture of accelerator opening APO time of occurrence to throttle opening TVO and lag behind inlet flap 23 from detecting accelerator opening APO.Detect the throttle opening TVO of inlet flap 23 by throttle opening sensor 36.

Also respectively from detect atmospheric atmosphere pressure sensor 43, detect the temperature transducer 44 of the temperature of intake manifold 3, the cylinder of determining the stroke of each cylinder 5 is determined sensor 34, detect airometer 32 and the predetermined rotational positions of detection of engine and the crank angle sensor 33 of engine speed Ne of the induction air flow ratio the gas-entered passageway 30, will detect data and be input in the engine controller 31 as signal.Fuel injection control apparatus is made up of these sensors 32,33,34,35,36,42,43,44 and engine controller 31.

Next, be described in reference to Fig. 2 A-2C in right motor 1 when quickening operation, according to the notion of fuel injection control of the present invention.

Shown in Fig. 2 A, the driver depresses accelerator pedal 41, makes at moment t1, and accelerator opening APO begins to increase to the second aperture APO2 from the first aperture APO1.As above-mentioned, between the change of the throttle opening TVO of the change of accelerator opening APO and inlet flap 23, exist to postpone.Here, at moment t4, throttle opening TVO begins to increase.In addition, although owing to the increase of throttle opening TVO increases the air velocity in the gas-entered passageway 30, but the air that enters is temporarily remained in the trap 2, and be fed to the cylinder 5 from intake manifold 3 subsequently, and therefore, in addition more late moment t5, the air inflow of cylinder 5 begins to increase.The air quantity that is fed in the cylinder 5 will be called as cylinder air inflow Qc.

The objective of the invention is to: by eliminating such as the difference between the change of the change of the air inflow during the transition operation cycle of quickening and fuel injection amount, and improve the air-fuel ratio control accuracy.Thus, in Fig. 2 C, for convenience of description, cylinder air inflow Qc and required fuel injection amount Tpf have been drawn with identical height.In fact, under the situation of stoichiometric air-fuel ratio, air inflow is 14.7 with respect to fuel injection amount 1.In addition, the unit of cylinder air inflow Qc is the gram/cycle, and the unit of required emitted dose Tpf is a millisecond.Thus, cylinder air inflow Qc uses different units with required emitted dose Tpf, still, because the problem here only is to increase timing, so, ignore this unit difference for the ease of expression.As a result, the waveform of cylinder air inflow Qc and required emitted dose Tpf adopts identical shape, and, the described deviation that only exists between the two along time-axis direction.

Particularly, from accelerator opening APO between the operating lag period T 2 of throttle opening TVO the operation that moment t4 begins to change that moment t0 begins to change to inlet flap 23 continues 40 and 50 milliseconds.Basic conception of the present invention is: come the computing fuel emitted dose based on accelerator opening APO rather than by airometer 32 detected flow velocitys, so that can calculate required emitted dose Tpf before throttle opening TVO begins to change.In the following description, operating lag period T 2 is called the period T 2 of losing time.

For this purpose, engine controller 31 uses loses time period T 2 and inserts leading processing shown in Fig. 2 C, till the change stage of the change stage of cylinder air inflow Qc and accelerator opening APO is complementary.The value of following this processing is made as and the corresponding cylinder air inflow of accelerator opening Qca.The period T 2 of will losing time in advance is made as fixed value.Engine controller 31 also uses the period T 1 of losing time, and the delay processing is added to and the corresponding cylinder air inflow of accelerator opening Qca, so that make and accelerator opening corresponding cylinder air inflow Qca and injection timing synchronised, and, obtain required emitted dose Tpf shown by dashed lines in Fig. 2 C thus.

Every curve among Fig. 2 C shows the value that the change according to accelerator opening APO calculates, and does not take into account the opening and closing of air valve 15.In fact, shown in Fig. 2 B, suction valve 15 cuts out at moment t6, and therefore, is actual air inflow in the cylinder 5 at the value Qc1 of the cylinder air inflow Qc of moment t6.The value Tpf1 at the moment t2 place on required emitted dose Tpf curve represents and the corresponding required emitted dose of actual air inflow.Thus, in fact, the value Tpf1 that engine controller 31 calculates at moment t2.

In Fig. 2 A-2C, suppose that the rotational speed N e of explosive motor 1 gets fixed value N0, and injection timing IT is corresponding to than moment t0 moment t2 a little later.To moment t6, suction valve 15 is opened from moment t3, and injection timing IT is made as moment before aspirating stroke.This relation is applicable to all cylinders 5.

Abscissa among Fig. 2 A-2C is a time shaft, and therefore, when engine speed Ne changed, injection timing IT also changed.More specifically, when engine speed Ne drops to fixed value N0 when following, it is more late than the moment t2 among the figure that injection timing IT becomes, and move to the right of figure thus.When engine speed Ne is raised to fixed value N0 when above, it is more Zao than the moment t2 among the figure that injection timing IT becomes, and move to the left side of figure thus.The period T of losing time 1 is associated with this variation of engine speed Ne and changes.In other words, the period T 1 of losing time is the function of engine speed Ne.

Now the function of the engine controller 31 that is used to realize above-mentioned fuel injection control will be described by the skeleton diagram of reference Fig. 3 and 5.

With reference to Fig. 3, for computing fuel emitted dose Ti, engine controller 31 comprises: compensating unit 51, the delay of the output of its complemental air flowmeter and leading; Computing unit 52, the throttle opening area conversion value of its computation accelerator pedal depression; Throttle opening area computing unit 53; Area is than computing unit 54; Pressure ratio computing unit 55 and 56; Computing unit 57 is used to calculate the ratio between two pressure ratios; Computing unit 58 is used for calculating and the corresponding flow velocity of accelerator opening; The partially filled model 59 of manifold; Computing unit 60 is used for calculating and the corresponding cylinder air inflow of accelerator opening; Required injection quantity computation unit 61; Computing unit 62 is used for calculating and the corresponding emitted dose of cylinder air inflow; The computation of Period of losing time unit 63; Fuel injection amount computing unit 64; And cylinder air inflow computing unit 65.Should be noted that each piece among Fig. 3 shows the function of engine controller 31 as dummy unit, and thus, do not have these pieces physically.

When explosive motor 1 running, engine controller 31 uses these computing units 51-65, serve as the fuel injection amount Ti millisecond (ms) that calculates at interval with one millisecond.

The delay of the output of complemental air flowmeter and leading compensating unit 51 realized lead compensations, from the operating lag in the input signal of airometer 32, and is the detected flow velocity Qa of unit calculated gas flow in gram/millisecond (g/ms) with compensation.From JP2003-314347A, can know the application that is used for compensating from the lead compensation of the operating lag of the input signal of airometer 32, and, the method for wherein describing used according to former state.

Be used for the mapping (map) of computing unit 52 by searching the ROM that is stored in engine controller 31 in advance and having the characteristic shown in Fig. 7 of the throttle opening area conversion value of computation accelerator pedal depression, and will be converted to inlet flap aperture area by the accelerator opening APO that accelerator pedal depression amount sensor 42 detects.Resulting value is made as with a square metre (m ²) be the throttle opening area conversion value AAPO of unit.

Throttle opening area computing unit 53 is by searching among the ROM that is stored in engine controller 31 in advance and the mapping with the characteristic shown in Fig. 8, according to the throttle opening TVO of the inlet flap 23 that detects by throttle opening sensor 36, and determine throttle opening area A TVO (m ²).

Area calculates the ratio AAPO/ATVO of throttle opening area conversion value AAPO and throttle opening area A TVO than computing unit 54.

Here, throttle opening area conversion value AAPO is definite virtual area by accelerator opening APO.Throttle opening area A TVO is definite true area by the throttle opening TVO of inlet flap 23.With throttle opening area conversion value AAPO be made as with throttle opening area A TVO with 1: 1 ratio and corresponding.In other words, in Fig. 7 and 8, the maximum value of accelerator opening APO equals the maximum value of throttle opening TVO, and the maximum value of throttle opening area conversion value AAPO equals the maximum value of throttle opening area A TVO.Throttle opening area A TVO when thus, the accelerator area A APO when accelerator pedal 41 is fully depressed equals inlet flap 23 and opened fully.In addition, equal the be opened throttle opening area A TVO of a half of inlet flap 23 at the be depressed throttle opening area conversion value AAPO of a half of accelerator pedal 41.

Shown in Fig. 2 A, when explosive motor 1 quickened or slow down, the beginning of inlet flap aperture TVO increased and begins to increase late and the corresponding amount of time of operating lag inlet flap 23 than accelerator opening APO.

Here, inlet flap aperture area A TVO is considered as the period T 2 of losing time of inlet flap 23 with respect to the operating lag of throttle opening area conversion value AAPO.The one-level that the operating lag of inlet flap 23 can be considered as being applied to the period T 2 of losing time of inlet flap 23 postpones or multilevel delay.When the operating lag with inlet flap 23 is considered as losing time during period T 2 of inlet flap 23, the waveform of inlet flap aperture TVO or inlet flap aperture area A TVO equals the waveform that the waveform level of accelerator opening APO or throttle opening area conversion value AAPO moves right.When the one-level that is regarded as being added to the period T 2 of losing time of inlet flap 23 when the operating lag with inlet flap 23 postponed, the waveform of accelerator opening APO was different from the waveform of the inlet flap aperture TVO shown in Fig. 2 A.Replacedly, the waveform of inlet flap aperture area A TVO is different from the waveform of throttle opening area conversion value AAPO as shown in Figure 6A.

Pressure ratio computing unit 55 is by searching among the ROM that is stored in engine controller 31 in advance and the mapping with the characteristic shown in Fig. 9, according to following that will describe, be that unit is measured and the corresponding mainfold presure Pma of accelerator opening and with Pascal (Pa) by the ratio Pma/Pa between the atmosphere pressure sensor 43 detected barometric pressure Pa (Pa), determine the pressure ratio PRA that proofreaies and correct.Pressure ratio computing unit 56 is by searching among the ROM that is stored in engine controller 31 in advance and the mapping with the characteristic shown in Figure 10, according to the ratio Pm/Pa between following mainfold presure Pm that will describe (Pa) and the barometric pressure Pa (Pa), determine the pressure ratio PR that proofreaies and correct.

Be used to calculate the ratio PRR between the pressure ratio PR of the pressure ratio PRA of computing unit 57 calculation corrections of the ratio between two pressure ratios and correction.

Be used to calculate computing unit 58 utilization area with the corresponding flow velocity of accelerator opening than AAPO/ATVO and pressure ratio PRR, according to following equation (1), the flow velocity Qa that the calibrating gas flowmeter detects, and calculate and the corresponding flow velocity Qaa of accelerator opening (g/ms) thus.

$\mathrm{Qaa}=\mathrm{Qa}\·\frac{\mathrm{AAPO}}{\mathrm{ATVO}}\·\mathrm{PRR}---\left(1\right)$

Consider when explosive motor 1 quickens and the variation of the corresponding flow velocity Qaa of accelerator opening with reference to Fig. 6 A-6E.In Fig. 6 A, the throttle opening area conversion value after throttle opening area conversion value before will speed up and the acceleration is made as AAPO1 and AAPO2 respectively.Mainfold presure after mainfold presure before will speed up and the acceleration is made as the first pressure P m1 and the second pressure P m2 respectively.In addition,, suppose that the pressure ratio PRA of correction equals Pma/Pa, and the ratio PRR between the pressure ratio PR of pressure ratio PRA that supposition is proofreaied and correct and correction equals PRA/PR=Pma/Pm for the ease of calculating.Be provided with based on these, available following equation (2) is replaced equation (1).

$\mathrm{Qaa}=\mathrm{Qa}\·\frac{\mathrm{AAPO}}{\mathrm{ATVO}}\·\frac{\mathrm{Pma}}{\mathrm{Pm}}---\left(2\right)$

Along with the area A APO2 of throttle opening area conversion value after acceleration area A APO1 before increases to acceleration, the area on the right of equation (2) increases from 1.0 gradually than AAPO/ATVO.After the area A APO2 that has arrived after quickening, throttle opening area conversion value is kept steady state value, till inlet flap aperture area A TVO begins to increase.After inlet flap aperture area A TVO began to increase, area reduced gradually than AAPO/ATVO, till inlet flap aperture area A TVO and second throttle opening area conversion value AAPO2 coupling.When inlet flap aperture area A TVO mated with acceleration area A APO2 afterwards, area got back to 1.0 than AAPO/ATVO.

Simultaneously, along with increasing to the second pressure P m2 with the corresponding mainfold presure Pma of accelerator opening from the first pressure P m1, pressure ratio Pma/Pm increases gradually from 1.0.After reaching the second pressure P m2, corresponding mainfold presure Pma keeps steady state value with accelerator opening, till mainfold presure Pm begins to increase.After branch pipe part partial pressure Pm began to increase, pressure ratio Pma/Pm reduced gradually, till branch pipe part partial pressure Pm and second pressure P m2 coupling.When mainfold presure Pm and second pressure P m2 coupling, pressure ratio Pma/Pm gets back to 1.0.

More suitable than AAPO/ATVO with the corresponding flow velocity Qaa of accelerator opening with pressure ratio Pma/Pm with the area that changes in the above described manner.Thereby as shown by the waveform of Fig. 6 C, corresponding flow velocity Qaa begins rapid rising at moment t1 with accelerator opening, to peaking, and is reduced to gradually subsequently with airometer flow velocity Qa and mates.

Thus, get the value that obtains in advance by with airometer flow velocity Qa with the corresponding flow velocity Qaa of accelerator opening, perhaps, more specifically, get the value that obtains by the period T 2 of losing time, till the change stage of the change stage of airometer flow velocity Qa and accelerator opening APO coupling with the leading inlet flap 23 of airometer flow velocity Qa.

Here, as mentioned above, the pressure ratio PRA and the PR that use to proofread and correct, and not working pressure than Pma/Pa and Pm/Pa.Get the small value when being made as the pressure ratio PRA that proofreaies and correct and PR near pressure ratio Pma/Pa and Pm/Pa are in 1.0.The reason of this set is as follows.Near the zones that pressure ratio Pma/Pa and Pm/Pa are in 1.0 are high-load regions of explosive motor 1, and, the air velocity in the high-load region less than in equation (1), calculate with the corresponding flow velocity Qaa of accelerator opening.Thus, by using pressure ratio PRA and the PR near 1.0 corrections that reduce, can make in the high-load region air velocity with the more approaching reality of the corresponding flow velocity Qaa of accelerator opening along with pressure ratio Pma/Pa and Pm/Pa.

The characteristic of the pressure ratio PRA of the correction shown in Fig. 9 is equal to the characteristic of the pressure ratio PR of the correction shown in Figure 10, and these characteristics depend on the flow speed characteristic of inlet flap 23.

With being input in the partially filled model 59 of manifold of calculating in this way with the corresponding flow velocity Qaa of accelerator opening.In the partially filled model 59 of manifold, calculate manifold part air quantity Cma, and, the computing unit 60 that is used to calculate every burning cycle and the corresponding cylinder air inflow of accelerator opening use that manifold part air quantity Cma comes to calculate every burning cycle with the gram/cycle (g/ cycle) as unit with the corresponding cylinder air inflow of accelerator opening Qca.With the whole functions among the corresponding flow velocity Qaa of accelerator opening, manifold part air quantity Cma and every burning cycle and the corresponding cylinder air inflow of the accelerator opening Qca as time t.

The combination that can know the partially filled model 59 of manifold from the JP2001-50091A that announces in calendar year 2001 by Japan Patent office and be used to calculate the computing unit 60 of every burning cycle and the corresponding cylinder air inflow of accelerator opening.Here, as shown in Figure 5, use the computing unit 60 that this prior art constitutes the partially filled model 59 of manifold and is used to calculate every burning cycle and the corresponding cylinder air inflow of accelerator opening.Difference between Fig. 5 and the prior art is, use with the corresponding flow velocity Qaa of accelerator opening and substitute airometer flow velocity Qa, as the input value of the partially filled model 59 of manifold, and the partially filled model 59 of manifold comprises branch pipe part partial pressure computing unit 83 and is used to calculate computing unit 84 with the corresponding branch pipe part partial pressure of accelerator opening.

As the result of these differences, shown in Fig. 2 C, calculate by with the leading value that obtains of the cylinder air inflow Qc of every burning cycle, till the change stage of the cylinder air inflow Qc of every burning cycle mated with the change stage of accelerator opening APO.In other words, calculate the value that obtains by the period T 2 of losing time with the leading inlet flap 23 of cylinder air inflow Qc of every burning cycle.Here, the value that calculates is every burning cycle and the corresponding cylinder air inflow of accelerator opening Qca.As mentioned above, the period T 2 of will losing time in advance is made as steady state value.

Next, describe the partially filled model of manifold 59 with reference to Fig. 5 and be used to calculate the composition of the computing unit 60 of every burning cycle and the corresponding cylinder air inflow of accelerator opening.

The partially filled model 59 of manifold comprises that the branch pipe part branch flows into air flow meter and calculates unit 81 and manifold part air volume balance computing unit 82.The computing unit 60 with the corresponding cylinder air inflow of accelerator opening that is used to calculate every burning cycle comprises: computing unit 85 is used for calculating and the corresponding cylinder air inflow of accelerator opening; Weighted mean processing unit 86; And unit converting unit 87.Each square frame shown in Fig. 5 shows the function of engine controller 31 as dummy unit, and thus, does not have these pieces physically.

By above-mentioned structure, when explosive motor 1 running, the computing unit 60 that the partially filled model 59 of manifold and being used to calculates every burning cycle and the corresponding cylinder air inflow of accelerator opening serves as interval and every burning cycle of double counting and the corresponding cylinder air inflow of accelerator opening Qca (g/ cycle) with one millisecond.

About the aforementioned calculation by engine controller 31 operations, term " manifold part " is the general name of inlet collector 2, intake manifold 3 and suction port 4.Mainfold presure Pm represents the pressure in the manifold part.

The volume of manifold part is made as Vm (m ³), the air quantity in the manifold part is made as Cm (g), and, manifold temperature partly is made as Tm (K).Pressure, volume and the temperature of cylinder 5 are made as Pc (Pa), Vc (m respectively ³) and Tc (K).Suppose the relation of between manifold part and cylinder 5, setting up Pm=Pc and Tm=Tc.

Branch pipe part divide to flow into air flow meter and calculates unit 81 according to following equation (3), by computing cycle Δ t (that is, a millisecond) be multiply by and the corresponding flow velocity Qaa of accelerator opening, and calculates the air quantity Caa (g) that flow in the manifold part.

Caa＝Qaa·Δt (3)

Equation (4) below manifold part air volume balance computing unit 82 uses is by being added to air quantity Caa (g) the preceding value Cm of manifold part air quantity _(n-1), then deduct from the branch pipe part branch flow into the cylinder 5 with the corresponding cylinder air inflow of accelerator opening Cca _(n)(g), calculate manifold part air quantity Cma _(n)(g).

Cma _(n)＝Cm _(n-1)+Caa-Cca _(n) (4)

Equation (4) the right and the corresponding cylinder air inflow of accelerator opening Cca _(n-1)Be by be used to calculate with the computing unit 85 of the corresponding cylinder air inflow of accelerator opening formerly control cycle calculate in (that is previous with it corresponding cycle of computing cycle Δ t) with the corresponding cylinder air inflow of accelerator opening Cca.

Be used to calculate computing unit 85 with the corresponding cylinder air inflow of accelerator opening according to following equation (5), use manifold part air quantity Cma _(n), cylinder 5 volume V c (m ³) and manifold volume V m (m partly ³), calculate and the corresponding cylinder air inflow of accelerator opening Cca _(n)(g).

${\mathrm{Cca}}_{\left(n\right)}=\mathrm{Vc}\·\frac{\mathrm{Cm}{a}_{\left(n\right)}}{\mathrm{Vm}}---\left(5\right)$

Vc and Vm both are fixed values.

Determine equation (5) in the following manner.Equation of state of gas is expressed as PV=CRT.P represents pressure, and V represents volume, and C represents mole (mole) number of gas, and R represents gas constant, and T represents the temperature of gas.This relation can be rewritten as following relation (6).

$C=\·P\frac{V}{R\·T}---\left(6\right)$

By this being applied to cylinder 5, can use following equation (7) to determine molal quantity in the cylinder 5, perhaps in other words, air quantity Cc.

$\mathrm{Cc}=\mathrm{Pc}\·\frac{\mathrm{Vc}}{R\·\mathrm{Tc}}---\left(7\right)$

As mentioned above, the pressure P m of the pressure P c of cylinder 5 and manifold part is regarded as equating, and the temperature T m of the temperature T c of cylinder 5 and manifold part is regarded as equating.Therefore, equation (7) is rewritten as following equation (8).

$\mathrm{Cc}=\mathrm{Pm}\·\frac{\mathrm{Vc}}{R\·\mathrm{Tm}}---\left(8\right)$

Simultaneously, equation of state of gas PV=CRT derived relation P/R * T=C/V, therefore, the relation of the equation (9) below in the manifold part, setting up.

$\frac{\mathrm{Pm}}{R\·\mathrm{Tm}}=\frac{\mathrm{Cm}}{\mathrm{Vm}}---\left(9\right)$

By equation (9) is inserted into equation (8), and obtain following equation (10).

$\mathrm{Cc}=\mathrm{Vc}\·\frac{\mathrm{Pm}}{R\·\mathrm{Tm}}=\mathrm{Vc}\·\frac{\mathrm{Cm}}{\mathrm{Vm}}---\left(10\right)$

If use with the corresponding cylinder air inflow of accelerator opening Cca and replace air quantity Cc in the cylinder 5, then obtain top equation (6).

In next computing cycle, manifold part air volume balance computing unit 82 use by be used to calculate computing unit with the corresponding cylinder air inflow of accelerator opening 85 that calculate, with the corresponding cylinder air inflow of accelerator opening Cca _(n)Thus, be used to calculate the calculated value that computing unit 85 and manifold part air volume balance computing unit 82 with the corresponding cylinder air inflow of accelerator opening use each other, come the calculating of execution cycle property.

86 pairs of weighted mean treated sections and the corresponding cylinder air inflow of accelerator opening Cca _(n)Carry out the weighted mean in the following equation (11), and calculate the weighted mean value Ccak with the corresponding cylinder air inflow of accelerator opening thus _(n)(g).

Ccak _(n)＝Ccak _(n-1)·(1-M)+Cca·M (11)

Wherein, Ccak _(n)=that in current period, calculate and the weighted mean value corresponding cylinder air inflow of accelerator opening,

Ccak _(n-1)=at interim calculating the last week and the weighted mean value corresponding cylinder air inflow of accelerator opening, and

M=weighted mean coefficient (0＜M＜1).

Unit converting unit 87 is used engine speed Ne (rpm), according to following equation (12), will with the weighted mean value Ccak of the corresponding cylinder air inflow of accelerator opening _(n)(g) be converted to every burning cycle (perhaps, in other words, 720 crank angle degree in the four cylinder engine) and the corresponding cylinder air inflow of accelerator opening Qca (g/ cycle).Like this, will with the weighted mean value Ccak of the corresponding cylinder air inflow of accelerator opening _(n)(g) relevant with computing cycle.

$\mathrm{Qca}=\frac{\mathrm{Ccak}}{\left(\frac{120}{\mathrm{Ne}}\right)}---\left(12\right)$

Branch pipe part partial pressure computing unit 83 uses manifold part air quantity Cma according to following equation (13) _(n)(g), the manifold temperature T m (K) partly and the volume V m (m of manifold part that detects by temperature transducer 44 ³), calculate branch pipe part partial pressure Pm (Pa).

$\mathrm{Pm}=\mathrm{Cma}\·R\·\frac{\mathrm{Tm}}{\mathrm{Vm}}---\left(13\right)$

Equation (13) is the modification of equation (9).

Be used to calculate computing unit 84 with the corresponding branch pipe part partial pressure of accelerator opening calculate by 2 that obtain with the period T of losing time of the leading inlet flap 23 of branch pipe part partial pressure Pm, with the corresponding branch pipe part partial pressure of accelerator opening Pma (Pa).

Thus, the partially filled model of manifold 59 and being used to calculate the computing unit 60 every burning cycles of calculating of every burning cycle and the corresponding cylinder air inflow of accelerator opening and the corresponding cylinder air inflow of accelerator opening Qca (g/ cycle), branch pipe part partial pressure Pm (Pa) and with the corresponding branch pipe part partial pressure of accelerator opening Pma (Pa).Yet, should be noted that here that calculate and cylinder air inflow Qca (g/ cycle) the corresponding every burning cycle of accelerator opening as function according to time t, it changes in the mode shown in Fig. 2 C, and is not single numerical value therefore.

Return with reference to Fig. 3, the equation (14) below the computing unit 63 of losing time uses according to the period T 2 of losing time of engine speed Ne (rpm) and inlet flap 23, calculates the period T 1 of losing time.

$\mathrm{<figure-callout\; id="1"\; label="T"\; filenames="A20051010883200351.png,A20051010883200352.png"\; state="\{\{state\}\}">T</figure-callout>}1=T2-\frac{60\&CenterDot;100}{\mathrm{Ne}}\&CenterDot;\frac{\mathrm{<figure-callout\; id="1"\; label="X"\; filenames="A20051010883200351.png,A20051010883200352.png"\; state="\{\{state\}\}">X</figure-callout>}1}{360}---\left(14\right)$

Wherein, the initial crankangle interval of X1=(degree).

In Fig. 2 C and 6C, initial crankangle at interval X1 corresponding to the crankangle of closing suction valve 15 at interval from fuel injection timing IT.On equation (14) the right, second 60 is to be used for coefficient that branch is converted to second, the 1000th, be used for being converted to second the coefficient of millisecond, and 360 are the coefficients that are used for crankangle is converted at interval rotating speed.

When the valve lift amount that pre-determines fuel injection timing IT and suction valve 15 and valve open/timeing closing were constant between the on-stream period of explosive motor 1, for example, initial crankangle X1 was at interval got fixed value 250 degree.

Shown in Fig. 2 C, required injection quantity computation unit 61 is at first based on every burning cycle and the corresponding cylinder air inflow of the accelerator opening Qca (g/ cycle) and the period T 1 of losing time, calculate the moment t2 that likens to given value early lose time period T 1 the moment, every burning cycle with the corresponding cylinder air inflow of accelerator opening Qca (g/ cycle).As mentioned above, every burning cycle and the corresponding cylinder air inflow of the accelerator opening Qca that is provided by computing unit 60 is the function of time t.Required injection quantity computation unit 61 is by being applied to this function with time t=t2-T1, and calculates the special value Qc1 (g/ cycle) of every burning cycle and the corresponding cylinder air inflow of accelerator opening Qca.

Subsequently, required injection quantity computation unit 61 is according to following equation (15), by with Qc1 (g/ cycle) divided by 14.7 of stoichiometric air-fuel ratio, and determine and the corresponding emitted dose Tpf1 of accelerator opening (ms), so that realize stoichiometric air-fuel ratio.Required emitted dose Tpf1 is expressed as fuel injection pulse width.

$\mathrm{<figure-callout\; id="1"\; label="Tpf"\; filenames="A20051010883200351.png,A20051010883200352.png"\; state="\{\{state\}\}">Tpf</figure-callout>}1=\frac{\mathrm{<figure-callout\; id="1"\; label="Qc"\; filenames="A20051010883200351.png,A20051010883200352.png"\; state="\{\{state\}\}">Qc</figure-callout>}1}{14.7}\&CenterDot;K1---\left(15\right)$

Wherein, K1=is used for air quantity is converted to the coefficient (fixed value) of fuel injection pulse width.

Fuel injection amount computing unit 64 uses the required emitted dose Tpf1 (ms) that is calculated by required injection quantity computation unit 61 according to following equation (16), calculates the fuel injection amount Ti (ms) that is used for sequence-injection and sprays synchronously

Ti＝(Tpf1+Kathos)·Tfbya·(α+αm-1)·2+Ts (16)

Wherein, Kathos=transition correction quantity (ms),

Price ratios such as Tfbya=target,

α=air-fuel ratio feedback correcting coefficient,

The learning value of α m=air-fuel ratio feedback correcting coefficient,

Ts=idler Pulse width (ms), and

The required emitted dose of Tpf=(ms).

Equation (16) is the known equation that is used for the computing fuel emitted dose by the feedback compensation of air-fuel ratio.Yet, should be noted that in the prior art, will be inserted into alternative required emitted dose Tpf this equation from closing the leading 10 milliseconds fuel injection amount of suction valve.Transition correction quantity Kathos is used for the value that wall stream (wall flow) is proofreaied and correct purpose.Target equivalent proportion Tfbya is the value corresponding to target gas-fuel ratio.When stoichiometric air-fuel ratio being made as target gas-fuel ratio, target equivalent proportion Tfbya is set as 1.0, when poor air-fuel ratio being made as target gas-fuel ratio, target equivalent proportion Tfbya is set as the value less than 1.0, and when enriched air-fuel ratio being made as target gas-fuel ratio, target equivalent proportion Tfbya is set as the value greater than 1.0.

Engine controller 31 will output to fuel injector 21 with the corresponding fuel injection pulses signal of fuel injection amount Ti (ms) that calculates in this way at injection timing IT.

Cylinder air inflow computing unit 65 calculates the value that obtains by the period T 2 (ms) of losing time with the corresponding cylinder air inflow of accelerator opening Qca retarded admission air door 23 with every burning cycle, as cylinder air inflow Qc (g/ cycle).

Be used for calculating computing unit 62 with the corresponding emitted dose of cylinder air inflow and calculate value by obtaining in the definite period T 2 of losing time of equation (14) with the corresponding emitted dose Tca retarded admission of accelerator opening air door 23, as with the corresponding emitted dose Tp of cylinder air inflow (ms).Tp is expressed as fuel injection pulse width with emitted dose.

The cylinder air inflow Qc that calculates by cylinder air inflow computing unit 65 and be to be used for the fuel injection control purpose during running well and the value that calculates with the corresponding emitted dose Tp of cylinder air inflow by being used to calculate computing unit 62 with the corresponding emitted dose of cylinder air inflow that calculate, and do not use in the fuel injection control during transition operation.

Although not shown in Figure 3, preferably, engine controller 31 is difference mutually between normal operation and transition operation.Thus, engine controller 31 uses cylinder air inflow Qc and comes computing fuel emitted dose Ti (being similar to prior art) with the corresponding emitted dose Tp of cylinder air inflow during running well, and during transition operation, that uses every burning cycle comes computing fuel emitted dose Ti with accelerator opening corresponding cylinder air inflow Qca and required emitted dose Tpf.

As mentioned above, in the present invention, at least during transition operation, determine fuel injection amount based on accelerator opening APO, and thus, the prior art of definite fuel injection amount is compared with the flow velocity that detects based on the airometer with the change of throttle opening TVO homophase, can catch the change of cylinder air inflow in timing more early, thereby allow to be provided with earlier and the corresponding fuel injection amount of the change of cylinder air inflow.As a result, improved the precision of during transition operation, controlling the air-fuel ratio of explosive motor such as acceleration and deceleration.

Incidentally, the period T of being calculated in equation (14) by the computation of Period unit 63 of losing time 1 of losing time descends along with engine speed Ne and reduces.When engine speed Ne dropped to or is lower than particular value, the period T of losing time 1 was got negative value.As mentioned above, the period T of losing time 1 is the cycle of being handled by the delay that engine controller 31 inserts, be used for making with accelerator opening corresponding cylinder air inflow Qca and injection timing IT synchronous, and therefore, logically, the period T 1 of losing time can not be got negative value.Thus, when the period T 1 of losing time was got negative value, perhaps in other words the startup of engine controller 31 retarded admission air doors 23 regularly, postponed the change of the ATVO among Fig. 6 A.

More specifically, when the condition shown in the equation of having set up below equation (10) is derived (17), carry out this processing.

$T2-\frac{60\&CenterDot;100}{\mathrm{Ne}}\&CenterDot;\frac{\mathrm{<figure-callout\; id="1"\; label="X"\; filenames="A20051010883200351.png,A20051010883200352.png"\; state="\{\{state\}\}">X</figure-callout>}1}{360}<0---\left(17\right)$

Further equation (17) is transformed to following equation (18).

$\mathrm{Ne}<\frac{500}{3}\&CenterDot;\frac{X1}{T2}---\left(18\right)$

The startup timing of engine controller 31 retarded admission air doors 23 is till the item on equation (18) left side and the right equates.As a result, lose time period T 2 increases.

Next, with reference to Fig. 4 the second embodiment of the present invention is described.

In this embodiment, the partially filled model 71 of manifold, every burning cycle cylinder air amount computing unit 72 are provided, have been used to calculate computing unit 73 and cylinder air inflow computing unit 74 with the corresponding emitted dose of cylinder air inflow, what substitute first embodiment is used to calculate computing unit 62 and cylinder air inflow computing unit 65 with the corresponding emitted dose of cylinder air inflow.Do not add and revise and use among the JP2001-50091A that mentions in front disclosed known technology to construct the partially filled model 71 of manifold and every burning cycle cylinder air amount computing unit 72.

In first embodiment, calculate and the corresponding emitted dose Tp of cylinder air inflow (ms) according to every burning cycle and the corresponding cylinder air inflow of accelerator opening Qca, but, in this embodiment, be similar to prior art, the flow velocity Qa that detects according to airometer calculates and the corresponding emitted dose Tp of cylinder air inflow (ms).

In other words, the partially filled model 71 of manifold and every burning cycle cylinder air amount computing unit 72 calculate the cylinder air inflow Qck (g/ cycle) of every burning cycle according to the flow velocity Qa of airometer detection.

The computing unit 73 that is used to calculate with the corresponding emitted dose of cylinder air inflow uses following equation (19), based on the cylinder air inflow Qck (g/ cycle) of every burning cycle, and calculates and the corresponding emitted dose Tp of cylinder air inflow (ms).

$\mathrm{Tp}=\frac{\mathrm{Qck}}{14.7}\&CenterDot;K1---\left(19\right)$

Wherein, K1=is used for air quantity is converted to the coefficient (fixed value) of fuel injection pulse width.

Substitute every burning cycle and the corresponding cylinder air inflow of accelerator opening Qc1 in the equation (15) by cylinder air inflow Qck, and obtain equation (19) with every burning cycle.

Cylinder air inflow computing unit 74 is not done further to revise and is exported the cylinder air inflow Qck of every burning cycle, as cylinder air inflow Qc (g/ cycle).

This embodiment part that is basically the same as those in the first embodiment is, at least during transition operation, based on computing fuel emitted dose Ti (ms) with accelerator opening corresponding cylinder air inflow Qca, and therefore, obtain relevant with the improvement of air-fuel ratio control accuracy during transition operation, with first embodiment in the similar advantageous effects of those advantageous effects.

Next, with reference to Figure 11 A-11D and Figure 12 the third embodiment of the present invention is described.

In first and second embodiments, apply the present invention to explosive motor, it comprises the inlet flap 23 as the air inflow controlling mechanism in the claim.In this embodiment, on the other hand, apply the present invention to so-called no air door explosive motor, it does not comprise inlet flap 23, and comprises the valve timing controlled mechanism 27 of operating according to accelerator opening APO, as the air inflow controlling mechanism.

At first, with reference to Figure 11 A-11D, with the fuel injection control of considering to comprise in the motor of valve timing controlled mechanism 27.Valve timing controlled mechanism 27 is used for revising opening regularly and timeing closing of suction valve 15.Can know the structure of valve timing controlled mechanism 27 by JP2003-314347A.

Because the mechanism of valve timing controlled mechanism 27, be constant at interval to the crankangle of the timeing closing IVC of suction valve 15 from the IVO that opens regularly of suction valve 15.Thus, in Figure 11 A-11D, the timeing closing IVC by suction valve 15 represents desired value.

In the JP1999-002140A that announced in 1999, disclose according to rotating speed by explosive motor and operating condition that load is stipulated at the JP2003-129871A that announced in 2003 by Japan Patent office and JP2003-65131A and by Japan Patent office the method for opening regularly relevant with timeing closing desired value with suction valve has been set.Briefly, as shown in figure 12, when explosive motor when low load condition accelerates to higher load condition, make suction valve 15 open regularly and each desired value of timeing closing leading, make the overlapping increase of valve between suction valve 15 and the outlet valve 16.

Figure 11 A-11D shows and opens regularly IVOm in the target of suction valve 15 and open regularly IVOm1 from first and change into second and open regularly IVOm2 and target timeing closing IVCm changes under the situation of the second timeing closing IVCm2 from the first timeing closing IVCm1 according to this change, controls by the fuel injection amount that valve timing controlled mechanism 27 carries out.

Be similar to the operating lag of the inlet flap 23 in first and second embodiments, in valve timing controlled mechanism 27, also have operating lag Tv2.Particularly, this operating lag continues between 40 and 50 milliseconds.When engine controller 31 requires the target of suction valve 15 is opened regularly IVOm when first opens regularly IVOm1 and be revised as second target and open regularly IVOm2 at moment t10, the actual IVOr that opens regularly begins to change at moment t14.Identical phenomenon also appears in IVCm for the target timeing closing.From moment t10 to the cycle that moment t14 is continued is operating lag period T v2.Hereinafter, operating lag period T v2 will be called as the period T v2 that loses time.Should be noted that in Figure 11 D, be similar to Fig. 2 D, draw cylinder air inflow Qc and required emitted dose Tpf with identical height.

About valve timing controlled mechanism 27, if open regularly the instruction of IVOm and target timeing closing IVOf and the computing fuel emitted dose based on revising the target of exporting according to accelerator opening APO, so, can be regularly, before suction valve 15 actual opened regularly IVOr and timeing closing IVCr, calculate required emitted dose according to these.

More specifically, shown in Figure 11 B, be contemplated that by suction valve 15 opened regularly IVOr and the timeing closing IVCr value that obtains of advanced acknowledge deferred cycle Tv2 respectively opening regularly initial value IVOff and timeing closing initial value IVCff.In addition, shown in the dotted line among this figure, by timing IVOff and IVCff are used for required emitted dose Tpf synchronised, handle with the corresponding delay of the period T v1 that loses time, and virtual regularly IVOf and the virtual timeing closing IVCf of opening as the calculating basis of required fuel injection amount Tpf1 is set.Subsequently, regularly calculate required emitted dose Tpf1 according to cylinder air inflow Qcff and these.

More specifically, determine as the function of time t shown in Figure 11 D with the corresponding cylinder air inflow of initial value Qcff, and, by according to losing time period T v1 and fixed time t, and calculate required emitted dose Tpf1 shown in this figure.

According to this embodiment, at least during transition operation, based on computing fuel emitted dose Ti (ms) with accelerator opening corresponding cylinder air inflow Qca.Thus, aspect the precision of air-fuel ratio during the transition operation that is increased in explosive motor 1 control, obtain the advantageous effects identical with first and second embodiments.

In this embodiment, apply the present invention to be provided the explosive motor of valve timing controlled mechanism 27, still, can apply the present invention to be provided the explosive motor of the variable valve lift mechanism of the valve lift amount that changes suction valve 15.

Next, with reference to Figure 13 and 14 the fourth embodiment of the present invention is described.

This embodiment is corresponding to applying the present invention to comprise both explosive motors as the inlet flap 23 of the air inflow controlling mechanism in the claim and valve timing controlled mechanism 27.

In this embodiment, engine controller 31 comprises the function identical functions with as shown in Figure 3 first embodiment.Yet, different with first embodiment, in this embodiment, for the reason that is described below, the volume V c (m of the cylinder 5 that uses by the computing unit 60 that is used to calculate with the corresponding cylinder air inflow of accelerator opening ³) do not fix.Therefore, except the unit shown in Fig. 5, engine controller 31 also comprises cylinder volume computing unit 101 shown in Figure 13, is used for opening regularly the volume V c that IVOr and actual timeing closing IVCr calculate cylinder 5 according to suction valve 15 actual.

In the physical sense, as long as the stroke of piston is constant, the volume of cylinder is fixed.Yet, because below, the cylinder volume Vc that is used by computing unit 60 opens regularly IVOr according to suction valve 15 actual and actual timeing closing IVCr changes.

When variable valve system was provided, the air inflow of cylinder 5 opens regularly IVO with the mode shown in Figure 12, basis and timeing closing IVC changes.

In addition, opening regularly can causing in advance of IVO, the valve that outlet valve 16 and suction valve 15 boths open to occur overlapping.The overlapping waste gas that causes of this valve is back to the cylinder 5 from exhaust passage 8.This phenomenon is called as internal exhaust gas recirculation (EGR).The increase of internal EGR amount causes by suction valve 15 and flows into reducing of air inflow in the cylinder 5.This has caused the variation of cylinder volume Vc in fact.

When cylinder volume Vc changed in fact, Qca also changed with the corresponding cylinder air inflow of accelerator opening.Thus, cylinder volume computing unit 101 is opened regularly IVOr and actual timeing closing IVCr based on the actual of suction valve 15, and calculates cylinder volume Vc.

About valve timing controlled mechanism 27, from open regularly IVOr to cycle of opening of timeing closing IVCr be constant, therefore, can only carry out this calculating according to timeing closing IVCr.

Next, the composition of cylinder volume computing unit 101 is described with reference to Figure 14.Being similar to the calculating of first embodiment shown in Fig. 3, serves as to carry out the calculating of Figure 13 at interval with one millisecond.Thereby cylinder volume computing unit 101 serves as to carry out the calculating of the fuel injection amount Ti (ms) shown in Figure 14 at interval with one millisecond also.

In the calculating that in the JP2001-050091A of calendar year 2001 announcement, discloses the cylinder volume Vc that uses valve timing controlled mechanism 27 by Japan Patent office.Here, disclosed computational methods are applied to the calculating of cylinder volume Vc, and, new INO/timeing closing desirable value computing unit 111 added.

With reference to Figure 14, INO/timeing closing desirable value computing unit 111 comprises closes regularly initial value computing unit 112, INO by suction valve regularly initial value computing unit 113, the computation of Period of losing time unit 114, suction valve is closed regularly regularly desirable value computing unit 116 of desirable value computing unit 115 and INO.

Suction valve cuts out regularly initial value computing unit 112 and calculates suction valve according to accelerator opening APO and cut out regularly initial value IVCff.Particularly, suction valve cuts out regularly the desired value that initial value IVCff is the timeing closing IVC of, suction valve 15 corresponding with accelerator opening APO.Yet, should be noted that accelerator opening APO t and changing in time, therefore, also suction valve cuts out regularly the function that initial value IVCff is expressed as time t.Thus, suction valve cuts out regularly the value that initial value IVCff obtains corresponding to the period T v2 that loses time of the leading valve timing controlled of the actual timeing closing IVCr mechanism 27 of the suction valve 15 by will be shown in Figure 11 A.

Similarly, INO timing initial value computing unit 113 calculates regularly initial value IVOff of INO according to accelerator opening APO.Particularly, INO timing initial value IVOff is a desired value of opening timing IVO corresponding with accelerator opening APO, suction valve 15.Yet accelerator opening APO is t and changing in time, therefore, also with INO regularly initial value IVOff be expressed as the function of time t.Thus, INO timing initial value IVOff is corresponding to the value that obtains by the actual period T v2 that loses time that opens regularly the leading valve timing controlled of IVOr mechanism 27 with suction valve 15.

Suction valve cuts out regularly 115 calculating of desirable value computing unit and cuts out timing desirable value IVCf as the suction valve of the value that obtains by the period of time T v1 that suction valve cuts out regularly initial value IVCff delay waste.Equally, INO timing desirable value computing unit 116 calculates the INO timing desirable value IVOf as the value that obtains by period T v1 that INO timing initial value IVOff delay is lost time.

According to following equation (20), calculate the period T v1 (ms) that loses time by the computation of Period unit 114 of losing time from the period T v2 that loses time of engine speed Ne (rpm) and valve timing controlled mechanism 27.

$\mathrm{<figure-callout\; id="1"\; label="Tv"\; filenames="A20051010883200351.png,A20051010883200352.png"\; state="\{\{state\}\}">Tv</figure-callout>}1=\mathrm{Tv}2-\frac{60\&CenterDot;1000}{\mathrm{Ne}}\&CenterDot;\frac{\mathrm{<figure-callout\; id="1"\; label="X"\; filenames="A20051010883200351.png,A20051010883200352.png"\; state="\{\{state\}\}">X</figure-callout>}1}{360}---\left(20\right)$

Wherein, the initial crankangle interval of X1=(degree).

In Figure 11 C, initial crankangle at interval X1 corresponding to the crankangle of closing suction valve 15 at interval from fuel injection timing IT.Equation (20) is equal to first embodiment's equation (14) in fact.

Desirable value IVCf calculates corresponding cylinder volume according to closing regularly as the suction valve of the function of time t in target cylinder volume calculations unit 117.It is made as target cylinder volume V cm (m ³).

Cylinder internal fresh air fraction computing unit 118 is according to INO timing desirable value IVOf, exhaust valve closure timing EVC (it is a fixed value) and EGR ratio where necessary, and the ratio η (%) of the fresh air in the calculating cylinder.

Actual cylinder volume computing unit 119 is by multiply by cylinder fresh air fraction η (%) target cylinder volume V cm (m ³), and calculate actual cylinder volume Vcr (m ³).Actual cylinder volume Vcr (m ³) corresponding to the volume of the fresh air in the cylinder 5.

As mentioned above, determine the valve lap by exhaust valve closure timing EVC and INO actual value IVOr regularly.Internal EGR amount in the cylinder 5 increases along with the increase of valve lap, therefore, determines cylinder fresh air fraction η (%) based on this lap.

The explosive motor that comprises variable valve system can at random be adjusted the internal EGR amount by controlling this lap.Typically, explosive motor does not comprise EGR equipment, perhaps in other words, does not comprise outside EGR equipment, still, in the explosive motor that comprises outside EGR equipment, also proofreaies and correct cylinder fresh air fraction η (%) according to the EGR ratio of outside EGR equipment.

Equation (21) below the actual change of cylinder volume rate calculations unit 120 uses is by multiply by actual cylinder volume Vcr (m with engine speed Ne (rpm) ³), and the actual change speed Δ Vc (m of calculating cylinder volume ³/ ms).

ΔVc＝Vcr·Ne·K2 (21)

Wherein, $K2=\frac{1}{30}\&CenterDot;\frac{1}{100}.$

K2 is the constant that is used for calibration unit, the 1/30th, be used for the unit of engine speed Ne is converted to from (rpm) value of (180 degree/second), and 1/1000 is to be used for unit with the actual change speed Δ Vc of cylinder volume from (m ³/ second) is converted to (m ³/ ms) value.

Equation (22) below cylinder volume computing unit 121 uses by computing cycle Δ t being multiply by the actual change speed Δ Vc of cylinder volume, and calculates cylinder volume Vc (m ³).

Vc＝ΔVc·Δt (22)

Computing cycle Δ t is one millisecond.Here the cylinder volume Vc (m of Ji Suaning ³) also be the function of time t.

Get back to Figure 13, the computing unit 60 that is used to calculate with the corresponding cylinder air inflow of accelerator opening uses the cylinder volume Vc (m that is calculated in the above described manner by cylinder volume computing unit 119 ³), and calculate and the corresponding cylinder air inflow of initial value Qcff.With the corresponding cylinder air inflow of initial value Qcff corresponding to first and second embodiments with the corresponding cylinder air inflow of accelerator opening Qca.Thus, under the condition of Qca=Qcff, calculate fuel injection amount Ti (ms) in the mode that is similar to first and second embodiments subsequently by the required injection quantity computation unit 61 shown in Fig. 3 or Fig. 4, the computation of Period of losing time unit 63 and fuel injection amount computing unit 64.

As mentioned above, when applying the present invention to be provided, also obtain the advantageous effects of the improvement of the relevant air-fuel control accuracy the transition operation of motor during the same with first to the 3rd embodiment's situation as both explosive motor of the inlet flap 23 of the air inflow controlling mechanism in the claim and valve timing controlled mechanism 27.

Sum up above the description, engine controller 31 of the present invention calculates the target air inflow of cylinder 5 based on accelerator opening APO, and control example as inlet flap 23 or valve timing controlled mechanism 27 or as described in both air inflow controlling mechanism, to realize the target air inflow.Simultaneously, based on accelerator opening APO, engine controller 31 calculates the predicted value Qc1 of the air inflow that will be realized by the air inflow controlling mechanism of following control, and the fuel injection amount of fuel injector 21 is controlled to be the target fuel injection amount based on predicted value Qc1 subsequently.

Thus, when during the time lag of the change of the actual air inflow that changes to cylinder 5 of accelerator opening APO, carrying out fuel and spray, come burner oil with fuel injection amount based on predicted value Qc1.Therefore, and based on the actual air inflow of the checkout value that depends on airometer and the traditional fuel of computing fuel emitted dose sprays control and compares, fuel injection amount has response faster to the change of accelerator opening.As a result, can improve in the acceleration of explosive motor or the air-fuel ratio control accuracy between deceleration period.

In the above embodiments, period T of losing time 2 and Tv2 postpone corresponding to the predetermined response in the claim, and lose time period T 1 and Tv1 are corresponding to second deferred cycle in the claim.

The whole of content of special Willing (Tokugan) 2004-296866, special Willing 2004-296849, special Willing 2004-296860 and special Willing 2004-296869 have October 8 2004 identical applying date in Japan, by reference it are herein incorporated.

Although by having described the present invention, the invention is not restricted to the foregoing description above with reference to specific embodiment of the present invention.The modifications and variations that can occur for a person skilled in the art, the foregoing description within the scope of the claims.

The embodiments of the invention that require exclusive power or privilege in claims, have been defined.

Claims (15)

1, a kind of fuel injection control apparatus that is used for explosive motor (1), described motor (1) comprising: cylinder (5); Gas-entered passageway (30) is sent to air in the described cylinder (5) by it; Air inflow controlling mechanism (23,27), the air inflow that it regulates described cylinder (5) according to accelerator opening (APO) exists predetermined response to postpone (T2, Tv2) between wherein regulating at described accelerator opening (APO) with by the air inflow that described air inflow controlling mechanism (23,27) is carried out; And fuel injector (21), it provides the air that enters that has with the corresponding fuel quantity of described air inflow, and described fuel injection control apparatus comprises:

Programmable controller (31), it is programmed to:

Calculate the predicted value (Qc1) of the described air inflow of the described cylinder (5) that will realize by described air inflow controlling mechanism (23,27) according to described accelerator opening (APO);

Calculate target fuel injection amount (Ti) according to described predicted value (Qc1); And

Control fuel injector (21) at predetermined injection timing with described target fuel injection amount (Ti) burner oil.

2, fuel injection control apparatus as claimed in claim 1, wherein, also described controller (31) is programmed for: calculate target air inflow (Qc) based on described accelerator opening (APO), and control described controlling mechanism (23) and realize described target air inflow (Qc).

3, fuel injection control apparatus as claimed in claim 2, wherein, described air inflow controlling mechanism (23,27) comprising: the inlet flap (23) that provides in described gas-entered passageway (30).

4, fuel injection control apparatus as claimed in claim 3, wherein, described motor (1) also comprises suction valve (15), it blocks path between described cylinder (5) and the described gas-entered passageway (30) with predetermined crank angle, described equipment also comprises sensor (32), it detects the flow (Qa) of described gas-entered passageway (30) upstream side of described inlet flap (23), and described controller (31) is programmed for:

Calculate throttle opening area conversion value (AAPO) according to described accelerator opening (APO);

Throttle opening (TVO) according to described inlet flap (23) calculates inlet flap aperture area (ATVO);

According to ratio (AAPO/ATVO) between described throttle opening area conversion value (AAPO) and the described inlet flap aperture area (ATVO) and the described flow (Qa) in the described gas-entered passageway (30), computation accelerator aperture cylinder air inflow (Qca, Qcff) is as the function from the time in the past (t) of the change of described accelerator opening (APO);

Specify and postpone (T2) according to predetermined response to and extend to time cycle of closing described suction valve (15) and definite corresponding described time in the past of second deferred cycle (T1) (t) from described fuel injection timing;

Based on the time in the past (t) of described accelerator opening cylinder air inflow (Qca, Qcff) and described appointment, calculate the corresponding required emitted dose of described fuel injection timing (Tpf1) with described fuel injector; And

Calculate described target fuel injection amount (Ti) according to required emitted dose (Tpf1).

5, fuel injection control apparatus as claimed in claim 4 wherein, also is programmed for described controller (31): the rotating speed (Ne) according to described explosive motor (1) is determined described second deferred cycle (T1).

6, fuel injection control apparatus as claimed in claim 5 wherein, also is programmed for described controller (31): the equation below using calculates described second deferred cycle (T1),

$T1=T2-\frac{60\&CenterDot;1000}{\mathrm{Ne}}\&CenterDot;\frac{X1}{360}$

Wherein, the rotating speed of the described explosive motor of Ne=(revolution of per minute), and

X1=is from described fuel injection timing to the crankangle of closing suction valve at interval (degree).

7, as arbitrary described fuel injection control apparatus in the claim 4 to 6, wherein, described motor (1) also comprises manifold part (2,3,4), by it air is sent to the described cylinder (5) from described gas-entered passageway (30), and described controller (31) is programmed for: the corresponding flow (Qaa) of accelerator opening that calculates according to the equation below using, calculate described accelerator opening cylinder air inflow (Qca)

$\mathrm{Qaa}=\mathrm{Qa}\&CenterDot;\frac{\mathrm{AAPO}}{\mathrm{ATVO}}\&CenterDot;\frac{\mathrm{PRA}}{\mathrm{PR}}$

Wherein, the described flow of the described gas-entered passageway of Qa=(30),

The described throttle opening area conversion value that AAPO=is definite according to described accelerator opening (APO),

The described throttle opening area that ATVO=is definite according to described inlet flap aperture (TVO),

The pressure ratio that PR=calculates according to the pressure in the described manifold part (2,3,4) and the ratio between the barometric pressure, and

PRR=is according to as the accelerator opening respective manifold partial pressure of the initial pressure of the pressure in the described manifold part (2,3,4) and the pressure ratio that the ratio between the barometric pressure calculates.

8, as arbitrary described fuel injection control apparatus in the claim 4 to 6, wherein, also described controller (31) is programmed for: when described second deferred cycle (T1) when getting negative value, postpone the change of the described throttle opening (TVO) of described inlet flap (23), become 0 up to described second deferred cycle (T1).

9, fuel injection control apparatus as claimed in claim 1 or 2, wherein, described motor (1) also comprises suction valve (15), it blocks path between described cylinder (5) and the described gas-entered passageway (30) with predetermined crank angle, and described air inflow controlling mechanism (23,27) comprises valve timing controlled mechanism (27), and it revises the opening/closing timing (IVO, IVC) of described suction valve (15) according to described accelerator opening (APO).

10, fuel injection control apparatus as claimed in claim 1 or 2, wherein, described motor (1) also comprises suction valve (15), it blocks path between described cylinder (5) and the described gas-entered passageway (30) with predetermined crank angle, and described air inflow controlling mechanism (23,27) comprising: the inlet flap (23) that provides in described gas-entered passageway (30); And valve timing controlled mechanism (27), it revises the opening/closing timing (IVO, IVC) of described suction valve (15) according to described accelerator opening (APO).

11, fuel injection control apparatus as claimed in claim 10 also comprises sensor (32), and it detects the flow (Qa) of described gas-entered passageway (30) upstream side of described inlet flap (23), and controller (31) is programmed for:

Calculate throttle opening area conversion value (AAPO) according to described accelerator opening (APO);

According to the described flow (Qa) in described throttle opening area conversion value (AAPO) and the described gas-entered passageway (30), computation accelerator aperture cylinder air inflow (Qcff), the function of the time in the past (t) that begins as change from described accelerator opening (APO);

Specify and postpone (T2) according to described predetermined response to and extend to time cycle of closing described suction valve (15) and definite corresponding time in the past of second deferred cycle (T1) (t) from described fuel injection timing;

Based on the time in the past (t) of described accelerator opening cylinder air inflow (Qcff) and described appointment, calculate the corresponding required emitted dose of described fuel injection timing (Tpf1) with described fuel injector; And

Calculate described target fuel injection amount (Ti) according to described required emitted dose (Tpf1).

12, fuel injection control apparatus as claimed in claim 11, wherein, described motor (1) also comprises manifold part (2,3,4), by it air is sent to the described cylinder (5) from described gas-entered passageway (30), and described controller (31) is programmed for: the corresponding flow of accelerator opening (Qaa) that calculates according to the equation below using calculates described accelerator opening cylinder air inflow (Qcff)

$\mathrm{Qaa}=\mathrm{Qa}\&CenterDot;\frac{\mathrm{AAPO}}{\mathrm{ATVO}}\&CenterDot;\frac{\mathrm{PRA}}{\mathrm{PR}}$

Wherein, the described flow of the described gas-entered passageway of Qa=(30),

The described throttle opening area conversion value that AAPO=is definite according to described accelerator opening (APO),

The ATVO=fixed value,

The pressure ratio that PR=calculates according to the pressure in the described manifold part (2,3,4) and the ratio between the barometric pressure, and

PRR=is according to as the branch pipe part partial pressure of the accelerator opening correspondence of the initial pressure of the pressure in the described manifold part (2,3,4) and the pressure ratio that the ratio between the barometric pressure calculates.

13, fuel injection control apparatus as claimed in claim 12, wherein, also described controller (31) is programmed for: based on opening/closing timing (IVO according to described suction valve (15), IVC) volume (Vcr) of the amount of fresh air in the described cylinder (5) that changes calculates described accelerator opening cylinder air inflow (Qcff) from the corresponding flow of described accelerator opening (Qaa).

14, fuel injection control apparatus as claimed in claim 13, wherein, also described controller (31) is programmed for: calculate the opening/closing desired value (IVOff, IVCff) regularly of described suction valve (15) according to described accelerator opening (APO), and calculate the described volume (Vcr) of the described amount of fresh air in the described cylinder (5) based on described desired value (IVOff, IVCff).

15, a kind of fuel injection control device that is used for explosive motor (1), described motor (1) comprising: cylinder (5); Gas-entered passageway (30) is sent to air in the described cylinder (5) by it; Air inflow controlling mechanism (23,27), the air inflow that it regulates described cylinder (5) according to accelerator opening (APO) exists predetermined response to postpone (T2, Tv2) between described accelerator opening (APO) and the described air inflow adjusting by described air inflow controlling mechanism (23,27) execution; And fuel injector (21), it provides the air that enters that has with the corresponding fuel quantity of described air inflow, and described fuel injection control device comprises:

Calculate the predicted value (Qc1) of the described air inflow of the described cylinder (5) that will realize by described air inflow controlling mechanism (23,27) according to described accelerator opening (APO);

Calculate target fuel injection amount (Ti) according to described predicted value (Qc1); And

Control fuel injector (21) at predetermined injection timing with described target fuel injection amount (Ti) burner oil.

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