JP2009197688A - Control device for vehicle internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To shorten delay time in delay control over a throttle in comparison with pre-read time with no sacrifice in the predictive accuracy of a future throttle opening, in a control device for a vehicle internal combustion engine calculating a control parameter value for control over an air-fuel ratio based on the future throttle opening by a predetermined pre-read time in comparison with the present. <P>SOLUTION: An opening command value with a target opening delayed by the delay time TD is output to the throttle. At the same time, the throttle opening and a change in a throttle angle when the delay time TD is elapsed from the present are predicted based on the target opening before delayed. Then, a predicted variation in the throttle opening from elapse of the TD to elapse of the TFWD is calculated based on the change in the throttle angle after elapse of the predicted TD. The throttle opening with the predicted variation added to the predicted throttle opening after the TD is regarded as a pre-read opening after the TFWD. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle internal combustion engine, and more particularly to a control device for a vehicle internal combustion engine equipped with an electronically controlled throttle.

  In a vehicle internal combustion engine equipped with an electronically controlled throttle, a throttle target opening is set based on the accelerator operation amount of the driver, and an opening command value to be output to the throttle is determined according to the set target opening. Yes. At this time, if a delay time is provided from the setting of the target opening to the output timing of the opening command value, the actual throttle opening changes with a delay by a delay time with respect to the target opening. . Hereinafter, control for delaying the output timing of the opening command value is referred to as throttle delay control. By performing the throttle delay control, it becomes possible to predict the future throttle opening from the target opening (opening command value before delay) by the delay time.

The predicted future throttle opening can be reflected in the control parameter value related to the air-fuel ratio control of the internal combustion engine. For example, Japanese Patent Laid-Open No. 2002-201998 discloses a technique for predicting a throttle opening at the closing timing of an intake valve and calculating a fuel injection amount based on an in-cylinder charged air amount obtained from the predicted throttle opening. Has been. If the throttle opening at the closing timing of the intake valve can be accurately predicted, the amount of air charged in the cylinder can be accurately predicted, and the air-fuel ratio control accuracy at the time of transition can be improved. In the technique disclosed in the above publication, an estimated change amount of the throttle opening is calculated by an electronic throttle model based on the opening command value before the delay, and the estimated change amount is added to the current throttle opening, and the intake valve The throttle opening at the closing timing is predicted.
JP 2002-201998 A

  As described above, by performing delay control that provides a delay time for the output timing of the opening command value, it becomes possible to predict the future throttle opening from the target opening. However, on the other hand, a time delay occurs in the torque response of the internal combustion engine in response to the torque request from the driver. Therefore, from the viewpoint of drivability, it is desirable that the delay time is as short as possible. Torque control is also used in vehicle control such as VSC (Vehicle Stability Control system), but it is desirable that the delay time is as short as possible in order to prevent inconvenience in the vehicle control.

  However, in the technique disclosed in the above publication, in order to calculate the fuel injection amount based on an accurate prediction of the in-cylinder charged air amount, at least the time from the fuel injection amount calculation timing to the intake valve closing timing is It is necessary to ensure the delay time. For this reason, if the delay time is simply shortened, the throttle opening at the intake valve closing timing cannot be accurately predicted, and the air-fuel ratio control accuracy at the time of transition is lowered.

  The present invention has been made to solve the above-described problems, and is a vehicle internal combustion engine that obtains a control parameter value related to air-fuel ratio control based on a future throttle opening for a predetermined look-ahead time from the present time. It is an object of the control device to make it possible to shorten the delay time in throttle delay control from the look-ahead time without sacrificing prediction accuracy of the future throttle opening.

In order to achieve the above object, the first invention predicts a future throttle opening for a predetermined look-ahead time from the present time, and performs a predetermined control related to the air-fuel ratio control of the internal combustion engine based on the predicted throttle opening. In a control device for an internal combustion engine for a vehicle that calculates a parameter value,
Target opening setting means for setting a target opening of the throttle based on a torque request output from a predetermined torque request generation source;
A throttle delay control means for delaying the set target opening by a predetermined delay time shorter than the look-ahead time and outputting to the throttle, and operating the throttle according to the delayed target opening;
First predicting means for predicting the operating state of the throttle at the time when the delay time has elapsed from the present based on the target opening before delaying;
Second prediction means for predicting a future throttle opening for the pre-reading time from the current time based on the throttle operating state predicted by the first prediction means;
It is characterized by having.

According to a second invention, in the first invention,
The second prediction means acquires a predicted value of the change rate and / or change acceleration of the throttle opening when the delay time has elapsed, and predicts the acquired change rate and / or change acceleration of the throttle opening. A predicted change amount of the throttle opening from the lapse of the delay time to the elapse of the look-ahead time is set based on the value.

According to a third invention, in the second invention,
The second predicting means acquires the change rate and / or acceleration of the target opening before delaying, and decreases the predicted change amount as the acquired change rate and / or acceleration of the target opening is smaller. It is characterized by being set to a value.

4th invention is 2nd or 3rd invention,
A prediction correction unit that compares the target opening before the delay and the predicted value of the throttle opening at the time when the delay time has elapsed, and increases the predicted change amount as the difference is larger,
Is further provided.

  In the first invention, the target opening set based on the torque request is delayed by a predetermined delay time and output to the throttle, so that the future throttle opening is delayed by the target opening (delayed by the delay time from the present time). Prediction based on the previous target opening). However, if the delay time is shorter than the look-ahead time, the throttle opening may further change between the delay time and the look-ahead time. In this regard, in the first invention, the throttle operating state at the time when the delay time elapses is predicted, and a future throttle opening farther away is predicted based on the predicted throttle operating state. According to this, the delay time in the delay control can be shortened without sacrificing the prediction accuracy of the throttle opening, and the response to the torque request can be improved by shortening the delay time.

  According to the second aspect of the present invention, the delay time elapses by setting the predicted change amount of the subsequent throttle opening based on the predicted value of the change rate and acceleration of the throttle opening at the time when the delay time has elapsed. The operating state of the throttle at that time can be reliably reflected in the prediction of the future throttle opening farther.

  According to the third aspect of the present invention, not only the predicted value of the change rate and acceleration of the throttle opening at the time when the delay time has elapsed, but also the change rate and change acceleration of the target opening before being delayed can be taken into consideration. Thus, it is possible to more accurately predict the future throttle opening farther after the delay time elapses.

  Further, when the difference between the predicted value of the throttle opening at the time when the delay time has elapsed and the target opening is large, thereafter, the change speed and change acceleration of the throttle opening rapidly increase following the change of the target opening. Probability is high. In this regard, according to the fourth aspect of the invention, by correcting the predicted change amount of the throttle opening until the prefetch time elapses after the delay time elapses, the prediction at the time when the prefetch time elapses is corrected. The difference between the throttle opening and the actual throttle opening can be suppressed.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described with reference to FIGS.

  FIG. 1 is a block diagram showing a configuration of a control device for an internal combustion engine for a vehicle as Embodiment 1 of the present invention. The control device according to the present embodiment is applied to an internal combustion engine (hereinafter simply referred to as an engine) for a vehicle, and is configured as a control device that controls operations of a throttle 38 and a fuel injection device 54 that are actuators thereof. Hereinafter, the configuration of the control device of the present embodiment will be described with reference to FIG.

  First, the configuration of a control device for controlling the operation of the throttle 38 will be described. The throttle 38 according to the present embodiment is electronically controlled and is operated by a throttle motor. The operation of the throttle 38 is directly controlled by the throttle delay control unit 36. The throttle delay control unit 36 receives the target opening degree of the throttle 38 from the upstream calculation element, and outputs the target opening degree delayed by a predetermined delay time TD to the throttle 38 as an opening degree command value. Since the throttle 38 operates according to the opening command value, the throttle opening actually realized by the throttle 38 changes with a delay time TD with respect to the target opening.

  The target opening of the throttle 38 is calculated by the target opening calculation unit 34. The target opening calculation unit 34 calculates the target opening based on the target intake air amount of the engine calculated by the upstream target intake air amount calculation unit 32. An inverse model of the air model is used to calculate the target opening. In the air model, the response of the intake air amount to the operation of the throttle 38 is modeled based on fluid dynamics and the like, and is expressed by a mathematical formula. By inputting the intake air amount to the inverse model of the air model, the throttle opening for realizing the intake air amount is calculated. The target opening calculation unit 34 sets the throttle opening converted from the target intake air amount as the target opening of the throttle 38 and outputs it to the throttle delay control unit 36.

  The target intake air amount calculation unit 32 acquires a target torque of the engine and calculates an intake air amount necessary for realizing the target torque. This calculation uses an air amount map for converting the target torque into the intake air amount. In the air amount map, various operating conditions that affect the relationship between torque and intake air amount, such as ignition timing, engine speed, A / F, and valve timing, are used as parameters. The target intake air amount calculation unit 32 sets the intake air amount converted from the target torque as the target intake air amount of the engine, and outputs it to the target opening calculation unit 34.

  The target torque of the engine is set by the torque adjuster 30. The torque arbitration unit 30 aggregates various torque requests for the engine and mediates it to one value, and outputs the arbitrated torque value as a target torque of the engine. Arbitration here is an operation of obtaining one numerical value from a plurality of numerical values in accordance with a predetermined calculation rule. Calculation rules include, for example, maximum value selection, minimum value selection, averaging, or superposition. The plurality of calculation rules may be appropriately combined.

  The torque request to be arbitrated includes torque required for vehicle control such as VSC (Vehicle Stability Control system) in addition to the torque required by the driver. Of these, the torque required by the driver is calculated by the driver required torque calculator 20, and the torque required by the VSC is calculated by the VSC required torque calculator 22. The driver request torque calculator 20 calculates the driver request torque based on the accelerator pedal operation amount measured by the accelerator sensor 10. The VSC required torque calculation unit 22 calculates the VSC required torque based on the yaw rate of the vehicle measured by the yaw rate sensor 12.

  As described above, the control device according to the present embodiment sets the target opening of the throttle 38 based on torque requests issued from a plurality of torque request generation sources such as drivers and VSCs, and delays the set target opening. The throttle 38 is operated in accordance with the one delayed by the time TD. The calculation of the target opening is performed at a constant calculation cycle (for example, 8 msec).

  Next, the configuration of a control device for controlling the operation of the fuel injection device 54 will be described. The operation of the fuel injection device 54 is directly controlled by the fuel injection control unit 52. The fuel injection control unit 52 receives the fuel injection amount from the upstream calculation element, and calculates the drive time and drive start timing or end timing of the fuel injection device 54 based on the fuel injection amount. Then, the fuel injection device 54 is operated according to the calculated drive time and the drive start timing or end timing. The fuel injection device 54 may be one that injects fuel into the intake port or one that injects fuel directly into the cylinder. Alternatively, a part of the required amount of fuel may be injected into the intake port and the remaining fuel may be directly injected into the cylinder.

  The fuel injection amount by the fuel injection device 54 is calculated by the fuel injection amount calculation unit 50. The fuel injection amount calculation unit 50 calculates fuel based on the intake air amount of the engine calculated by the upstream intake air amount calculation unit 48 and the target value (target air-fuel ratio) of the cylinder air-fuel ratio realized by fuel injection. Calculate the injection amount. When air-fuel ratio feedback control for correcting the fuel injection amount is performed so that the air-fuel ratio of the exhaust gas becomes the target air-fuel ratio, the feedback correction coefficient is also reflected in the calculation of the fuel injection amount. Yes.

  The intake air amount calculation unit 48 calculates the intake air amount of the engine. The intake air amount calculation unit 48 obtains the throttle opening at the closing timing of the intake valve, that is, the determination timing of the intake air amount, and calculates the intake air amount achieved at the throttle opening by the air model. In this air model, it is possible to parameterize and set operating conditions that affect the relationship between the throttle opening and the intake air amount, such as the engine speed, atmospheric pressure, intake air temperature, and air flow rate measured by an air flow meter. It has become.

  The throttle opening used for calculation of the intake air amount is calculated by the pre-reading opening calculation unit 44. In order to accurately calculate the in-cylinder intake air amount, the throttle opening at the closing timing of the intake valve is obtained as information as described above. However, in order to execute fuel injection at an appropriate timing, the calculation of the fuel injection amount must be completed before the intake valve is closed. For this reason, the actual throttle opening at the intake valve closing timing, which is a future value, cannot be acquired at the calculation timing of fuel injection. Therefore, the pre-reading opening calculation unit 44 predicts the future throttle opening by the time TFWD at the present time, that is, the time from the calculation timing of the fuel injection amount to the intake valve closing timing (hereinafter referred to as pre-reading time). The opening is output as a throttle opening at the closing timing of the intake valve (hereinafter also referred to as a pre-reading opening).

  The pre-reading opening degree calculation unit 44 considers the length relationship between the pre-reading time TFWD and the delay time TD in the calculation of the pre-reading opening degree. The look-ahead time TFWD becomes longer as the engine speed becomes lower, and also changes as the closing timing of the intake valve is advanced by valve timing control. On the other hand, the delay time TD can be set arbitrarily, but it is desired to make it as short as possible in consideration of the torque response of the engine. Therefore, depending on the operating state of the engine, the look-ahead time TFWD may be longer than the delay time TD, or may be shortened.

  FIG. 2 is a flowchart showing a prefetch opening calculation routine executed by the prefetch opening calculation unit 44. In this routine, the look-ahead time TFWD and the delay time TD are compared in the first step S110. The prefetch opening calculation unit 44 calculates the prefetch opening by a different calculation method depending on whether the prefetch time TFWD is longer or shorter than the delay time TD. As a result of the comparison in step S100, if the look-ahead time TFWD is shorter than the delay time TD, the process in step S110 is selected.

  In step S110, the predicted throttle opening after the prefetch time TFWD from the current time is read from the memory, and is calculated as the prefetch opening. Here, the predicted throttle opening is a predicted value of an actual throttle opening realized by the throttle 38 operating according to the opening command value from the throttle delay control unit 36. A throttle model 40 is used to calculate the predicted throttle opening. The throttle model 40 models the response of the throttle 38 with respect to an input value and expresses it as a mathematical expression. As described above, the throttle delay control unit 36 delays the target opening set based on the torque request by the delay time TD and outputs it to the throttle 38. Therefore, by inputting the target opening before the delay from the target opening calculator 34 to the throttle model 40, it is possible to predict the future throttle opening for the delay time TD from the present. The memory of the pre-reading opening calculation unit 44 stores the predicted throttle opening at each calculation timing from the present to the future for the delay time TD, and is updated every calculation cycle.

  FIG. 3 shows the process of step S110 in a time chart. In FIG. 3, the broken line indicates the time change of the target opening (target opening before being delayed), the one-dot chain line indicates the time change of the predicted throttle opening calculated from the target opening, and the two-dot chain line indicates the opening command. The time change of the value (target opening after the delay) and the solid line show the time change of the actual throttle opening, respectively. As shown in this figure, by delaying the target opening by a predetermined delay time TD and outputting it to the throttle 38, the throttle opening from the current time to the future by the delay time TD is made the target opening (before delaying). It becomes possible to predict based on the target opening degree. Therefore, when the read-ahead time TFWD is shorter than the delay time TD, the throttle opening predicted from the target opening before the difference time between the delay time TD and the read-ahead time TFWD is read from the memory, which is read ahead. It can be used as the opening.

  However, when the delay time TD is shorter than the prefetch time TFWD, the actual throttle opening may further change between the delay time TD and the prefetch time TFWD. Therefore, as a result of the comparison in step S100, when the look-ahead time TFWD is longer than the delay time TD, the processes in steps S120 and S130 are selected.

First, in step S120, the estimated throttle change angle after TD defined by the following equation 1 is calculated.
Estimated throttle change angle after TD = a × Throttle change angle after TD + b × Target opening change angle after TD Equation 1

  In the above formula 1, “throttle change angle after TD” means a change speed of the throttle opening after the TD from the present time (change angle per calculation cycle, hereinafter simply referred to as a throttle change angle). The “target opening change angle after TD” is an opening command value after TD from the present time, that is, the change rate of the target opening before being delayed (change angle per calculation cycle, hereinafter simply referred to as target opening). It is called the change angle. The throttle change angle after TD is taken from the throttle change angle calculation unit 42. The throttle change angle calculation unit 42 uses the difference between the current predicted throttle opening (predicted throttle opening after TD from the current time) calculated by the throttle model 40 and the previous predicted throttle opening as the throttle change angle after TD. Calculated. On the other hand, the target opening change angle after TD is taken from the target opening change angle calculator 46. The target opening change angle calculation unit 46 calculates the difference between the current target opening before the delay and the previous target opening as the target opening change angle. Note that “a” and “b” used in Equation 1 are coefficients. The total value of the coefficients a and b is 1, and is adjusted according to the engine operating conditions (for example, engine speed and throttle opening).

In the next step S120, using the estimated throttle change angle after TD calculated in step S120, the predicted throttle opening after the read-ahead time TFWD from the current time is calculated by the following equation 2. The second term on the right side of Equation 2 is the predicted amount of change in the throttle opening until TFWD further elapses after TD elapses. The pre-reading opening degree calculation unit 44 outputs the predicted throttle opening degree calculated by Equation 2 to the intake air amount calculation unit 48 as the pre-reading opening degree.
Predicted throttle opening after TFWD = Predicted throttle opening after TD + Throttle change estimated angle after TD × (TFWD−TD) Equation 2

  FIG. 4 shows the processing of steps S120 and S130 in a time chart. As shown in this figure, when the look-ahead time TFWD is longer than the delay time TD, the operating state of the throttle 38 at the time when the delay time TD has elapsed is first predicted based on the target opening before the delay. . Then, based on the predicted operating state of the throttle 38 after TD, a future throttle opening is further predicted by the difference time between the look-ahead time TFWD and the delay time TD. According to this, it is possible to shorten the delay time TD in the delay control without sacrificing the prediction accuracy of the throttle opening at the intake valve closing timing, and the response time to the torque request can be improved by shortening the delay time TD. Can be improved.

  In addition, in calculating the predicted change amount of the throttle opening after the delay time TD has elapsed, not only the throttle change angle after TD but also the target opening change angle after TD is used, so that It becomes possible to predict the throttle opening more accurately. For example, as shown in FIG. 4, when the target opening change angle is smaller than the throttle change angle after TD, the actual throttle change angle gradually decreases between the TD and the TFWD. It is thought that it will go. In this case, if the predicted change amount is calculated based only on the throttle change angle after TD, there is a possibility that the look-ahead opening greatly deviates from the actual throttle opening. On the other hand, when the predicted change amount is calculated based on the estimated throttle change angle after TD obtained by the above equation 1, the pre-reading opening degree and the actual opening degree are reflected by reflecting the target opening change angle. The deviation can be suppressed.

  The control device as the first embodiment of the present invention has been described above. The correspondence relationship between the first embodiment and the present invention is as follows.

  In the configuration shown in FIG. 1, the driver request torque calculation unit 20 and the VSC request torque calculation unit 22 correspond to the “torque request generation source” of the first invention, and the torque arbitration unit 30, the target intake air amount calculation unit 32, and the target The opening calculation unit 34 constitutes the “target opening setting means” of the first invention. The throttle delay control unit 36 corresponds to the “throttle delay control means” of the first invention. The throttle model 40 and the throttle change angle calculation unit 42 correspond to the “first prediction means” of the first invention, and the look-ahead opening calculation unit 44 is the “second prediction” of each of the first to third inventions. It corresponds to “means”. Further, at least one of the intake air amount calculated by the intake air amount calculation unit 48 and the fuel injection amount calculated by the fuel injection amount calculation unit 50 is the “predetermined control parameter value related to air-fuel ratio control” according to the first aspect of the invention. It corresponds to.

Embodiment 2. FIG.
A second embodiment of the present invention will be described with reference to FIGS.

  FIG. 5 is a block diagram showing a configuration of a control device for an internal combustion engine for a vehicle as a second embodiment of the present invention. The difference between the control device of the present embodiment and the control device of the first embodiment is that a function for reflecting the deviation between the predicted throttle opening after TD and the target opening in the calculation of the pre-reading opening is added. is there. In the configuration shown in FIG. 5, elements that are the same as those in the first embodiment are given the same reference numerals.

In the present embodiment, the prefetch opening calculation unit 56 calculates the predicted throttle opening after the prefetching time TFWD from the current time according to the following equation 3. “En” in the second term on the right side of Equation 3 is a correction coefficient and is set by the correction coefficient setting unit 58.
Predicted throttle opening after TFWD = Predicted throttle opening after TD + Throttle change estimated angle after TD / en × (TFWD−TD) Equation 3

  The correction coefficient setting unit 58 calculates a deviation between the target opening set by the target opening calculation unit 34 and the throttle opening calculated by the throttle model 40, and sets the correction coefficient en based on the deviation. The correction coefficient en set by the correction coefficient setting unit 58 is taken into the pre-reading opening degree calculation unit 56, and the pre-reading opening degree calculation unit 56 performs the calculation of Equation 3 using the taken correction coefficient en. Then, the predicted throttle opening calculated by Equation 3 is output to the intake air amount calculation unit 48 as a pre-reading opening.

  FIG. 6 is a flowchart showing a look-ahead opening degree calculation routine executed in the present embodiment. The same step numbers are assigned to the processes common to the pre-reading opening degree calculation routine executed in the first embodiment. In this routine, if it is determined in step S100 that the delay time TD is shorter than the look-ahead time TFWD, the determination in step S200 is further performed. Then, based on the determination result, the value of the correction coefficient en is set.

  In step S200, a deviation between the target opening before the delay (target opening after TD) and the predicted throttle opening after TD calculated by the throttle model 40 is calculated, and the absolute value of the opening deviation and a predetermined value are calculated. Is compared with the threshold value γ. As a result of the comparison, when the absolute value of the opening degree deviation is equal to or smaller than the threshold value γ, the process of step S210 is selected, and the correction coefficient setting unit 58 sets the value of the correction coefficient en to 1. On the other hand, when the absolute value of the opening deviation is larger than the threshold value γ, the process of step S220 is selected, and the correction coefficient setting unit 58 sets the value of the correction coefficient en to a predetermined value x smaller than 1.

  In step S230, the estimated throttle change angle after TD is calculated according to the above equation 1. In the next step S240, using the correction coefficient en set in step S210 or S220, the predicted throttle opening after TFWD, that is, the pre-reading opening is calculated according to the above equation 3. In Expression 3, the correction coefficient en is used to correct the throttle change estimated angle.

  By obtaining the pre-reading opening degree by the procedure as described above, the prediction accuracy of the pre-reading opening degree can be further increased. For example, as shown in FIG. 7, when there is a large difference between the target opening after TD and the predicted throttle opening after TD, the throttle change angle becomes the target between TD and further TFWD. There is a high possibility of increasing following changes in the opening. In such a case, in the present embodiment, the value of the correction coefficient en is set to a value smaller than 1 (the process in step S220 described above). Then, the pre-reading opening is calculated based on the estimated throttle change angle corrected by the correction coefficient en. As shown in FIG. 7, by calculating the predicted change amount based on the corrected throttle change estimated angle, the predicted change amount can be made larger than the amount obtained from the throttle change estimated angle after TD. The difference between the degree and the actual opening can be suppressed.

  The control apparatus as the second embodiment of the present invention has been described above. In the configuration shown in FIG. 4, the correction coefficient setting unit 58 corresponds to the “predictive correction means” of the fourth invention. The other correspondence relationship between the second embodiment and the present invention is common to the correspondence relationship between the first embodiment and the present invention.

Others.
The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention. For example, the following modifications may be made.

  In the above-described second embodiment, the correction coefficient en may be defined as a continuous function of the absolute value of the opening degree deviation. However, the value of the correction coefficient en is set to a value smaller than 1 as the absolute value of the opening degree deviation is larger than the threshold value γ.

  In the first and second embodiments, the predicted change amount is calculated using the throttle change estimated angle calculated from the throttle change angle after TD and the target opening change angle, but only the throttle change angle after TD is used. It is also possible to calculate the predicted change amount. In calculating the throttle change estimated angle, the throttle change angular velocity after TD, that is, the change acceleration of the predicted throttle opening after TD may be used. Further, the change angular velocity of the target opening after TD may be used for calculating the throttle change estimated angle.

1 is a block diagram showing a configuration of a control device for an internal combustion engine for a vehicle as Embodiment 1 of the present invention. FIG. It is a flowchart which shows the prefetch opening degree calculation routine performed in Embodiment 1 of this invention. It is a time chart for demonstrating the look-ahead method of the throttle opening employ | adopted in Embodiment 1 of this invention. It is a time chart for demonstrating the look-ahead method of the throttle opening employ | adopted in Embodiment 1 of this invention. It is a block diagram which shows the structure of the control apparatus of the internal combustion engine for vehicles as Embodiment 2 of this invention. It is a flowchart which shows the prefetch opening degree calculation routine performed in Embodiment 2 of this invention. It is a time chart for demonstrating the look-ahead method of the throttle opening employ | adopted in Embodiment 2 of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Acceleration sensor 12 Yaw rate sensor 20 Driver required torque calculation part 22 VSC request torque calculation part 30 Torque adjustment part 32 Target intake air amount calculation part 34 Target opening degree calculation part 36 Throttle delay control part 38 Throttle 40 Throttle model 42 Throttle change angle calculation Units 44 and 56 Pre-reading opening degree calculation unit 46 Target opening degree change angle calculation unit 48 Intake air amount calculation unit 50 Fuel injection amount calculation unit 52 Fuel injection control unit 54 Fuel injection device 58 Opening deviation calculation unit

Claims (4)

In a control apparatus for an internal combustion engine for a vehicle that predicts a future throttle opening for a predetermined look-ahead time from the current time and calculates a predetermined control parameter value related to air-fuel ratio control of the internal combustion engine based on the predicted throttle opening,
Target opening setting means for setting a target opening of the throttle based on a torque request output from a predetermined torque request generation source;
A throttle delay control means for delaying the set target opening by a predetermined delay time shorter than the look-ahead time and outputting to the throttle, and operating the throttle according to the delayed target opening;
First predicting means for predicting the operating state of the throttle at the time when the delay time has elapsed from the present based on the target opening before delaying;
Second prediction means for predicting a future throttle opening for the pre-reading time from the current time based on the throttle operating state predicted by the first prediction means;
A control device for an internal combustion engine for a vehicle.   The second prediction means acquires a predicted value of the change rate and / or change acceleration of the throttle opening when the delay time has elapsed, and predicts the acquired change rate and / or change acceleration of the throttle opening. 2. The control apparatus for an internal combustion engine for a vehicle according to claim 1, wherein a predicted change amount of the throttle opening from the time when the delay time elapses until the time of the look-ahead time elapses is set based on a value.   The second predicting means acquires the change rate and / or acceleration of the target opening before delaying, and decreases the predicted change amount as the acquired change rate and / or acceleration of the target opening is smaller. 3. The control device for an internal combustion engine for a vehicle according to claim 2, wherein the control device is set to a value. A prediction correction unit that compares the target opening before the delay and the predicted value of the throttle opening at the time when the delay time has elapsed, and increases the predicted change amount as the difference is larger,
The control device for an internal combustion engine for a vehicle according to claim 2, further comprising:

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