JP2009293482A - Atmospheric pressure estimation control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the deterioration of drivability by improving the atmospheric pressure estimation accuracy and the renewal frequency of estimated atmospheric pressure when a pedal pressing amount of a throttle is small. <P>SOLUTION: Accurate first estimation atmospheric pressure generated by adding a first atmospheric pressure estimation addition value is stored by a first estimation atmospheric pressure storage means 106 when an output opening of an opening detection means 102 satisfies a first opening condition TH1, and second estimation atmospheric pressure generated by adding a second atmospheric pressure estimation addition value is stored by a second estimation atmospheric pressure storage means 110 when the output opening satisfies a second opening condition TH2 which is lower than the first opening condition TH1. The estimated atmospheric pressure stored by the first estimation atmospheric pressure storage means 106 is directly reflected to estimated atmospheric pressure for control. The renewal of estimated atmospheric pressure by the second estimation atmospheric pressure storage means 110 after the renewal of the estimated atmospheric pressure by the first estimation atmospheric pressure storage means is performed and stored as estimated atmospheric pressure for control while the same is limited by a second estimation atmospheric pressure reflection limitation means 111 under a specific reflection renewal condition. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  By detecting the intake pipe pressure of an internal combustion engine without using an atmospheric pressure sensor, the present invention is an internal combustion engine capable of performing high-precision atmospheric pressure estimation without being restricted by the engine speed and load conditions. The present invention relates to an atmospheric pressure estimation control device.

  In general, in a fuel control system for an internal combustion engine, the atmospheric pressure of the environment in which the vehicle is traveling is recognized, and the charging efficiency is improved by changing the intake air density or decreasing the exhaust pressure according to the change in atmospheric pressure. It is necessary to correct the influence such as. Thus, for example, a control device as shown in the block diagram of FIG. 17 has been proposed as a conventional atmospheric pressure detection device that estimates atmospheric pressure without using an expensive atmospheric pressure sensor. The one shown in FIG. 17 is for estimating the atmospheric pressure by adding a predetermined value for estimating the atmospheric pressure from the intake pipe pressure detection value when the throttle opening is in the atmospheric pressure detection zone. If the opening condition that the intake pipe pressure corresponding to the atmospheric pressure is obtained by the condition comparison means 1701 from the outputs of the rotational speed detecting means 101, the throttle opening detecting means 102, and the intake pipe pressure detecting means 103 is satisfied, the atmospheric pressure The estimated pressure adder 1702 adds the added value determined by the function of the rotational speed to the detected intake pipe pressure, and the estimated estimated atmospheric pressure storage means 1703 stores the estimated estimated atmospheric pressure for use in engine control. Is. (See Patent Document 1 and Patent Document 2)

  In addition, in order to perform more accurate estimation, the time during which the throttle opening is stagnating in the atmospheric pressure detection zone is obtained, and the detection accuracy of the estimated atmospheric pressure is improved by setting the stagnation for a predetermined time or longer as the atmospheric pressure estimation condition. Improved control has been proposed. (See Patent Document 1)

Japanese Patent No. 2505530 JP 2002-161786 A

  In Patent Document 1, when the throttle opening is stagnating for a predetermined time in an atmospheric pressure detection zone in a high-load operation state with a small pressure loss, an intake pipe pressure is detected and an estimated atmospheric pressure is obtained by adding a set value. Therefore, when climbing uphill where the atmospheric pressure changes, the atmospheric pressure detection condition is not satisfied and the atmospheric pressure is not met on a gentle uphill road that does not require the depression of the throttle opening to enter a high-load operation state. There is a possibility that the update is not executed, and there is a problem that the difference between the actual atmospheric pressure and the estimated atmospheric pressure used for control becomes large, resulting in deterioration of drivability and erroneous detection of failure diagnosis.

  In addition, when the estimated atmospheric pressure is calculated by satisfying the atmospheric pressure detection conditions, the estimated atmospheric pressure for control stored in the past is changed instantaneously, so various atmospheric pressure correction values are reflected rapidly. Therefore, drivability may be deteriorated.

Further, in Patent Document 2, in order to improve the atmospheric pressure estimation frequency, the region is divided into a plurality of regions based on the engine speed and the throttle opening, and an offset addition value determined in advance for each region is added to the intake pipe pressure. Although the configuration is such that the atmospheric pressure update frequency is improved by calculating the estimated atmospheric pressure, the relationship between the intake pipe pressure change and the throttle opening in the normal engine is as shown in FIG. As a result, the intake pipe pressure tends to saturate in the region where the throttle opening is high, and the difference from the atmospheric pressure can be obtained stably. However, the change in the intake pipe pressure in the region where the throttle opening is low is characterized by a sudden change. The calculation error of the estimated atmospheric pressure increases.
The estimated atmospheric pressure with a large error is also updated and adopted as the atmospheric pressure for fuel control correction in the same way as the highly accurate estimated atmospheric pressure, which causes problems such as deterioration of drivability and erroneous detection of fault diagnosis. It was.

  Also, since the atmospheric pressure is actively updated to the high side and the low side is waited for a predetermined time, the engine control needs to be corrected in the low pressure environment, but the correction is delayed and fuel leaning / knocking occurs.・ There was a high possibility that drivability would be adversely affected, such as a decrease in rotation.

  The present invention has been made to solve the above-described problems. By performing atmospheric pressure estimation with the throttle opening being low, the atmospheric pressure estimation frequency is improved and the throttle opening is low. In this case, the atmospheric pressure estimation detection error increases. However, the high accuracy detection result is prioritized and the pressure information adoption frequency with high error factor is suppressed, while the reflection of the result with a large detection error is limited, thereby reducing the drivability. An object of the present invention is to provide an atmospheric pressure estimation control device for an internal combustion engine that is prevented.

  In addition, using the gradient information of the vehicle and the gradient and altitude that can be predicted by multiplying the vehicle value by the multiplication value, the pressure addition value (the intake pipe pressure and the atmospheric pressure is expressed as a function of the engine rotation speed stored in advance. (Difference) is added to the intake pipe pressure to limit the update range of the estimated atmospheric pressure, or by filtering to reflect a sudden change in the estimated atmospheric pressure, improving the atmospheric pressure estimation accuracy, An object of the present invention is to provide an atmospheric pressure estimation control device for an internal combustion engine that prevents deterioration of drivability.

  Further, the pressure addition value (difference between the intake pipe pressure and the atmospheric pressure) indicated by the function of the engine speed stored in advance necessary for atmospheric pressure estimation is used as an EGR control amount or VVT that causes disturbance of intake pipe pressure change. It is an object of the present invention to provide an atmospheric pressure estimation control device for an internal combustion engine which is improved in accordance with a change width or the like to improve atmospheric pressure estimation accuracy and prevent deterioration of drivability.

  In addition, by subdividing the reflection update conditions and restrictions for atmospheric pressure estimation, the atmospheric pressure estimation is carried out over a wider range of throttle opening with high frequency and high accuracy, and the deterioration of drivability is prevented. An object of the present invention is to provide an atmospheric pressure estimation control apparatus for an internal combustion engine.

An atmospheric pressure estimation control apparatus for an internal combustion engine according to the present invention includes a rotation speed detection means for detecting the rotation speed of the engine, an intake pipe pressure detection means for detecting the pressure of the intake pipe, and a throttle valve for adjusting the intake pipe passage area. An opening degree detecting means for detecting the opening degree, a condition comparing means for judging that an output opening degree of the opening degree detecting means satisfies an opening degree condition for atmospheric pressure detection judgment, and a condition comparison means When the condition is satisfied, the atmospheric pressure estimated pressure is obtained by reading the output of the pressure detecting means and adding the pressure addition value for estimating the atmospheric pressure stored in advance as a function of the engine speed to the intake pipe pressure. In the atmospheric pressure estimation control apparatus for an internal combustion engine provided with an adder and an estimated atmospheric pressure storage means for storing the output of the estimated atmospheric pressure adder as the estimated atmospheric pressure, the output opening degree of the opening degree detecting means is a first value. High load The first condition comparison means for determining that the first opening condition (TH1) for determining the rotation atmospheric pressure detection is satisfied, and the first condition comparison means determines that the condition is satisfied. The first estimated atmospheric pressure storage means for storing the estimated atmospheric pressure with high accuracy via the first estimated atmospheric pressure adder for adding the first estimated atmospheric pressure addition value corresponding to the engine rotational speed. The second opening condition (TH2) is set so that the output opening of the opening detecting means is lower than the first opening condition (TH1) for the second medium-load operation atmospheric pressure detection determination. The second condition comparison means for determining that the condition is satisfied, and when the second condition comparison means determines that the condition is satisfied, the second atmospheric pressure estimated addition value corresponding to the engine speed is A second adder for storing the estimated atmospheric pressure via a second adder for adding; A constant atmospheric pressure storage means, a second estimated atmospheric pressure reflection update limiting means for determining that a predetermined time or a predetermined operation condition is satisfied after the estimated atmospheric pressure is updated by the first estimated atmospheric pressure storage means, The high-precision estimated atmospheric pressure stored by the first estimated atmospheric pressure storage means is directly reflected in the estimated atmospheric pressure for control, and after the estimated atmospheric pressure is updated by the first estimated atmospheric pressure storage means, The estimated atmospheric pressure update in the second estimated atmospheric pressure storage means is updated and stored as a control estimated atmospheric pressure while being limited by the second estimated atmospheric pressure reflection update limiting means under specific reflection update conditions. It is.

  According to the atmospheric pressure estimation control apparatus for an internal combustion engine of the present invention, a large amount using the pressure of the intake pipe is used not only when the throttle is fully opened but also when traveling at a throttle opening (TH2) that can be encountered even when traveling on a general road. The atmospheric pressure estimation is executed, and a plurality of estimated atmospheric pressures are continuously updated and stored as control estimated atmospheric pressures. The highly accurate estimated atmospheric pressures stored by the first estimated atmospheric pressure storage means are stored information. Is directly reflected in the estimated atmospheric pressure for control, and the estimated atmospheric pressure update in the second estimated atmospheric pressure memory means after the estimated atmospheric pressure is updated in the first estimated atmospheric pressure memory means is reflected in a specific manner. Since it is updated and stored as the estimated control atmospheric pressure while being restricted by the update conditions, it is not necessary to step down to the throttle opening (TH1) at which the high load operation state is reached during uphill traveling where the atmospheric pressure changes. Even on an uphill road, since the atmospheric pressure detection condition under the second opening condition (TH2) is satisfied, the atmospheric pressure update frequency can be increased, and the deviation between the actual atmospheric pressure and the detected atmospheric pressure can be reduced. It is possible to improve the atmospheric pressure estimation accuracy and prevent drivability deterioration and erroneous detection of failure diagnosis.

In addition, as a method of restricting the update of the estimated atmospheric pressure in the second estimated atmospheric pressure storage means, it is possible not to restrict to the decompression side, thereby preventing an atmospheric pressure deviation with a risk such as an engine stall and suppressing a decrease in rotation. it can.
Further, an estimated value obtained by adding a pre-stored pressure addition value to the intake pipe pressure using a gradient or altitude that can be predicted by gradient information of the gradient determination means, information obtained by integrating the multiplication value with the vehicle speed, or the like. The atmospheric pressure estimation accuracy can be improved by limiting the update range of the atmospheric pressure.

Further, the estimated atmospheric pressure due to disturbance is corrected by correcting the atmospheric pressure estimated addition value to be added to the intake pipe pressure according to the EGR control amount and the VVT change amount that affect the intake pipe pressure other than the change in the throttle opening. Can be prevented.
In addition, by subdividing the conditions and restrictions for atmospheric pressure estimation, by controlling the restricted area in light of the throttle opening conditions, it is possible to perform atmospheric pressure estimation over a wide range with high frequency and high accuracy. Deterioration can be prevented.

  The above-described and other objects, features, and effects of the present invention will become more apparent from the detailed description and the drawings in the following embodiments.

Embodiment 1 FIG.
FIG. 1 is a control block diagram showing Embodiment 1 of the present invention, FIG. 2 is a block diagram showing the configuration of an atmospheric pressure estimation control apparatus for an internal combustion engine in Embodiment 1 of the present invention, and FIG. 3 is a control flowchart according to the first embodiment. 24 and 25 are atmospheric pressure update timing charts when Embodiment 1 of the present invention is executed.
In FIG. 2, 201 is an internal combustion engine, 202 is an input of an output signal of a sensor that knows various rotations and engine states, and calculates a fuel injection amount, ignition timing, and control amounts of various actuators, and a fuel injector and ignition coil An engine control unit (hereinafter referred to as an ECU) that controls the actuator by giving a signal to the actuator, 203 is an air flow that measures the amount of air sucked into the intake pipe, which is necessary only for a system that measures the amount of intake air and performs fuel control Sensor 204 is a throttle valve that adjusts the intake pipe passage area to adjust the amount of air intake, 205 is a throttle opening sensor that detects the opening / closing angle of throttle valve 204, and 206 is attached to a surge tank of the intake pipe An intake pipe pressure sensor 207 for measuring the intake pipe pressure, 207 is a cylinder mounted on the cylinder head. Cam angle sensor that detects the rotational position of the shaft, 208 is a crank angle sensor that detects the rotational speed of the crankshaft, 209 is an accelerator opening sensor that detects the depression angle of the accelerator required only for the electronic throttle system, and 210 is intake air An intake air temperature sensor that detects the temperature of the engine, 211 is a water temperature sensor that detects the temperature of the cooling water circulating to cool the engine, and 212 is driven according to a signal from the ECU 202 to inject fuel into the intake air. A fuel injector for forming an air-fuel mixture, 213 uses an intake pipe negative pressure to recirculate the combustion exhaust gas sent to the exhaust pipe while adjusting the gas amount according to a signal from the ECU 202, and 214 denotes an ECU The ignition coil 215 that generates a high voltage by energizing and shutting off the current according to the signal from the A gradient estimation sensor such as inclination sensor and acceleration G sensor is another to means.

  Further, the ECU 202 is equipped with a microcomputer controlled by a program, and in addition to a ROM and a RAM for storing preset information, an A / D converter, a timer, etc. for A / D conversion of signal information of various sensors Is installed.

Next, FIG. 1 shows a control block diagram, in which 101 is a rotational speed detecting means, and a method of detecting the rotational speed of the engine from the output of the crank angle sensor 208 is general. Reference numeral 102 denotes a throttle valve opening degree detecting means for detecting the opening ratio and angle of the throttle valve 204 from the output of the throttle opening degree sensor 205. Reference numeral 103 denotes intake pipe pressure detection means, which detects from the output of the intake pipe pressure sensor 206. Reference numeral 104 denotes a first condition comparison means, and the pressure loss in the intake passage set in advance in the ROM of the ECU 202 is equal to or less than a predetermined value (about 20 mmHg) for the detection of atmospheric pressure during high load operation, or when the throttle is fully opened. The throttle opening (TH1) for each rotation that is the minimum opening saturated with pressure is compared with the output (TH) of the throttle opening detecting means 102, and a predetermined throttle opening (TH1) <throttle valve opening It is determined that the output (TH) of the detection means 102 is obtained.
Furthermore, a condition for determining stability such as a maintenance duration may be added to the determination condition of the first condition comparison unit 104.

Reference numeral 105 denotes a first estimated atmospheric pressure adder for estimating the atmospheric pressure in accordance with the engine speed set in advance in the ROM of the ECU 202 to the intake pipe pressure (Pb) output from the intake pipe pressure detecting means 103. Add the value of. Reference numeral 106 denotes a first estimated atmospheric pressure (PA1) storage unit that temporarily stores the high-precision estimated atmospheric pressure during high load operation obtained by the first atmospheric pressure estimated pressure adder 105 in the RAM of the ECU 202. 107 is an estimated atmospheric pressure (PA) storage means for control, and finally stores an atmospheric pressure value used for engine control from outputs of a plurality of estimated atmospheric pressure storage means obtained from a plurality of throttle opening conditions.
Reference numeral 108 denotes a second condition comparison means for each rotation at which the pressure loss in the intake passage set in advance in the ROM of the ECU 202 is about a predetermined value (about 100 mmHg), which is an opening condition lower than the first condition (TH1). Each throttle opening (TH2) is compared with the output (TH) of the throttle opening detecting means 102, and a predetermined throttle opening (TH2) <the output (TH) of the throttle opening detecting means 102 is obtained. Judge that.
Furthermore, a condition for determining stability such as a maintenance duration may be added to the determination condition of the second condition comparison unit 108.

Reference numeral 109 denotes a second atmospheric pressure estimated pressure adder for estimating the atmospheric pressure in accordance with the engine speed set in advance in the ROM of the ECU 202 to the intake pipe pressure (Pb) output from the intake pipe pressure detecting means 103. Add the value of.
Reference numeral 110 denotes a second estimated atmospheric pressure (PA2) storage means, and a second estimated atmospheric pressure adder 109.
Is temporarily stored in the RAM of the ECU 202.
Reference numeral 111 denotes second estimated atmospheric pressure reflection update limiting means for determining whether or not the value stored in the second estimated atmospheric pressure (PA2) storage means 110 is reflected in the control estimated atmospheric pressure storage means 107. Is stored in the control estimated atmospheric pressure storage means 107, updating with the value stored in the second estimated atmospheric pressure storage means 110 is prohibited until a predetermined condition is satisfied.

FIG. 3 is a flowchart for explaining the operation of the first embodiment executed in the ECU 202. In step 301, parameters indicating the engine operating state necessary for the present control, the engine speed (NE) and the throttle opening (TH). Is read. Next, at step 302, the throttle opening (TH) is compared with the first condition (TH1) shown in FIG. 19 to determine whether TH> TH1 is satisfied.
When the first condition (TH1) is established in step 302, it means that the engine is in a high load operation state, and the pressure is similar to the relationship between the engine speed and the intake pipe pressure when the throttle is fully opened as shown in FIG. The behavior is obtained, and the pressure (Pb) at that time is read in Step 303. Next, in step 304, an addition value (α) for atmospheric pressure estimation corresponding to the engine speed of the relationship shown in FIG. 20 is read, and in step 305, addition with the intake pipe pressure (Pb) is performed. A first high-precision estimated atmospheric pressure (PA1 = Pb + α) is calculated.

  In step 306, the first estimated atmospheric pressure (PA1) obtained by the calculation is stored in the RAM. In step 307, the first estimated atmospheric pressure (PA1) is stored as the estimated atmospheric pressure for control (PA). Then, one set of a prohibition flag for prohibiting reflection of the second estimated atmospheric pressure control value and a predetermined value for the prohibit timer are set.

When the first condition is not satisfied in step 302, step 308 is executed, and the throttle opening (TH) is compared with the second condition (TH2) shown in FIG. 19, and TH> TH2 is satisfied. If the condition is not satisfied, the control is once ended and the next control cycle is executed again from step 301.
When the second condition (TH2) is established in step 308, the pressure (Pb) at that time is read in step 309. Next, at step 310, the addition value (β) for atmospheric pressure estimation corresponding to the engine speed of the relationship shown in FIG. 20 is read, and at step 311, addition with the intake pipe pressure (Pb) is performed. The second estimated atmospheric pressure (PA2 = Pb + β) is calculated.

  In step 312, the second estimated atmospheric pressure (PA2) obtained by the calculation is stored in the RAM. In step 313, whether or not the prohibition flag for prohibiting reflection of the second estimated atmospheric pressure control value is cleared to 0. If the prohibition flag is set to 1, the flow is terminated without executing step 315. When the prohibition flag is cleared to 0, in step 315, the second estimated atmospheric pressure (PA2) is stored as the control estimated atmospheric pressure (PA).

FIG. 7 is a flowchart for explaining the control for clearing the prohibition flag for prohibiting the reflection of the second estimated atmospheric pressure control value set in step 314 shown in FIG.
In step 701, it is determined whether or not the prohibit timer is 0. If the timer is 0, step 704 is executed to clear the prohibition flag to 0 and cancel the second estimated atmospheric pressure control value reflection prohibition. If the prohibit timer is not 0 in step 701, the prohibit timer is decremented in step 702.
Next, in step 703, it is determined whether or not a predetermined operation condition is satisfied. The predetermined operating conditions at this time are those for determining that the second condition (TH2) has once fallen after the update under the first condition (TH1) shown in FIG. The throttle opening position is used as an index for determining whether the vehicle has stayed for a predetermined time in the region between TH1 and TH2, which are the conditions, and for determining conditions for determining stable travel with a small amount of change in the throttle opening. There is an operating condition judgment. In addition, various operation / environmental changes such as fuel control mode changes and temperature conditions can be used as conditions.
If the condition is satisfied in step 703, the prohibition flag is cleared to 0 in step 704, and if not satisfied, the flag remains in the prohibition state and the next processing cycle is waited.

By performing control along this flow, as shown in the atmospheric pressure update timing chart of FIG. 24, the atmospheric pressure can be updated (marked with ● in FIG. 24) in a wide operating range of the throttle opening (TH). After the atmospheric pressure is updated under the first condition (TH1), the reflection update prohibition timer is set, the throttle opening is below the first condition (TH1), and stays in the region above the second condition (TH2). Even in this case, during the period until the prohibition timer becomes zero, the second estimated atmospheric pressure reflection update restriction of the pattern a) in which the reflection update of the second estimated atmospheric pressure is prohibited can be performed. In the operation shown in the pattern b) of FIG. 24, the reflection update prohibition timer is set in the same manner as in the pattern a). However, even when the prohibit timer is not zero, the throttle opening is the second. The condition is set to cancel the prohibition flag when the condition (TH2) falls below. In this case, the value of the prohibit timer is ignored, and a pattern in which the reflection update of the second estimated atmospheric pressure is permitted under the second condition (TH2) is shown. As for the restriction by the throttle condition, the second estimated atmospheric pressure (PA2) is estimated for control by monitoring the operating conditions such as until the throttle fully closed idle determination is performed or the stable traveling with little throttle change is determined. You may make it not update to atmospheric pressure.

  FIG. 25 shows a chart of a pattern c) in which the prohibit timer is set at a timing different from the prohibit timer setting method shown in FIG. 24, and the operation for limiting the second estimated atmospheric pressure reflection update by the prohibit timer. These are the atmospheric pressure update timing charts shown in the same way as the pattern a) in FIG. The prohibit timer indicated by a solid line in the figure represents a pattern in which the timer is set at a timing when the first condition (TH1) is satisfied after the first condition (TH1) is satisfied. The same effect can be obtained by setting the timer after the atmospheric pressure is updated while satisfying the condition (TH1).

  As described above, according to the first embodiment of the present invention, in addition to the first estimated atmospheric pressure detection control corresponding to the conventional control device shown in FIG. An atmospheric pressure renewal restriction by a timer is provided, and when the condition is satisfied, the second atmospheric pressure renewal condition is established, and the second estimated atmospheric pressure having a large variation is calculated and adopted as the control atmospheric pressure. As a result, the atmospheric pressure can be updated sequentially even on a gentle climb, and the update frequency can be improved and the atmospheric pressure can be estimated with high estimation accuracy.

Embodiment 2. FIG.
FIG. 4 is a control block diagram showing Embodiment 2 of the present invention, and FIG. 5 is a control flowchart showing Embodiment 2 of the present invention.
In FIG. 4, blocks 101 to 111 are blocks having the same functions as those described in the first embodiment. Reference numeral 401 denotes a gradient determination unit that determines the inclination angle of the vehicle body from the output of a gradient sensor, an acceleration G sensor, or the like. Reference numeral 402 denotes atmospheric pressure reflection update limit determination means for restricting the reflection of the value stored in the second estimated atmospheric pressure (PA2) storage means 110 to the control estimated atmospheric pressure (PA) storage means 107. (2) Before passing to the estimated atmospheric pressure reflection update limiting means 111, it is estimated from the output of the gradient determination means 401 whether it is uphill (uphill) or downhill (downhill). At the time of the slope, the stored value is converted into the limited second estimated atmospheric pressure (PA2_CLIP) in which the clip for limiting the decrease in atmospheric pressure is set, and is sent to the second estimated atmospheric pressure reflection update limiting means 111.

FIG. 5 is a flowchart for explaining the operation of the second embodiment executed in the ECU 202. Steps 301 to 314 are the control flow of the same operation as that explained in the first embodiment. In step 313, it is determined whether or not the prohibition flag for reflecting the second estimated atmospheric pressure control value is cleared to 0. If the prohibition flag is set to 1, the flow ends without executing step 501. To do. When the prohibition flag is cleared to 0, it is determined whether or not it is an upward gradient from the result obtained by the gradient determination means in step 501. If so, the process proceeds to step 503.

  In step 502, the second estimated atmospheric pressure (PA2) obtained in step 312 is compared with the estimated estimated atmospheric pressure (PA) used for engine control, and the value determined as the high altitude, which is a small value, is estimated for control. The new flow is stored in the atmospheric pressure RAM and the flow is terminated. In step 503, as in step 502, the second estimated atmospheric pressure (PA2) and the control estimated atmospheric pressure (PA) are compared, and the value determined as the lowland, which is a large value, is stored in the control estimated atmospheric pressure RAM. Newly memorize and end the flow.

  Thus, according to Embodiment 2 of the present invention, by performing control according to the above flow, the gradient information of the gradient determination unit is utilized to predict whether the vehicle is in an uphill state or a downhill state, By limiting the update direction of the estimated atmospheric pressure, the accuracy of estimating the atmospheric pressure can be improved.

Embodiment 3 FIG.
FIG. 6 is a control flowchart showing the third embodiment of the present invention. Steps 301 to 315 are the same control flow as described in the first embodiment.
In step 313, when the prohibition flag for prohibiting reflection of the second estimated atmospheric pressure control value is set, step 601 is executed to determine the estimated atmospheric pressure for control (PA) and the second estimated atmospheric pressure (PA2). Even if the prohibition flag is set only when the estimated control atmospheric pressure (PA) is larger, that is, when it is determined that the atmospheric pressure has decreased due to the uphill, the second flag is set in step 315. The estimated atmospheric pressure (PA2) is stored as the estimated atmospheric pressure for control (PA). If it is determined in step 601 that the second estimated atmospheric pressure (PA2) is large, the flow ends.

  As described above, according to the third embodiment of the present invention, by performing the control according to the above-described flow, it is possible to restrict only the direction in which the atmospheric pressure is increased by providing the prohibition condition. The engine stall due to the lack of air volume can be prevented by lowering the density, and updating to one side is prohibited, so that the accuracy of the estimated atmospheric pressure adopted as the atmospheric pressure for control can be kept high as in the first embodiment. .

Embodiment 4 FIG.
FIG. 8 is a control block diagram showing Embodiment 4 of the present invention, and FIG. 9 is a control flowchart showing Embodiment 4 of the present invention.
In FIG. 8, steps 101 to 110 are blocks having the same functions as those described in the first embodiment. 801 is an estimated atmospheric pressure update deviation correction means, and when the second estimated atmospheric pressure (PA2) is stored as the estimated atmospheric pressure for control (PA), the change range from the previous estimated atmospheric pressure for control (PA) is set. The second estimated atmospheric pressure (PA2) is corrected to limit.
In addition to limiting the range of change, it is also possible to add a filter process to the deviation update from the previous estimated atmospheric pressure (PA) for control to the second estimated atmospheric pressure (PA2) to be updated to prevent sudden changes. is there.

FIG. 9 is a flowchart for explaining the operation of the fourth embodiment executed in the ECU 202. Steps 301 to 312 and step 315 are a control flow of the same operation as that explained in the first embodiment. Next to step 312, step 901 is executed to determine the difference between the control estimated atmospheric pressure (PA) and the second estimated atmospheric pressure (PA2).
It is determined whether or not the limit value stored in the ROM of the CU 202 is exceeded.
If the limit is not exceeded, the process proceeds to step 315. If the limit is exceeded, the second estimated atmospheric pressure (PA2) stored in the RAM in step 902 is then stored in the control estimation already stored. Replace with the value obtained by adding or subtracting the limit value to atmospheric pressure (PA). Next, in step 315, the second estimated atmospheric pressure (PA2) is stored as the estimated atmospheric pressure for control (PA).

  As described above, according to the fourth embodiment of the present invention, by performing the control according to the above-described flow, a sudden change in the estimated atmospheric pressure (PA) for control can be prevented, and the calculation frequency of the estimated atmospheric pressure is expanded. As a result, if the estimated result at the second estimated atmospheric pressure (PA2), which has a large variation, does not change greatly, the control estimated atmospheric pressure (PA) does not vary greatly, there may be a variation error. Therefore, the renewal of the control atmospheric pressure is limited, and the sudden change of the control atmospheric pressure and the occurrence of a shock accompanying the sudden change can be prevented.

Embodiment 5 FIG.
FIG. 10 is a control block diagram showing Embodiment 5 of the present invention, and FIG. 11 is a control flowchart showing Embodiment 5 of the present invention.
In FIG. 10, steps 101 to 111 are blocks having the same functions as those described in the first embodiment. Reference numeral 401 denotes a gradient determination unit, which has the function described in the second embodiment. Reference numeral 1001 denotes vehicle speed detection means for detecting the vehicle traveling speed (VS) from the vehicle wheel speed and the rotation of the transmission shaft. Reference numeral 1002 denotes altitude estimation means for obtaining an altitude by calculation from the traveling vehicle speed (VS) and the vehicle gradient (θ). The altitude estimation means 1002 estimates the altitude from the integration result of the arithmetic expression (sin θ × VS) in a predetermined unit time.

  Reference numeral 1003 denotes altitude conversion atmospheric pressure limit width calculation means, which reads out the standard atmospheric pressure for each altitude from the information stored in advance using the estimated altitude from the altitude estimation means 1002 as an argument. A width in consideration of variation (for example, ± 1 kPa corresponding to 100 m) is provided, and the height conversion atmospheric pressure limit width (PA_BAND) is calculated.

  FIG. 11 is a flowchart for explaining the operation of the fifth embodiment executed in the ECU 202. In step 301, parameters indicating the engine operating state necessary for the present control, the engine speed (NE) and the throttle opening (TH). Is read. Next, in step 1101, the traveling vehicle speed (VS) and the vehicle gradient (θ) are read. Next, using the information read in step 1102, an altitude change per unit time is obtained by an arithmetic expression (sin θ × VS). The altitude is estimated by integrating the altitude change. Next, the process proceeds to step 302, and the control flow of the same operation as described in the first embodiment is advanced to step 314.

In step 313, it is determined whether or not the prohibition flag for reflecting the second estimated atmospheric pressure control value is cleared to 0, and when the prohibited flag for reflecting the second estimated atmospheric pressure control value is set to 1, The flow ends without executing step 1103.
When the prohibition flag for reflecting the second estimated atmospheric pressure control value is cleared to 0, step 1103 is executed to read the altitude conversion atmospheric pressure limit (PA_BAND) obtained by setting the estimated altitude and the variation margin, In Step 1104, the second estimated atmospheric pressure (PA2) employed for the estimated estimated atmospheric pressure (PA) is limited to be within the range of the altitude conversion atmospheric pressure limit width (PA_BAND). The atmospheric pressure (PA2) is stored as the estimated control atmospheric pressure (PA), and the flow ends.

  According to the fifth embodiment of the present invention, the atmospheric pressure estimated under the second throttle condition can be limited as a more accurate value by performing the control according to the above flow, and is adopted as the control atmospheric pressure. The estimated atmospheric pressure can be maintained in a highly accurate state at all times.

Embodiment 6 FIG.
FIG. 12 is a control block diagram showing Embodiment 6 of the present invention.
In FIG. 12, 101 to 104 are blocks having the same functions as those described in the first embodiment. An exhaust gas recirculation amount adjusting unit 1201 determines the control amount of the EGR valve 213 for recirculating the combustion exhaust gas flowing through the exhaust pipe into the intake pipe. 1202 is an exhaust gas recirculation control amount correction means for the estimated atmospheric pressure addition value, and an EGR control amount, that is, an exhaust gas, is added to the addition value for atmospheric pressure estimation according to the engine speed preset in the ROM of the ECU 202. Since the intake pipe pressure increases in proportion to the increase in the circulation amount, an EGR rate correction coefficient (KE) that tends to be shown in FIG.

  Reference numerals 106 to 108 and 110 to 111 are blocks having the same functions as those described in the first embodiment. Reference numerals 1203 and 1204 are based on the atmospheric pressure estimated pressure adders 105 and 109 described in the first embodiment, and are adders for multiplying the exhaust gas recirculation control amount correction value (KE).

  FIG. 14 is a flowchart for explaining the operation of the sixth embodiment executed in the ECU 202. In step 301, parameters indicating the engine operating state necessary for the present control, the engine speed (NE) and the throttle opening (TH). Is read. Next, in step 1401, the EGR amount adjustment control amount is read, and then in step 1402, an EGR rate correction coefficient (KE) corresponding to the control amount read is obtained. Next, the process proceeds to step 302 and the control flow of the same operation as described in the first embodiment is advanced to step 304. Next, in step 1403, the first atmospheric pressure estimated pressure addition value (α) read in step 304 is set. On the other hand, the correction addition value (α ′ = α × KE) of the first estimated atmospheric pressure is obtained by multiplying the EGR correction value (KE). The corrected addition value (α ′) obtained here is processed in place of the addition value (α) in step 305 described in the first embodiment, and steps 306 to 307 having the same operation as that described in the first embodiment are performed. Control in step 314 is performed.

  Steps 308 to 315 in the flow when the first condition, TH> TH1, is not established in step 302 are the same control flow as described in the first embodiment. Step 1404 is executed after the second atmospheric pressure estimated pressure addition value (β) is read, and the EGR correction value (KE) is set for the second atmospheric pressure estimated pressure addition value (β). To obtain a corrected added value (β ′ = β × KE) of the second estimated atmospheric pressure. The corrected addition value (β ′) obtained here is processed by replacing it with the addition value (β) of step 311 described in the first embodiment, and steps 312 to 315 of the same operation as described in the first embodiment are performed. Control.

  As described above, according to the sixth embodiment of the present invention, by performing the control along the above flow, the change in the EGR recirculation amount causes the intake pipe pressure to be adjusted with respect to the throttle opening as in the fifth embodiment. Even if the relationship changes and the demand for the additional value to the intake pipe pressure for obtaining the estimated atmospheric pressure is different, it is possible to obtain an appropriate estimated atmospheric pressure additional value and improve the calculation accuracy of the estimated atmospheric pressure Can do.

Embodiment 7 FIG.
FIG. 13 is a control block diagram showing Embodiment 7 of the present invention.
In FIG. 13, reference numerals 101 to 111 denote blocks having the same functions as those described in the first embodiment. Reference numerals 1303 and 1304 denote estimated pressure adders having the same functions as the adders 1202 and 1203 described in the sixth embodiment. In the sixth embodiment, EGR correction values (KE) are multiplied. The seventh embodiment is an adder that multiplies the valve timing advance amount correction value (KV). 1301 is a valve timing adjusting means, which has a variable valve timing advance control amount that can vary the opening / closing timing of a valve that absorbs the intake air mixture into the cylinder of the engine 1 and a valve that sends combustion gas to the exhaust pipe. Ask.
1302 is a valve timing advance amount correction means for the estimated atmospheric pressure addition value. The valve timing advance amount, that is, the intake air, is added to the addition value for estimating the atmospheric pressure according to the engine speed set in the ROM of the ECU 202 in advance. The exhaust gas recirculation amount increases and the intake pipe pressure also increases in proportion to the increase in the overlap amount that both the exhaust valve and the exhaust valve open, and the tendency shown in FIG. VVT advance angle correction coefficient (KV) is obtained.

  A flowchart for explaining the operation of the seventh embodiment will be described with reference to FIG. 14 which is a flowchart of the sixth embodiment. The control operation at each step is the same as that described in the sixth embodiment, but step 1401 and step 1402 are replaced with step 1405 and step 1406, respectively, and the advance amount of the VVT actuator is read and read. Control is performed so as to obtain a VVT advance correction coefficient (KV) corresponding to the amount of advance angle, and the correction coefficient multiplied in step 1403 and step 1404 is changed from EGR correction coefficient (KE) to VVT advance correction coefficient (KV). Thus, the control of the seventh embodiment is performed.

  According to the seventh embodiment, by performing the control according to the above-described flow, the relationship between the intake pipe pressure and the throttle opening changes due to the change in the valve timing advance amount as in the sixth embodiment. Even when the addition value to the intake pipe pressure for obtaining the atmospheric pressure is different, an appropriate estimated atmospheric pressure addition value can be obtained, and the calculation accuracy of the estimated atmospheric pressure can be improved.

Embodiment 8 FIG.
FIG. 15 is a control block diagram showing Embodiment 8 of the present invention.
In FIG. 15, reference numerals 101 to 107 and 111 denote blocks having the same functions as those described in the first embodiment. Reference numeral 1501 denotes the second to nth condition comparison means, and the pressure loss in the intake passage set in the ROM of the ECU 202 in advance is larger every predetermined value (about 6 kPa) under the opening condition lower than the first condition (TH1). The throttle opening (THn) at each rotation and the output (TH) of the throttle opening detection means 102 are compared, and a predetermined throttle opening (THn) <the output of the throttle valve opening detection means 102 (TH). It is determined that
Furthermore, a condition for determining stability such as a maintenance duration may be added to the determination condition of the second to nth condition comparison means 1501.
Reference numeral 1502 denotes an n-th estimated atmospheric pressure adder, which adds an addition value that matches the throttle opening condition for atmospheric pressure estimation according to the engine speed set in advance in the ROM of the ECU 202.
An nth estimated atmospheric pressure (PAn) storage unit 1503 temporarily stores the estimated atmospheric pressure obtained by the nth estimated atmospheric pressure adder 1502 in the RAM of the ECU 202.

The control operation of the eighth embodiment can be explained by the same control flowchart FIG. 3 as the operation of the first embodiment. Steps 301 to 315 described in the first embodiment are the same operation control flow. Further, the operation of step 308 to step 312 is provided with third, fourth,... Throttle opening conditions, and when the determination of the opening condition of step 308 is not satisfied, the operation proceeds to the next lower opening condition. Then, the same operation as in steps 308 to 312 is controlled in accordance with the target throttle opening.
After the nth estimated atmospheric pressure (PAn) in step 312 is stored, the process proceeds to step 313, where the flag of the nth estimated atmospheric pressure control value reflection prohibition setting set in step 314 is confirmed. If “0” is cleared, the nth estimated atmospheric pressure (PAn) is stored as the estimated atmospheric pressure for control (PA) in step 315.

According to the eighth embodiment, n multiple throttle opening conditions (THn) are provided in the first throttle opening condition and the throttle opening area smaller than the first throttle condition. The error range of the estimated pressure addition value (αn) for performing atmospheric pressure estimation can be set narrowly, and the nth estimated atmospheric pressure (PAn) is obtained under the first throttle opening condition, and during high load operation Since it is calculated | required with the precision close | similar to high precision estimated atmospheric pressure (PA1), a reflection restriction can also be eased and the update frequency of estimated atmospheric pressure can be improved.

Embodiment 9 FIG.
The ninth embodiment of the present invention is a control device configured with the same block diagram as the block diagram of FIG. 15 showing the eighth embodiment. In the eighth embodiment, n throttle opening conditions (THn) are provided in the first throttle opening condition and the throttle opening region smaller than the first throttle opening condition, and atmospheric pressure is estimated for each condition. Although the estimated atmospheric pressure is detected by finely dividing the throttle opening by the pressure addition value (αn) and the atmospheric pressure storage means (PAn), in the ninth embodiment, the first to nth FIG. 23 shows the rotational speed (Ne) and the throttle opening (TH) read in advance and stored in the ROM of the ECU 202 when a predetermined atmospheric pressure estimation permitting operation condition is satisfied instead of a plurality of conditions. Based on the atmospheric pressure estimated pressure addition value data, which is a relation between the pressure addition value for atmospheric pressure estimation using a quadratic function of the engine rotation and the throttle opening, it matches the rotational speed (Ne) and the throttle opening (TH). Continuously atmospheric estimated pressure additional value by interpolation calculation Into sum value is determined as (.alpha.n). As a result, it is possible to eliminate the error of the estimated pressure addition value (αn) for performing atmospheric pressure estimation, and at any operating point, the high value during high load operation that is obtained under the first throttle opening condition can be obtained. The atmospheric pressure can be estimated with the same accuracy as the accuracy estimated atmospheric pressure (PA1).

Embodiment 10 FIG.
FIG. 16 is a control block diagram showing Embodiment 10 of the present invention.
In FIG. 16, 101 to 107 and 1501 to 1503 are blocks having the same functions as those described in the eighth embodiment. Reference numeral 1601 denotes second to n-th estimated atmospheric pressure control value reflection update limiting means, which has the same function as the second estimated atmospheric pressure reflection update limiting means 111 described in the first embodiment and has second to n-th. The second to nth estimated atmospheric pressures (PAn) are limited not to be updated to the control estimated atmospheric pressure (PA) according to each of the above conditions.

  According to the tenth embodiment, by adding the block 1601 to the ninth embodiment, the second to n-th estimated large pressures are updated in accordance with the update of the second estimated atmospheric pressure shown in the atmospheric pressure update timing chart of FIG. The period until the prohibition flag is cleared by the prohibition timer and b) the prohibition flag is cleared when the operation condition is satisfied is updated at the second to nth estimated atmospheric pressures (PAn). Updating to the estimated control atmospheric pressure (PA) is prohibited, and the accuracy of the estimated atmospheric pressure adopted as the control atmospheric pressure can be maintained at a higher level.

Embodiment 11 FIG.
In the eleventh embodiment, the second to nth estimated atmospheric pressures (PAn) described in the first and tenth embodiments are limited not to be updated to the control estimated atmospheric pressure (PA). Based on the control device having the configuration shown in FIG. 16, the reflection of the first estimated atmospheric pressure memory value (PA1) having the largest throttle opening (TH) is permitted without limitation, and the first throttle opening (TH1) ) Is set in a smaller direction, and the estimated atmospheric pressure is calculated for each opening condition, the control atmospheric pressure reflection update limiting condition is a large opening in the throttle opening (THn). The degree condition is set to be relaxed and the restriction is set to be strengthened as the throttle opening (THn) becomes smaller. For example, the prohibition timer initial value is set to have the tendency shown in FIG. Further, as the operating conditions, the number of times the throttle opening is fully closed, the number of times the vehicle is stopped, and the like are set as the determination conditions so that the tendency shown in FIG.

By using the weighting of the control atmospheric pressure reflection prohibition condition shown in the eleventh embodiment, the estimation result with high atmospheric pressure estimation accuracy is adopted without limitation, and the limitation is tightened as the throttle condition with low accuracy deteriorates. As a result, it is possible to maintain a high estimation accuracy while increasing the atmospheric pressure estimation update frequency.

It is a control block diagram which shows Embodiment 1 of this invention. It is a block diagram which shows the structure of the atmospheric pressure estimation control apparatus of the internal combustion engine in Embodiment 1 of this invention. It is a control flowchart in Embodiment 1 of this invention. It is a control block diagram which shows Embodiment 2 of this invention. It is a control flowchart in Embodiment 2 of this invention. It is a control flowchart which shows Embodiment 3 of this invention. It is a control flowchart which shows the control which clears the prohibition flag of the estimated atmospheric pressure control value reflection prohibition setting in Embodiment 1 of this invention. It is a control block diagram which shows Embodiment 4 of this invention. It is a control flowchart in Embodiment 4 of this invention. It is a control block diagram which shows Embodiment 5 of this invention. It is a control flowchart in Embodiment 5 of this invention. It is a control block diagram which shows Embodiment 6 of this invention. It is a control block diagram which shows Embodiment 7 of this invention. It is a control flowchart in Embodiment 6 and 7 of this invention. It is a control block diagram which shows Embodiment 8 and 9 of this invention. It is a control block diagram which shows Embodiment 10 of this invention. It is a control block diagram which shows an example of a conventional apparatus. It is a graph explaining the intake pipe pressure at the time of throttle full open for every engine rotation. It is explanatory drawing explaining the 1st and 2nd throttle opening conditions of atmospheric pressure estimation of this invention. It is a graph explaining the relationship of the addition pressure for the estimation atmospheric pressure calculation for every engine rotation. It is the graph which showed the relationship between the EGR control amount and atmospheric pressure estimated addition value correction amount in Embodiment 6 of this invention. It is the graph which showed the relationship between the VVT advance angle control amount and atmospheric pressure estimated addition value correction amount in Embodiment 7 of this invention. It is the graph which showed the relationship of the atmospheric pressure estimated addition value as a function of engine rotation and throttle opening in Embodiment 9 of this invention. It is an atmospheric pressure update timing chart in Embodiment 1 of this invention. It is a change timing chart of the atmospheric pressure update prohibition flag of this invention. It is a graph which showed the relationship between the throttle opening condition of atmospheric pressure estimation, and the control estimated atmospheric pressure update prohibition timer in Embodiment 11 of this invention. It is a graph which showed the relationship between the throttle opening condition of atmospheric pressure estimation, and the control estimated atmospheric pressure update counter in Embodiment 11 of this invention. It is a block diagram explaining the dispersion | variation in the atmospheric pressure estimation precision for every throttle opening in a conventional apparatus.

Explanation of symbols

101 rotational speed detection means, 102 throttle valve opening detection means,
103 intake pipe pressure detection means, 104 first condition comparison means,
105 first atmospheric pressure estimated pressure adder, 106 first estimated atmospheric pressure storage means,
107 estimated atmospheric pressure storage means for control, 108 second condition comparison means,
109 second atmospheric pressure estimated pressure adder, 110 second estimated atmospheric pressure storage means,
111 second estimated atmospheric pressure reflection update limiting means, 201 internal combustion engine,
202 engine control unit, 203 air flow sensor,
204 Throttle valve, 205 Throttle opening sensor, 206 Intake pipe pressure sensor,
207 cam angle sensor, 208 crank angle sensor, 209 accelerator opening sensor,
210 Intake air temperature sensor, 211 Water temperature sensor, 212 Fuel injector,
213 EGR valve, 214 ignition coil, 215 gradient estimation sensor.

Claims (11)

Rotational speed detecting means for detecting the rotational speed of the engine, intake pipe pressure detecting means for detecting the pressure of the intake pipe, opening degree detecting means for detecting the opening degree of the throttle valve for adjusting the intake pipe passage area, When the condition is established by the condition comparison means and the condition comparison means for determining that the output opening degree of the degree detection means satisfies the opening condition for atmospheric pressure detection determination, the pressure detection means Read the output and estimate the output of the atmospheric pressure estimation pressure adder, which adds the pressure addition value for atmospheric pressure estimation stored in advance as a function of engine speed to the intake pipe pressure, and the output of the atmospheric pressure estimation pressure adder In an atmospheric pressure estimation control device for an internal combustion engine provided with estimated atmospheric pressure storage means for storing as atmospheric pressure,
First condition comparison means for determining that the output opening degree of the opening degree detection means satisfies a first opening degree condition (TH1) for the first high load operation atmospheric pressure detection determination; When it is determined by the first condition comparison means that the condition is satisfied, the accuracy is obtained via the first atmospheric pressure estimated pressure adder that adds the first atmospheric pressure estimated addition value corresponding to the engine rotation speed. The first estimated atmospheric pressure storage means for storing a high estimated atmospheric pressure, and the output opening degree of the opening degree detecting means is a first opening degree condition for determining atmospheric pressure detection during second medium load operation ( Second condition comparing means for determining that the second opening condition (TH2), which is lower than TH1), is satisfied, and when it is determined that the condition is satisfied by the second condition comparing means The second atmospheric pressure estimated addition value corresponding to the engine speed is added to the second The second estimated atmospheric pressure storage means for storing the estimated atmospheric pressure via an arithmetic unit, and the predetermined operating condition is satisfied for a predetermined time after the estimated atmospheric pressure is updated by the first estimated atmospheric pressure storage means A second estimated atmospheric pressure reflection update limiting means for determining
The high-precision estimated atmospheric pressure stored by the first estimated atmospheric pressure storage means is directly reflected in the estimated atmospheric pressure for control, and after the estimated atmospheric pressure is updated by the first estimated atmospheric pressure storage means, The estimated atmospheric pressure update in the second estimated atmospheric pressure storage means is updated and stored as a control estimated atmospheric pressure while being restricted by a specific reflection update condition by the second estimated atmospheric pressure reflection update limiting means. An atmospheric pressure estimation control apparatus for an internal combustion engine.   A gradient determination unit capable of determining a gradient, and the high-precision estimated atmospheric pressure stored by the first estimated atmospheric pressure storage unit reflects the stored information directly in the control estimated atmospheric pressure; The estimated atmospheric pressure stored by the estimated atmospheric pressure storage means limits the update range to the control estimated atmospheric pressure based on the second estimated atmospheric pressure memory value, and restricts the increase in atmospheric pressure when determining the upward gradient from the information of the gradient determining means. 2. The atmospheric pressure estimation control apparatus for an internal combustion engine according to claim 1, wherein the control estimated atmospheric pressure is updated by limiting the decrease in atmospheric pressure when determining the downward gradient.   After the highly accurate estimated atmospheric pressure stored in the first estimated atmospheric pressure storage means is stored in the control estimated atmospheric pressure, until the second estimated atmospheric pressure reflection update limiting means permits the update. 2. The atmospheric pressure estimation control apparatus for an internal combustion engine according to claim 1, wherein updating of the estimated atmospheric pressure by the second estimated atmospheric pressure storage means is updated only on the decompression side. Rotational speed detecting means for detecting the rotational speed of the engine, intake pipe pressure detecting means for detecting the pressure of the intake pipe, opening degree detecting means for detecting the opening degree of the throttle valve for adjusting the intake pipe passage area, When the condition is established by the condition comparison means and the condition comparison means for determining that the output opening degree of the degree detection means satisfies the opening condition for atmospheric pressure detection determination, the pressure detection means Read the output and estimate the output of the atmospheric pressure estimation pressure adder, which adds the pressure addition value for atmospheric pressure estimation stored in advance as a function of engine speed to the intake pipe pressure, and the output of the atmospheric pressure estimation pressure adder In an atmospheric pressure estimation control device for an internal combustion engine provided with estimated atmospheric pressure storage means for storing as atmospheric pressure,
The first estimated atmospheric pressure storage means for storing the first highly accurate estimated atmospheric pressure, the second estimated atmospheric pressure storage means for storing the second estimated atmospheric pressure, and the update to the control estimated atmospheric pressure The control estimated atmospheric pressure update deviation correction means for correcting the deviation addition and subtraction amount of
The high-precision estimated atmospheric pressure stored by the first estimated atmospheric pressure storage means reflects the stored information directly on the estimated atmospheric pressure for control, and the estimation stored by the second estimated atmospheric pressure storage means. When the atmospheric pressure is stored as the estimated atmospheric pressure for control, a deviation between the second estimated atmospheric pressure stored value and the current estimated atmospheric pressure for control is obtained by the estimated estimated atmospheric pressure update deviation correcting means, Atmospheric pressure estimation of an internal combustion engine characterized in that the estimated atmospheric pressure cannot be changed suddenly by one update by correcting the atmospheric pressure update deviation of at least one of the limit range or filtering Control device. Vehicle speed detection means for detecting the vehicle speed, and altitude estimation means for simply estimating the height from the vehicle speed detected by the vehicle speed detection means and the output of the gradient detection means,
The estimated atmospheric pressure with high accuracy stored by the first estimated atmospheric pressure storage means reflects the stored information directly on the estimated atmospheric pressure for control, and the estimated atmospheric pressure stored by the second estimated atmospheric pressure storage means. Restricts the update to the control estimated atmospheric pressure to the estimated atmospheric pressure limit width determined by the altitude conversion atmospheric pressure calculated from the result obtained by the altitude estimation means when storing as the control estimated atmospheric pressure The atmospheric pressure estimation control apparatus for an internal combustion engine according to claim 2, characterized in that it is configured as described above.   When it is determined that the exhaust gas recirculation (EGR) amount adjusting means for returning the exhaust gas to the intake pipe and the output opening degree of the opening degree detecting means satisfy the opening condition (TH1) (TH2), An atmospheric pressure estimated addition value correcting means for correcting at least the second addition value of the first and second atmospheric pressure estimated addition values stored in advance as a function of the engine rotational speed to be added by the adder; The atmospheric pressure estimated addition value correction means adds correction according to the control amount of the exhaust gas recirculation (EGR) amount adjusting means and the exhaust gas circulation amount, and changes according to the exhaust gas recirculation (EGR) amount. The atmospheric pressure estimation control apparatus for an internal combustion engine according to claim 1, wherein an addition error of the addition value is reduced by correcting the intake pipe pressure.   Add when the valve timing (VVT) adjusting means for changing the valve opening timing of intake or exhaust and the output opening of the opening detecting means are determined to satisfy the opening conditions (TH1) (TH2) And an atmospheric pressure estimated addition value correcting means for correcting at least the second addition value of the first and second atmospheric pressure estimated addition values stored in advance as a function of the engine rotation speed to be added by the controller. The atmospheric pressure estimated addition value correction means adds the correction according to the timing advance information of the valve timing (VVT) adjustment means, and corrects the intake pipe pressure which changes due to the change of the valve timing (VVT). 2. The atmospheric pressure estimation control apparatus for an internal combustion engine according to claim 1, wherein an addition error of values is reduced. Rotational speed detecting means for detecting the rotational speed of the engine, intake pipe pressure detecting means for detecting the pressure of the intake pipe, opening degree detecting means for detecting the opening degree of the throttle valve for adjusting the intake pipe passage area, When the condition is established by the condition comparison means and the condition comparison means for determining that the output opening degree of the degree detection means satisfies the opening condition for atmospheric pressure detection determination, the pressure detection means Read the output and estimate the output of the atmospheric pressure estimation pressure adder, which adds the pressure addition value for atmospheric pressure estimation stored in advance as a function of engine speed to the intake pipe pressure, and the output of the atmospheric pressure estimation pressure adder In the atmospheric pressure estimation control apparatus for an internal combustion engine having estimated atmospheric pressure storage means for storing as atmospheric pressure, the output opening degree of the opening degree detection means is the first for determining the atmospheric pressure during the first high load operation. Opening condition (T 1) a first condition comparison means for determining that 1) is satisfied, and when the first condition comparison means determines that the condition is satisfied, the first atmospheric pressure estimation according to the engine speed The first estimated atmospheric pressure storage means for storing the estimated atmospheric pressure with high accuracy via the first atmospheric pressure estimated pressure adder for adding the added value, the opening degree lower than the first opening condition (TH1). By setting two or more opening condition (THn) and determining that the opening condition (THn) is satisfied, the nth condition comparing means corresponding to each opening condition, the nth condition comparing means, When it is determined that the condition is satisfied, via an nth atmospheric pressure estimated pressure adder that adds an atmospheric pressure estimated addition value stored in advance as a two-dimensional function of the engine speed and the throttle opening, Two or more nth estimated atmospheres that store estimated atmospheric pressure A storage unit, a region determination unit that separates a region that restricts addition by the nth atmospheric pressure estimated pressure adder from a region that is not restricted, and an estimated volume that restricts the update to the control estimated atmospheric pressure by the nth estimated atmospheric pressure storage unit. An atmospheric pressure estimation control apparatus for an internal combustion engine, comprising atmospheric pressure reflection update limiting means, and subdividing a plurality of opening conditions (THn) lower than the first opening condition (TH1).   Addition value stored in advance as a two-dimensional function of engine speed and throttle opening according to a continuous opening condition between the first opening condition (TH1) and the second opening condition (TH2) An atmospheric pressure estimation addition value calculating means for interpolating a value from information to obtain a continuous addition value, and adding the addition values obtained by the atmospheric pressure estimation addition value calculating means to estimate with high accuracy 2. The control apparatus for an internal combustion engine according to claim 1, wherein the atmospheric pressure can be continuously stored.   In order to limit the update after storing the estimated atmospheric pressure stored in each estimated atmospheric pressure storage means in the estimated atmospheric pressure for control, at least two or more for two or more opening conditions (THn) 9. An estimated atmospheric pressure control value reflecting update limiting means for setting an estimated atmospheric pressure update limiting condition for the control is provided, and the update condition according to the estimation accuracy is set according to the throttle opening condition. The atmospheric pressure estimation control apparatus for an internal combustion engine as described.   When the estimated atmospheric pressure control value reflecting update limiting means sets at least two control estimated atmospheric pressure update limiting conditions for two or more opening conditions (THn), the throttle opening is increased. 11. The atmospheric pressure estimation control apparatus for an internal combustion engine according to claim 10, wherein the update condition of the engine speed is loosened and the update condition is set to be difficult to update as the throttle opening decreases.

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