JP2006083795A - Air fuel ratio controller for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve air fuel ratio controllability at the time of transition by preventing excessive compensation of air fuel ratio F/B compensation amount while ensuring response property of air fuel ratio control at the time of transition. <P>SOLUTION: PI control is performed by compensating air fuel ratio F/B compensation amount FAF in the direction in which air fuel ratio of exhaust gas approaches target air fuel ratio by integration amount KI each based on output of an oxygen sensor and repeating processing for compensating the air fuel ratio F/B compensation amount FAF in the opposite direction to the time until then by only skip amount KP when air fuel ratio exceeds the target air fuel ratio. At this time, deviation DPM with respect to suction pipe pressure PM and its annealing value PMSM is compared with a predetermined transition determining value to determine whether air fuel ratio is in a transition condition in which the air fuel ratio fluctuates or not. When it is determined that the air fuel ratio is in the transition condition, the integration amount KI is reduced more than that in a steady condition and skip amount KP is increased. Consequently, excessive compensation of the air fuel ratio F/B compensation amount FAF is prevented to increase convergence property of air fuel ratio while ensuring response property of air fuel ratio control at the time of transition. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an air-fuel ratio control apparatus for an internal combustion engine that performs air-fuel ratio control based on an output of an exhaust gas sensor disposed in an exhaust passage of the internal combustion engine.

  In recent years, vehicles equipped with an internal combustion engine have exhaust gas sensors (air-fuel ratio sensors, oxygen sensors, etc.) that detect the air-fuel ratio or rich / lean of exhaust gas upstream of the exhaust gas purification catalyst. There are some which improve the exhaust gas purification efficiency of the catalyst by F / B (feedback) control of the air-fuel ratio based on the output of the gas sensor.

  In general air-fuel ratio F / B control, for example, the output of the oxygen sensor is compared with a determination value to determine whether the air-fuel ratio of the exhaust gas is richer or leaner than the target air-fuel ratio (for example, the theoretical air-fuel ratio). When the gas air-fuel ratio is rich, the air-fuel ratio F / B correction amount is corrected in a lean direction by a predetermined integral amount, and when the air-fuel ratio is reversed from rich to lean, the air-fuel ratio F / B correction amount is rich by a predetermined skip amount. Then, when the air-fuel ratio of the exhaust gas is lean, the air-fuel ratio F / B correction amount is corrected in the rich direction by a predetermined integral amount, and the air-fuel ratio F / B is reversed when the air-fuel ratio is reversed from lean to rich. By performing PI control that repeats the process of correcting the correction amount in the lean direction by a predetermined skip amount, the air-fuel ratio of the exhaust gas is controlled in the vicinity of the target air-fuel ratio (for example, the theoretical air-fuel ratio).

In the air-fuel ratio F / B control using such PI control, as described in Patent Document 1 (Japanese Patent Laid-Open No. 2-95744), the actual air-fuel ratio is changed with a change in the operating state of the internal combustion engine. In some cases, the responsiveness of the air-fuel ratio control at the time of transient is improved by increasing the amount of integration to increase the amount of change of the air-fuel ratio F / B correction amount at the time of transition.
Japanese Patent Laid-Open No. 2-95744 (page 7, FIG. 11 etc.)

  By the way, in the air-fuel ratio F / B control using the PI control described above, when the integral amount is set to the same value in the steady state and in the transient state, for example, as shown in FIG. When the actual air-fuel ratio A / F greatly fluctuates in the rich direction as the intake air amount PM decreases, the air-fuel ratio F / B correction amount FAF changes accordingly in the lean direction, and the actual air-fuel ratio A / F is returned to the lean direction, but until the actual air-fuel ratio A / F exceeds the target air-fuel ratio (for example, the theoretical air-fuel ratio), the air-fuel ratio F / B correction amount FAF is continuously corrected in the lean direction by the integral amount. The air-fuel ratio F / B correction amount FAF may be overcorrected in the lean direction (in FIG. 8, the air-fuel ratio F / B correction amount FAF is overcorrected in the lean direction and guard processing is performed with the lean side guard value) Is shown). Due to overcorrection of the air-fuel ratio F / B correction amount FAF in the lean direction, the actual air-fuel ratio A / F sometimes overshoots more lean than the target air-fuel ratio.

  As described above, even when the integral amount is set to the same value during the steady state and during the transition, the air-fuel ratio F / B correction amount may be overcorrected during the transition and the air-fuel ratio controllability may deteriorate. If the technique of the above-mentioned Patent Document 1 is used as it is and the integral amount is made larger than that in the steady state at the time of transition, overcorrection of the air-fuel ratio F / B correction amount at the time of transient is promoted, and the air-fuel ratio controllability is increased. There is a possibility of falling into a vicious circle of getting worse. In addition, in order to suppress overcorrection of the air-fuel ratio F / B correction amount at the time of transition, simply reducing the integration amount at the time of transient causes a problem that the responsiveness of the air-fuel ratio control at the time of transition decreases. .

  The present invention has been made in view of these circumstances. Therefore, the object of the present invention is to prevent overcorrection of the air-fuel ratio correction amount while ensuring the responsiveness of the air-fuel ratio control at the time of transition. Another object of the present invention is to provide an air-fuel ratio control apparatus for an internal combustion engine that can improve the air-fuel ratio controllability at the time of transition.

  In order to achieve the above object, an air-fuel ratio control apparatus for an internal combustion engine according to claim 1 of the present invention provides an air-fuel ratio correction amount in a direction in which an output of an exhaust gas sensor disposed in an exhaust passage of the internal combustion engine is directed to a target value. In a system that repeats the process of correcting the air-fuel ratio correction amount by a predetermined skip amount in the opposite direction when the output of the exhaust gas sensor exceeds the target value by correcting the predetermined integral amount in a predetermined transient state The transient state determination means determines whether or not it is, and when it is determined that the state is a transient state, the integral amount is reduced by the transient correction means and the skip amount is increased compared to the case other than the transient state. Is.

  In this configuration, when it is determined that the state is in the transient state, the integration amount is reduced, so that it is possible to prevent the air-fuel ratio correction amount from being overcorrected during the transition. In addition, since the skip amount is increased, the responsiveness of the air-fuel ratio control can be ensured even if the integral amount is decreased. As a result, over-correction of the air-fuel ratio correction amount can be prevented while ensuring the responsiveness of the air-fuel ratio control at the time of transition, thereby improving the air-fuel ratio convergence and improving the air-fuel ratio controllability at the time of transition. it can.

  Generally, in an intake port injection type internal combustion engine, a part of the fuel injected from the fuel injection valve is directly sucked into the cylinder, but the rest adheres to the inner wall surface of the intake port or the surface of the intake valve. After that, it gradually evaporates and is sucked into the cylinder. Even if the fuel injection amount is changed according to changes in the intake pipe pressure or the intake air amount so as to maintain the target air-fuel ratio during a transition such as acceleration or deceleration, the intake air Since the evaporation amount of fuel (so-called wet) adhering to the inner wall surface of the port changes with a delay, it is sucked into the cylinder in response to changes in intake pipe pressure and intake air amount (changes in fuel injection amount) during transition The amount of fuel to be changed changes with a delay of the amount of wet evaporation. As a result, at the time of transition, the air-fuel ratio of the air-fuel mixture sucked into the cylinder fluctuates without being maintained near the target air-fuel ratio.

  In consideration of such circumstances, as in claim 2, it is determined whether or not the state is in a transient state by comparing the deviation between the intake pipe pressure or intake air amount and the smoothed value thereof with a predetermined transient judgment value. You may make it do. The smoothed values of the intake pipe pressure and the intake air amount are information reflecting the amount of wet evaporation that changes late with respect to the change in the intake pipe pressure and the intake air amount. The deviation from the better value is information on the delay in the amount of wet evaporation. As described above, at the time of transition such as acceleration or deceleration, the air-fuel ratio of the air-fuel mixture sucked into the cylinder fluctuates without being maintained near the target air-fuel ratio due to a delay in the amount of wet evaporation. By comparing the deviation between the intake air amount and its smoothing value (information on the delay in wet evaporation) with the transient judgment value, the air-fuel ratio of the air-fuel mixture sucked into the cylinder fluctuates from the vicinity of the target air-fuel ratio. It is possible to accurately determine whether or not it is a transient state.

  Further, in a system that corrects the fuel injection amount in consideration of a delay in the amount of wet evaporation at the time of transition such as acceleration or deceleration, the transient correction amount of the fuel injection amount becomes information on the delay in the amount of wet evaporation. As shown in FIG. 3, the transient correction amount of the fuel injection amount may be compared with a predetermined transient determination value to determine whether or not it is in a transient state. Even in this way, it is possible to accurately determine whether or not it is a transient state in which the air-fuel ratio of the air-fuel mixture sucked into the cylinder fluctuates.

  In this case, since the temperature of the intake port and the injected fuel changes according to the engine temperature and the amount of wet evaporation changes, the transient determination value is set according to the engine temperature information as in claim 4. May be. In this way, the transient determination value can be set to an appropriate value corresponding to the change in the amount of wet evaporation according to the engine temperature.

  Furthermore, as in claim 5, at least one of the oil temperature of the internal combustion engine, the cooling water temperature, the intake air temperature, and the oil temperature of the transmission may be used as the engine temperature information. The oil temperature of the internal combustion engine, the cooling water temperature, the intake air temperature, and the oil temperature of the transmission are all parameters that accurately reflect the engine temperature.

  Hereinafter, the best mode for carrying out the present invention will be described using two Examples 1 and 2.

A first embodiment of the present invention will be described with reference to FIGS.
First, a schematic configuration of the entire engine control system will be described with reference to FIG. An air cleaner 13 is provided at the most upstream portion of the intake pipe 12 of the engine 11 that is an internal combustion engine, and an air flow meter 14 that detects the intake air amount is provided downstream of the air cleaner 13. On the downstream side of the air flow meter 14, a throttle valve 16 whose opening is adjusted by a motor 15 such as a DC motor, and a throttle opening sensor 17 for detecting the throttle opening are provided.

  Further, a surge tank 18 is provided on the downstream side of the throttle valve 16, and an intake pipe pressure sensor 19 for detecting the intake pipe pressure is provided in the surge tank 18. The surge tank 18 is provided with an intake manifold 20 for introducing air into each cylinder of the engine 11, and a fuel injection valve 21 for injecting fuel is attached in the vicinity of the intake port of the intake manifold 20 of each cylinder. Yes. An ignition plug 22 is attached to the cylinder head of the engine 11 for each cylinder, and the air-fuel mixture in the cylinder is ignited by spark discharge of each ignition plug 22.

  On the other hand, the exhaust pipe 23 (exhaust passage) of the engine 11 is provided with a catalyst 24 such as a three-way catalyst for purifying CO, HC, NOx and the like in the exhaust gas. Oxygen sensors 25 and 26 (exhaust gas sensors) for detecting rich / lean exhaust gas are provided.

  A cooling water temperature sensor 27 that detects the cooling water temperature and a crank angle sensor 28 that outputs a pulse signal each time the crankshaft of the engine 11 rotates a predetermined crank angle are attached to the cylinder block of the engine 11. Based on the output signal of the crank angle sensor 28, the crank angle and the engine speed are detected.

  Outputs of these various sensors are input to an engine control circuit (hereinafter referred to as “ECU”) 29. The ECU 29 is mainly composed of a microcomputer, and executes various engine control programs stored in a built-in ROM (storage medium) to thereby determine the fuel injection amount of the fuel injection valve 21 according to the engine operating state. The ignition timing of the spark plug 22 is controlled.

  Further, the ECU 29 executes each program for controlling the air-fuel ratio F / B (feedback) shown in FIGS. 2 to 5, thereby changing the output voltage of the upstream oxygen sensor 25 to the rich / lean determination voltage (target value). It is determined whether the air-fuel ratio of the exhaust gas is richer or leaner than the target air-fuel ratio (for example, the theoretical air-fuel ratio), and when the air-fuel ratio of the exhaust gas is rich, the air-fuel ratio F / B correction amount FAF is integrated with the integral amount KI. The air-fuel ratio F / B correction amount FAF is corrected in the rich direction by the skip amount KP when the air-fuel ratio is reversed from rich to lean each time in the lean direction, and then when the air-fuel ratio of the exhaust gas is lean, the air-fuel ratio The F / B correction amount FAF is corrected in the rich direction by the integral amount KI, and when the air-fuel ratio is reversed from lean to rich, the air-fuel ratio F / B correction amount FAF is corrected in the lean direction by the skip KP amount. By performing the PI control to repeat the sense, to control the air-fuel ratio of the exhaust gas in the vicinity of the target air-fuel ratio (e.g., stoichiometric air-fuel ratio).

  At this time, the deviation DPM between the intake pipe pressure PM detected by the intake pipe pressure sensor 19 and the smoothed value PMSM is compared with a predetermined transient judgment value, and the air-fuel ratio of the air-fuel mixture sucked into the cylinder fluctuates. It is determined whether or not it is a transient state, and when it is determined that the state is a transient state, the integral amount KI is made smaller than that in a state other than the transient state (that is, the steady state) to increase the skip amount KP, While ensuring the responsiveness of the air-fuel ratio control at the time of transition, overcorrection of the air-fuel ratio F / B correction amount FAF is prevented to improve the air-fuel ratio convergence.

Here, the reason for determining whether or not the state is in the transient state by comparing the deviation DPM between the intake pipe pressure PM and the smoothed value PMSM with the transient determination value will be described.
The smoothing value PMSM of the intake pipe pressure PM is a wet evaporation amount (evaporation amount of fuel adhering to the inner wall surface of the intake port, etc.) that changes later than the change of the intake pipe pressure PM (change of the fuel injection amount). Since the information is reflected, the deviation DPM between the intake pipe pressure PM and the smoothed value PMSM is information on the delay of the wet evaporation amount. As described above, at the time of transition such as acceleration or deceleration, the air-fuel ratio of the air-fuel mixture sucked into the cylinder fluctuates without being maintained in the vicinity of the target air-fuel ratio due to a delay in the amount of wet evaporation. By comparing the deviation DPM (information on the delay of the wet evaporation amount) with the annealing value PMSM with the transient judgment value, the air-fuel ratio of the air-fuel mixture sucked into the cylinder fluctuates from the vicinity of the target air-fuel ratio. It is possible to accurately determine whether or not the state is a transient state.

  Hereinafter, processing contents of each program for air-fuel ratio F / B control shown in FIGS. 2 to 5 executed by the ECU 28 will be described.

[Air-fuel ratio main control]
The air-fuel ratio main control program shown in FIG. 2 is executed at a predetermined cycle during engine operation. When this program is started, first, in step 101, a transient state determination program shown in FIG. 3 described later is executed to compare the deviation DPM between the intake pipe pressure PM and its smoothed value PMSM with the transient determination value. Thus, it is determined whether or not the air-fuel ratio of the air-fuel mixture sucked into the cylinder is in a transient state in which the air-fuel ratio fluctuates from the vicinity of the target air-fuel ratio.

  Thereafter, the process proceeds to step 102, and a skip amount / integral amount calculation program shown in FIG. 4 to be described later is executed, whereby the integral amount KI is decreased and the skip amount KP is increased in the transient state than in the steady state. .

  After that, the routine proceeds to step 103, where the output voltage of the upstream oxygen sensor 25 is compared with the rich / lean determination voltage by executing an air-fuel ratio F / B correction amount calculation program of FIG. It is determined whether the air-fuel ratio is richer or leaner than the target air-fuel ratio (for example, the theoretical air-fuel ratio). When the air-fuel ratio of the exhaust gas is rich, the air-fuel ratio F / B correction amount FAF is corrected in the lean direction by the integral amount KI. When the air-fuel ratio reverses from rich to lean, the air-fuel ratio F / B correction amount FAF is corrected in the rich direction by the skip amount KP. Thereafter, when the air-fuel ratio of the exhaust gas is lean, the air-fuel ratio F / B correction amount FAF is PI control that repeats the process of correcting the air-fuel ratio F / B correction amount FAF in the lean direction by the skip KP amount when the air-fuel ratio is reversed from lean to rich by correcting the integral amount KI in the rich direction. Do.

[Transient state judgment]
The transient state determination program shown in FIG. 3 is a subroutine executed in step 101 of the air-fuel ratio main control program of FIG. 2, and plays a role as transient state determination means in the claims.

When this program is started, first, in step 201, the current intake pipe pressure PM detected by the intake pipe pressure sensor 19 is smoothed to obtain an intake pipe pressure smoothed value PMSM.
PMSM (n) = PMSM (n-1) * (1-K) + PM * K
Here, PMSM (n) is the current intake pipe pressure smoothed value, PMSM (n-1) is the previous intake pipe pressure smoothed value, and K is the smoothing coefficient.

Thereafter, the routine proceeds to step 202, where a deviation DPM between the intake pipe pressure PM and the intake pipe pressure smoothed value PMSM is calculated.
DPM = PM-PMSM

  Thereafter, the process proceeds to step 203, and after using the acceleration transient determination value DPMA table to determine the acceleration transient determination value DPMA corresponding to the current coolant temperature detected by the coolant temperature sensor 27, the process proceeds to step 204. Using the table of deceleration transient determination value DPMD, a deceleration transient determination value DPMD corresponding to the current coolant temperature is obtained.

  Thereafter, the routine proceeds to step 205, where it is determined whether or not the deviation DPM between the intake pipe pressure PM and the intake pipe pressure smoothed value PMSM is larger than the acceleration transient determination value DPMA. As a result, when it is determined that the deviation DPM between the intake pipe pressure PM and the intake pipe pressure smoothed value PMSM is larger than the acceleration transient determination value DPMA, the process proceeds to step 207, and the transient state determination flag TRANS is set to the acceleration state. It is set to “1” which means that it is a transient state.

  On the other hand, if it is determined in step 205 that the deviation DPM between the intake pipe pressure PM and the intake pipe pressure smoothed value PMSM is equal to or less than the acceleration transient determination value DPMA, the process proceeds to step 206 and the intake pipe pressure PM And whether the deviation DPM between the intake pipe pressure smoothing value PMSM is smaller than the deceleration transient determination value DPMD or not. As a result, if it is determined that the deviation DPM between the intake pipe pressure PM and the intake pipe pressure smoothing value PMSM is smaller than the deceleration transient determination value DPMD, the process proceeds to step 208, and the transient state determination flag TRANS is set to the deceleration state. It is set to “3” which means that it is a transient state.

  In step 205, it is determined that the deviation DPM between the intake pipe pressure PM and the intake pipe pressure smoothed value PMSM is equal to or less than the acceleration transient determination value DPMA. In step 206, the intake pipe pressure PM and the intake pipe pressure are determined. If it is determined that the deviation DPM from the annealing value PMSM is greater than or equal to the transient determination value DPMD during deceleration (DPMD ≦ DPM ≦ DPMA), the process proceeds to step 209, where the transient state determination flag TRANS is set to the steady state. Set to "2" which means.

[Skip amount and integral amount calculation]
The skip amount / integration amount calculation program shown in FIG. 4 is a subroutine executed in step 102 of the air-fuel ratio main control program of FIG. When this program is started, first, in step 301, the air-fuel ratio of the exhaust gas is set to the target air-fuel ratio (for example, the stoichiometric air-fuel ratio) depending on whether the output voltage of the upstream oxygen sensor 25 is higher than the rich / lean determination voltage. ) To determine whether or not it is richer.

  As a result, if it is determined that the air-fuel ratio of the exhaust gas is rich, the process proceeds to step 302, and the skip amount KPR corresponding to the transient state determination flag TRANS is obtained using the table of the skip amount KPR when rich. . The table of the skip amount KPR at the time of rich is more in the case of TRANS = 1 (transient state during acceleration) and TRANS = 3 (transient state during deceleration) than when the transient state determination flag TRANS = 2 (steady state). However, the skip amount KPR is set to be larger.

  Thereafter, the process proceeds to step 303, and the integration amount KIR corresponding to the transient state determination flag TRANS is obtained using the table of the integration amount KIR at the rich time. The table of the integration amount KIR at the time of rich is more in the case of TRANS = 1 (transient state during acceleration) and TRANS = 3 (transient state during deceleration) than when the transient state determination flag TRANS = 2 (steady state). However, the integral amount KIR is set to be smaller.

  On the other hand, if it is determined in step 301 that the air-fuel ratio of the exhaust gas is lean, the process proceeds to step 304, and the skip according to the transient state determination flag TRANS is performed using the lean skip amount KPL table. Determine the quantity KPL. The table of the skip amount KPL at the time of lean is greater when TRANS = 1 (transient state during acceleration) and TRANS = 3 (transient state during deceleration) than when the transient state determination flag TRANS = 2 (steady state). However, the skip amount KPL is set to be larger.

Thereafter, the process proceeds to step 305, and the integration amount KIL corresponding to the transient state determination flag TRANS is obtained using the table of the lean integration amount KIL. The table of the integral amount KIL at the time of lean is more in the case of TRANS = 1 (transient state during acceleration) and TRANS = 3 (transient state during deceleration) than when the transient state determination flag TRANS = 2 (steady state). However, the integral amount KIL is set to be smaller.
The processing of these steps 302 to 305 plays a role as transient correction means in the claims.

[Calculation of air-fuel ratio F / B correction amount]
The air-fuel ratio F / B correction amount calculation program shown in FIG. 5 is a subroutine executed in step 103 of the air-fuel ratio main control program in FIG. When this program is started, first, in step 401, the air-fuel ratio of the previous exhaust gas is set to the target air-fuel ratio (depending on whether the output voltage of the upstream upstream oxygen sensor 25 is higher than the rich / lean determination voltage. For example, it is determined whether or not the air-fuel ratio is richer than the theoretical air-fuel ratio. If it is determined that the previous air-fuel ratio of the exhaust gas is rich, the process proceeds to step 402 and the upstream oxygen sensor 25 of the current upstream side It is determined whether or not the current air-fuel ratio of the exhaust gas is richer than the target air-fuel ratio depending on whether or not the output voltage is higher than the rich / lean determination voltage.

As a result, if it is determined in step 401 that the air-fuel ratio of the previous exhaust gas is rich, and if it is determined in step 402 that the air-fuel ratio of the current exhaust gas is rich, step 403 is performed. Then, the air-fuel ratio F / B correction amount FAF is corrected in the lean direction by the integral amount KIR.
FAF (n) = FAF (n-1) -KIR

Thereafter, when it is determined in step 402 that the air-fuel ratio of the exhaust gas is lean, that is, when the air-fuel ratio of the exhaust gas is reversed from rich to lean, the routine proceeds to step 404 where the air-fuel ratio F / The B correction amount FAF is corrected in the rich direction by the skip amount KPL.
FAF (n) = FAF (n-1) + KPL

  On the other hand, if it is determined in step 401 that the air-fuel ratio of the previous exhaust gas is lean, the process proceeds to step 405, where the output voltage of the oxygen sensor 25 on the upstream side is higher than the rich / lean determination voltage. It is determined whether or not the air-fuel ratio of the current exhaust gas is richer than the target air-fuel ratio depending on whether or not it is high.

As a result, if it is determined in step 401 that the air-fuel ratio of the previous exhaust gas is lean, and it is determined in step 405 that the air-fuel ratio of the current exhaust gas is lean, step 406 is performed. Then, the air-fuel ratio F / B correction amount FAF is corrected in the rich direction by the integration amount KIL.
FAF (n) = FAF (n-1) + KIL

Thereafter, when it is determined in step 405 that the air-fuel ratio of the exhaust gas is rich, that is, when the air-fuel ratio of the exhaust gas is reversed from lean to rich, the routine proceeds to step 407, where the air-fuel ratio F / The B correction amount FAF is corrected in the lean direction by the skip amount KPR.
FAF (n) = FAF (n-1) -KPR

  An execution example of the air-fuel ratio control of the first embodiment described above will be described with reference to FIG. For example, as shown in FIG. 6, when the actual air-fuel ratio A / F greatly fluctuates in the rich direction as the intake air amount PM decreases during deceleration during warm-up operation, the air-fuel ratio F / B correction amount follows this. The FAF changes in the lean direction by the integral amount KI in a predetermined control cycle, and the actual air-fuel ratio A / F is returned to the lean direction.

  In this case, in the first embodiment, the transient state determination flag TRANS = 3, that is, during the period when it is determined that the vehicle is in the transient state during deceleration, the air-fuel ratio F is reduced in order to make the integral amount KI smaller than the steady state. It is possible to prevent the / B correction amount FAF from being overcorrected in the lean direction. As a result, the amount by which the actual air-fuel ratio A / F overshoots leaner than the target air-fuel ratio can be reduced, and the convergence of the air-fuel ratio can be improved. In addition, during the period in which it is determined that the vehicle is in a transient state during deceleration, the skip amount KP is made larger than in the steady state, so that the responsiveness of the air-fuel ratio control can be ensured even if the integral amount KI is made small. it can.

  As described above, the deviation DPM between the intake pipe pressure PM and the smoothed value PMSM becomes information on the delay of the wet evaporation amount, and is sucked into the cylinder due to the delay of the wet evaporation amount at the time of transient such as acceleration or deceleration. The air-fuel ratio of the air-fuel mixture to be changed fluctuates without being maintained near the target air-fuel ratio. Paying attention to these points, in the first embodiment, whether or not the deviation DPM (information on the delay in wet evaporation) between the intake pipe pressure PM and the smoothed value PMSM is in a transient state by comparing with the transient judgment value. Therefore, it is possible to accurately determine whether or not the air-fuel ratio of the air-fuel mixture sucked into the cylinder is in a transient state in which the air-fuel ratio deviates from the vicinity of the target air-fuel ratio.

  Further, in consideration of the fact that the amount of wet evaporation changes due to changes in the temperature of the intake port and the injected fuel according to the engine temperature, in the first embodiment, acceleration is performed according to the coolant temperature, which is substitute information of the engine temperature. Since the time transient judgment value DPMA and the deceleration transient judgment value DPMD are set, the acceleration transient judgment value DPMA and the deceleration transient judgment value DPMD are set in response to the amount of wet evaporation changing according to the engine temperature. An appropriate value can be set.

Next, Embodiment 2 of the present invention will be described with reference to FIG.
In the first embodiment, the deviation DPM (information about the delay in wet evaporation) between the intake pipe pressure PM and the smoothed value PMSM is compared with the transient determination value to determine whether or not it is in a transient state. However, in the second embodiment, focusing on the fact that the transient correction amount of the fuel injection amount becomes information on the delay of the wet evaporation amount in the system that corrects the fuel injection amount in consideration of the delay of the wet evaporation amount at the time of transition. Then, the transient correction amount of the fuel injection amount is compared with the transient determination value to determine whether or not it is in a transient state.

  The processing contents of the transient state determination program of FIG. 7 executed in the second embodiment will be described below. When this program is started, first, at step 501, the intake pipe pressure PM is smoothed to obtain the intake pipe pressure smoothed value PMSM, and then the routine proceeds to step 502 where the intake pipe pressure PM and the intake pipe pressure are determined. A deviation DPM from the better value PMSM is calculated.

After this, the routine proceeds to step 503, where the deviation DPM (information on the delay of the wet evaporation amount) between the intake pipe pressure PM and the intake pipe pressure smoothed value PMSM is multiplied by a coefficient K to obtain a transient correction amount FAEW of the fuel injection amount. .
FAEW = DPM × K

  Thereafter, the process proceeds to step 504, and the acceleration transient determination value DPMA corresponding to the current cooling water temperature is obtained from a table or the like. Then, the process proceeds to step 505, and the deceleration transient determination value DPMD corresponding to the current cooling water temperature is determined from the table or the like. Ask for.

  Thereafter, the routine proceeds to step 506, where it is determined whether or not the transient correction amount FAEW of the fuel injection amount is larger than the acceleration transient determination value DPMA. As a result, when it is determined that the transient correction amount FAEW of the fuel injection amount is larger than the acceleration transient determination value DPMA, the process proceeds to step 508, which means that the transient state determination flag TRANS is in a transient state during acceleration. Set to “1”.

  On the other hand, if it is determined in step 506 that the fuel injection amount transient correction amount FAEW is equal to or less than the acceleration transient determination value DPMA, the process proceeds to step 507, where the fuel injection amount transient correction amount FAEW is the deceleration transient. It is determined whether or not it is smaller than the determination value DPMD. As a result, when it is determined that the transient correction amount FAEW of the fuel injection amount is smaller than the deceleration transient determination value DPMD, the process proceeds to step 509, which means that the transient state determination flag TRANS is in the transient state during deceleration. Set to “3”.

  In step 506, it is determined that the fuel injection amount transient correction amount FAEW is equal to or less than the acceleration transient determination value DPMA. In step 507, the fuel injection amount transient correction amount FAEW is greater than the deceleration transient determination value DPMD. If (DPMD ≦ FAEW ≦ DPMA) is determined, the process proceeds to step 510, and the transient state determination flag TRANS is set to “2” which means that it is in a steady state.

Also in the second embodiment described above, it can be accurately determined whether or not it is a transient state in which the air-fuel ratio of the air-fuel mixture sucked into the cylinder fluctuates.
In each of the first and second embodiments, the deviation DPM between the intake pipe pressure PM and its annealing value PMSM is used as information on the delay of the wet evaporation amount. However, the deviation between the intake air amount and its annealing value is calculated as follows. It may be used as information on the delay in the amount of wet evaporation.

  In the first and second embodiments, the coolant temperature is used as the engine temperature substitute information. However, the oil temperature of the engine 11, the intake air temperature, and the oil temperature of the automatic transmission are used as the engine temperature substitute information. May be.

  In the first and second embodiments, the embodiment in which the present invention is applied to the air-fuel ratio control system that performs the PI control based on the output of the oxygen sensor 25 that detects the rich / lean of the exhaust gas has been described. The present invention may be applied to an air-fuel ratio control system that performs PI control based on the output of an air-fuel ratio sensor that linearly detects the air-fuel ratio of gas.

It is a schematic block diagram of the whole engine control system in Example 1 of this invention. It is a flowchart which shows the flow of a process of an air fuel ratio main control program. 6 is a flowchart illustrating a flow of processing of a transient state determination program according to the first embodiment. It is a flowchart which shows the flow of a process of a skip amount / integral amount calculation program. It is a flowchart which shows the flow of a process of the air fuel ratio F / B correction amount calculation program. 3 is a time chart illustrating an execution example of air-fuel ratio control according to the first embodiment. It is a flowchart which shows the flow of a process of the transient state determination program of Example 2. It is a time chart which shows the example of execution of the air fuel ratio control of a comparative example.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine), 12 ... Intake pipe, 16 ... Throttle valve, 19 ... Intake pipe pressure sensor, 21 ... Fuel injection valve, 22 ... Spark plug, 23 ... Exhaust pipe (exhaust passage), 25, 26 ... Oxygen Sensor (exhaust gas sensor), 27 ... cooling water temperature sensor, 29 ... ECU (transient state determination means, transient correction means)

Claims (5)

When the output of the exhaust gas sensor disposed in the exhaust passage of the internal combustion engine is corrected toward the target value by an air-fuel ratio correction amount by a predetermined integral amount, and the output of the exhaust gas sensor exceeds the target value, the air-fuel ratio In the air-fuel ratio control apparatus for an internal combustion engine that repeats the process of correcting the correction amount by a predetermined skip amount in the opposite direction,
Transient state determining means for determining whether or not a predetermined transient state;
And a transient correction means for reducing the integral amount and increasing the skip amount when it is determined to be in the transient state. Air-fuel ratio control device.   The transient state determining means determines whether or not the current state is the transient state by comparing a deviation between the intake pipe pressure or the intake air amount and a smoothed value thereof with a predetermined transient determination value. The air-fuel ratio control apparatus for an internal combustion engine according to claim 1.   2. The air-fuel ratio of the internal combustion engine according to claim 1, wherein the transient state determination unit determines whether or not the state is a transient state by comparing a transient correction amount of the fuel injection amount with a predetermined transient determination value. Control device.   The air-fuel ratio control apparatus for an internal combustion engine according to claim 2 or 3, wherein the transient state determination means sets the transient determination value according to information on engine temperature.   5. The transient state determination unit uses at least one of an oil temperature of an internal combustion engine, a cooling water temperature, an intake air temperature, and an oil temperature of a transmission as information on the engine temperature. An air-fuel ratio control apparatus for an internal combustion engine.

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