JP2010144555A - Device and method for learning throttle opening area of internal combustion engine, and fuel control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve calculation accuracy of air volume led to flow into an engine combustion chamber by appropriately compensating an error in a throttle opening area caused by an error in attachment of a throttle opening sensor including carbon adhesion, an error in the product individual of a throttle valve, and so on. <P>SOLUTION: Intake pressure upstream of the throttle valve arranged in the intake passage of an internal combustion engine is estimated. The opening area learning additional value of the throttle valve is acquired based on a difference between the estimated upstream intake pressure and atmospheric pressure. The throttle opening area detected by the opening of the throttle valve is corrected using the opening area leaning additional value. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a throttle opening area learning device and method for an internal combustion engine and a fuel control device.

  As an intake control device for an internal combustion engine, the opening area of the throttle throttle valve is determined based on the intake air amount, and the throttle opening area correction value is added so that the pressure in the intake pipe becomes the target pressure, and the throttle opening area is feedback corrected. The amount of carbon deposited on the throttle throttle valve is estimated from both the relationship between the valve opening and the opening area in the initial state of the throttle throttle valve, and the relationship between the valve opening and the opening area in the carbon adhesion state. There is (for example, Patent Document 1).

JP 2008-175141 A

  The intake control device for an internal combustion engine described above can estimate the amount of carbon deposited on the throttle throttle valve and know the change over time of the throttle opening area with respect to the valve opening. It is not possible to compensate for throttle opening area errors due to individual product errors of valves.

  In particular, in an internal combustion engine equipped with a supercharger that increases the throttle front-rear pressure, the ratio of fluctuations in the amount of air flowing into the engine combustion chamber due to the throttle opening area error is large. The air-fuel ratio varies greatly, and it becomes difficult to keep the air-fuel ratio at the time of transient operation at a desired air-fuel ratio.

  The problem to be solved by the present invention is to calculate the amount of air flowing into the engine combustion chamber by appropriately compensating for the throttle opening area error due to the throttle opening sensor mounting error, including the carbon adhesion, and the individual product error of the throttle throttle valve. The accuracy is improved, and in particular, the air-fuel ratio at the time of transition of an internal combustion engine equipped with a supercharger can be maintained at a desired air-fuel ratio.

  An apparatus for learning the throttle opening area of an internal combustion engine according to the present invention includes an atmospheric pressure detecting means for detecting atmospheric pressure, and an upstream intake pressure estimation for estimating an intake pressure upstream of a throttle throttle valve provided in an intake passage of the internal combustion engine. A difference between the upstream side intake pressure estimated by the upstream side intake pressure estimating means and the atmospheric pressure detected by the atmospheric pressure detecting means. Based on the throttle opening area learning addition value obtaining means for obtaining the throttle opening area learning addition value based on the throttle opening, and obtaining the throttle opening area learning addition value based on the throttle opening detected by the throttle opening detection means And a throttle opening area correcting means for correcting based on the opening area learning addition value acquired by the means.

  In the throttle opening area learning device for an internal combustion engine according to the present invention, preferably, the atmospheric pressure detecting means estimates an atmospheric pressure from an atmospheric pressure sensor for measuring the atmospheric pressure and an intake pipe pressure in a predetermined internal combustion engine operation region. An atmospheric pressure estimating means, and selecting either the output of the atmospheric pressure sensor or the output of the atmospheric pressure estimating means.

  The throttle opening area learning device for an internal combustion engine according to the present invention preferably further calculates an intake air amount detecting means for detecting an intake air amount at an inlet portion of the intake passage and a throttle passing air amount passing through the throttle throttle valve. A throttle passage air amount calculation means, and the throttle upstream pressure estimation means includes an intake air amount detected by the intake air amount detection means and a throttle passage air amount calculated by the throttle passage air amount calculation means. Then, the pressure gradient on the upstream side of the throttle is calculated, and the intake pressure upstream of the throttle throttle valve is estimated based on the pressure gradient.

  The throttle opening area learning device for an internal combustion engine according to the present invention preferably further comprises a downstream side intake pressure estimating means for estimating an intake pressure downstream of the throttle throttle valve, and the throttle passing air amount calculating means comprises: The throttle passage air amount is calculated from the differential pressure between the upstream intake pressure estimated by the upstream intake pressure estimation means and the downstream intake pressure estimated by the downstream intake pressure estimation means, and the corrected throttle opening area. To do.

  The throttle opening area learning device for an internal combustion engine according to the present invention preferably further comprises cylinder inflow air amount calculating means for calculating the amount of air flowing into the combustion chamber of the internal combustion engine, and the throttle downstream pressure estimating means comprises: A pressure gradient on the downstream side of the throttle is obtained from the difference between the amount of air passing through the throttle and the amount of cylinder inflow air calculated by the cylinder inflow air amount calculating means, and the intake pressure downstream of the throttle throttle valve is determined based on the pressure gradient. Is estimated.

  In the throttle opening area learning device for an internal combustion engine according to the present invention, preferably, the throttle opening area learning addition value acquisition means stores an opening area learning addition value corresponding to a difference between the upstream intake pressure and the atmospheric pressure. An opening area learning addition value that includes a data table and matches the difference between the upstream intake pressure and the atmospheric pressure is retrieved and acquired from the data table.

  In the throttle opening area learning device for an internal combustion engine according to the present invention, preferably, the throttle opening area correction means is an idle of the internal combustion engine, the throttle opening is stable, and the rotational speed of the internal combustion engine is predetermined. The starting condition is at least one of a rotational speed range and a load of the internal combustion engine within a predetermined range or a combination of at least two conditions.

  In the throttle opening area learning device for an internal combustion engine according to the present invention, preferably, the throttle opening area correction means ends the correction when the difference between the upstream intake pressure and the atmospheric pressure becomes a predetermined value or less.

  The fuel control device for an internal combustion engine according to the present invention is a fuel amount supplied to the internal combustion engine using a cylinder inflow air amount calculated based on the throttle opening area corrected by the throttle opening area learning device for the internal combustion engine according to the above-described invention. Basic fuel calculation means for calculating

  The method for learning the throttle opening area of an internal combustion engine according to the present invention estimates an intake pressure upstream of a throttle throttle valve provided in an intake passage of the internal combustion engine, and based on a difference between the estimated upstream intake pressure and atmospheric pressure. An opening area learning addition value of the throttle throttle valve is acquired, and a throttle opening area detected from the opening of the throttle throttle valve is corrected using the opening area learning addition value.

  According to the throttle opening area learning device for an internal combustion engine according to the present invention, an opening area learning addition value of the throttle throttle valve is acquired based on the difference between the upstream intake pressure and the atmospheric pressure, and is detected by the throttle opening detection means. Since the throttle opening area determined by the throttle opening is corrected based on the opening area learning addition value, the throttle opening area error due to the throttle opening sensor installation error including the carbon adhesion, the individual product error of the throttle throttle valve, etc. Compensated. As a result, the calculation accuracy of the amount of air flowing into the engine combustion chamber based on the throttle opening area can be improved.

FIG. 1 shows an embodiment of an internal combustion engine that implements a throttle opening area learning method according to the present invention.
An internal combustion engine (hereinafter referred to as an engine) 300 includes a piston 303 that is reciprocally movable in a cylinder bore 301 and delimits a combustion chamber 302, an intake port 304, an intake valve 305 that opens and closes the intake port 304, and an exhaust port 306 and an exhaust valve 307 that opens and closes the exhaust port 306.

  The engine 300 is provided with a fuel injection valve 310 that injects fuel toward the intake port 304 and an ignition plug 311 that ignites a mixture of fuel and air supplied to the combustion chamber 302. An ignition coil 312 that supplies ignition energy to the ignition plug 311 based on an ignition signal output from the engine control device 250 is connected to the ignition plug 311.

  A hot wire type intake air amount sensor 201 (hereinafter also referred to as an H / W sensor) is provided at an air inlet portion of the intake passage 200 communicating with the intake port 304.

  On the downstream side of the H / W sensor 201, a supercharger 202 that pressurizes the intake air and a throttle throttle valve 203 that quantitatively measures the intake air amount by adjusting the intake air amount opening degree are sequentially provided. The supercharger 202 may be a turbocharger driven by exhaust energy.

  On the downstream side of the H / W sensor 201, a supercharger 202 that pressurizes the intake air and a throttle throttle valve 203 that quantitatively measures the intake air amount by adjusting the intake air amount opening degree are sequentially provided.

  A bypass intake passage 205 that bypasses the throttle throttle valve 203 is provided. The bypass intake passage 205 is provided with an idle speed control valve (ISC valve) 204 that controls the flow area of the passage to control the rotational speed when the engine is idle.

  An intake air temperature sensor 206 for measuring the temperature of intake air (intake air temperature) is attached to the intake pipe 200 </ b> A constituting the intake passage 200.

  The engine 300 is provided with a throttle opening sensor 207 that detects the opening of the throttle throttle valve 203, a crank angle sensor 208 that detects the rotation of the crankshaft 308, and a water temperature sensor 209 that detects the cooling water temperature of the engine 300. It has been. An oxygen concentration sensor 210 for detecting the oxygen concentration in the exhaust gas is attached to the exhaust pipe 213 connected to the engine 300.

  In this embodiment, the idling speed of the engine 300 is controlled by the ISC valve 204. However, when the throttle throttle valve 203 is controlled by a motor or the like, the ISC valve 204 is not necessary.

  Connected to the engine control apparatus 250 are an atmospheric pressure sensor 211 that measures atmospheric pressure and an ignition key switch 211 that is a main switch for operating and stopping the engine 300.

  The engine control device 250 is of an electronic control type by a microcomputer, and details thereof are shown in FIG. The engine control device 205 includes a CPU 501. The CPU 501 is set with an I / O unit 502 that converts electrical signals of each sensor installed in the engine 300 into signals for digital arithmetic processing, and converts digital arithmetic control signals into actual actuator drive signals. ing.

  The I / O unit 502 includes an intake air amount sensor 201, an intake air temperature sensor 206, a water temperature sensor 209, a crank angle sensor 208, a throttle opening sensor 207, an oxygen concentration sensor 210, an atmospheric pressure sensor 211, and an ignition switch 212. Input signal and switch signal.

  The CPU 501 calculates the fuel injection amount, the ignition timing, and the ISC opening based on the input sensor signal, and sends a command signal to the fuel injection valve 310, the ignition coil 312 and the ISC valve 204 of each cylinder via the driver 511. Is output. Note that a storage area for holding the values of the sensor signal and the command signal is set inside the CPU 501 even when the ignition switch 211 is turned off.

  Next, a control block of the engine control apparatus according to the present embodiment will be described with reference to FIG. The engine control device 250 constitutes the fuel control device of this embodiment, and by executing a computer program, the engine speed calculation means 101, the intake air amount calculation means 102, the basic fuel calculation means 103, the basic fuel calculation means 103, Fuel correction coefficient calculation means 104, basic ignition timing calculation means 105, acceleration / deceleration determination means 106, ISC control means 107, air-fuel ratio feedback control coefficient calculation means 108, target air-fuel ratio setting means 109, basic fuel correction The means 110 and the ignition timing correction means 111 are embodied in software.

  The engine speed calculation means 101 counts and calculates the electrical signal (sensor signal) of the crank angle sensor 208 set at a predetermined crank angle position of the engine 300, mainly the number of inputs per unit time of the pulse signal change. The engine speed per unit time is calculated by processing.

  The intake air amount calculation means 102 inputs sensor signals output from the H / W sensor 201, the intake air temperature sensor 206, the throttle opening sensor 207, and the atmospheric pressure sensor 211, and estimates the turbine-throttle pressure, the throttle passage air amount. The intake pipe pressure estimated value is calculated, and the amount of air flowing into the combustion chamber 302 of the engine 300 is calculated using them. Hereinafter, this air amount is referred to as cylinder inflow air amount. The intake air amount calculation means 102 compares the atmospheric pressure measured by the atmospheric pressure sensor 211 or the atmospheric pressure obtained by the estimation calculation and the estimated pressure value between the turbine and the throttle, and the throttle opening area due to a throttle sensor attachment error or the like. Learn the correction value.

  The basic fuel calculation means 103 is based on the engine speed calculated by the engine speed calculation means 101 and the cylinder inflow air amount calculated by the intake air amount calculation means 102, and the basic fuel amount required by the engine 300 in each operation region. And calculate the engine load index.

  The basic fuel correction coefficient calculation means 104 calculates a correction coefficient of each basic fuel amount in each operation region of the engine 300 from the engine speed and the engine load index.

  The basic ignition timing calculation means 105 determines the optimal ignition timing for each operation region of the engine 300 by map search or the like based on the engine speed and the engine load index.

  The acceleration / deceleration determining means 106 performs acceleration / deceleration determination (transient determination) of the engine 300 from the throttle opening measured by the throttle opening sensor 207, and calculates the acceleration / deceleration fuel correction amount and acceleration / deceleration ignition correction amount associated with the transient. .

  Based on the engine load index and the engine water temperature measured by the water temperature sensor 209, the ISC control means 107 sets a target engine speed at idling in order to keep the engine engine idling speed at a predetermined value, and supplies the target air to the ISC valve 204. The ISC valve signal according to the flow rate is output. As a result, the ISC valve 204 is driven so as to achieve the target air flow rate during idling, and the idling rotational speed is set to the target rotational speed under the air amount control by the ISC valve 204.

  The air-fuel ratio feedback control coefficient calculation means 108 calculates the air-fuel ratio of the air-fuel mixture supplied to the engine 300 based on the oxygen concentration in the exhaust gas measured by the oxygen concentration sensor 210, the engine speed, and the engine load index. An air-fuel ratio feedback control coefficient is calculated so that the fuel ratio is maintained. In this embodiment, the oxygen concentration sensor 210 outputs a signal proportional to the exhaust air-fuel ratio, but the exhaust gas has two signals on the rich side / lean side with respect to the stoichiometric air-fuel ratio. An air-fuel ratio sensor that outputs can also be used.

  The target air-fuel ratio setting means 109 determines the optimal target air-fuel ratio in each operation region of the engine 300 by map search or the like based on the engine speed and the engine load index. The target air-fuel ratio determined by the target air-fuel ratio setting means 109 is used for air-fuel ratio feedback control by the air-fuel ratio feedback control coefficient calculation means 108.

  The basic fuel correction means 110 is the basic fuel correction coefficient of the basic fuel correction coefficient calculation means 104, the acceleration / deceleration fuel correction amount of the acceleration / deceleration determination means 106, and the air-fuel ratio feedback for the basic fuel calculated by the basic fuel calculation means 103. Correction is performed by the correction amount based on the air-fuel ratio feedback control coefficient of the control coefficient calculation means 108 and the engine water temperature, and a fuel injection command signal based on the corrected fuel amount is output to the fuel injection valve 310 of each cylinder. Thereby, the fuel injection valve 310 of each cylinder injects and supplies the corrected amount of fuel to each cylinder.

  The ignition timing correction unit 111 corrects the basic ignition timing determined by the basic ignition timing calculation unit 105 by the acceleration / deceleration ignition correction amount of the acceleration / deceleration determination unit 106 and the correction amount based on the engine water temperature, and the corrected ignition. A timing command signal is output to the ignition coil 312 of each cylinder.

  As a result, the spark plug 311 of each cylinder performs a spark discharge at a required ignition timing, and the air-fuel mixture flowing into the combustion chamber 302 is ignited.

  FIG. 4 shows a physical model of the intake system of the internal combustion engine that is the subject of this embodiment. An H / W sensor 201 is set at the inlet of the intake system, and the H / W sensor 201 measures the intake air amount QA00 and outputs a sensor signal indicating the intake air amount QA00.

  Between the H / W sensor 201 and the throttle throttle valve 203, there is a supercharger 202 that pressurizes and supercharges intake air. The supercharging pressure of the intake air is represented by a turbine-throttle pressure PMTRTH. The turbine-throttle pressure PMTRTH is an intake pressure upstream of the throttle throttle valve 203 (upstream intake pressure).

  The throttle passage air amount QAMTH indicates the amount of intake air passing through the throttle throttle valve 203, and the turbine-throttle pressure PMTRTH and the intake pipe pressure PMMHG, which is the intake pressure downstream of the throttle throttle valve 203, , The throttle opening area AA, the intake air temperature THA, and the like.

  The cylinder inflow air amount QAR indicates the amount of intake air entering the combustion chamber 302. In the intake air pressure PMMHG, the engine speed Ne, the engine 300 exhaust amount KSV, the intake air temperature THA, It depends on the determined non-linear intake efficiency η.

  Next, a control block in which the engine control device that performs the throttle opening area learning method according to the present embodiment obtains the cylinder inflow air amount QAR will be described with reference to FIG.

  A throttle opening area learning activation determination unit (AA learning activation determination unit) 701 determines a throttle opening area learning activation condition from the throttle opening TVO measured by the throttle opening sensor 207, the engine load index, and the engine speed Ne. judge.

  The throttle opening area learning correction unit (AA learning correction unit) 702 is activated upon receiving throttle opening area learning activation from the AA learning activation determination unit 701, and is based on the atmospheric pressure PATM, the turbine-throttle pressure PMTRTH, and the throttle opening area base. A correction calculation of the throttle opening area is performed using the value AAB. The throttle opening area base value AAB is determined from the throttle opening TVO measured by the throttle opening sensor 207, and is a design value uniquely determined from the throttle opening TVO. The corrected throttle opening area is represented by AAL.

  The AA learning correction unit 702 ends the correction when the difference between the turbine-throttle pressure PMTRTH, which is the upstream intake pressure, and the atmospheric pressure PATM is equal to or less than a predetermined value.

  The turbine-throttle pressure estimation unit 703 is upstream side intake pressure estimation means, and calculates a turbine-throttle pressure PMTRTH. The turbine-throttle pressure estimation unit 703 uses the intake air amount QA00, the intake air temperature THA, the previously calculated throttle passage air amount QAMTH, and the previously calculated turbine-throttle pressure PMTRTH. The throttle pressure PMTRTH is calculated.

  Formula (1) shows a theoretical formula in the continuous region, and shows that the inflow / outflow of air in the minute time between the turbine and the throttle becomes a pressure gradient between the turbine and the throttle. Equation (2) is a discretization of equation (1), and turbine-throttle pressure estimation unit 703 obtains turbine-throttle pressure PMTRTH by executing equation (2). .

  That is, in this embodiment, the turbine-throttle pressure estimation unit 703 obtains a pressure gradient on the upstream side of the throttle based on the difference between the intake air amount QA00 and the throttle passing air amount QAMTH, and adds the pressure gradient to the throttle throttle valve. A turbine-throttle pressure PMTRTH, which is the intake pressure upstream of 203, is estimated and calculated.

  The throttle passage air amount calculation unit 704 uses the throttle opening area AAL corrected by the throttle opening area learning, the intake air temperature THA, the turbine-throttle pressure PMTRTH, and the previously calculated intake pipe pressure PMMHG. The air amount QAMTH is calculated. Expression (3) is a theoretical expression for obtaining the throttle passing air amount QAMTH.

  The intake pipe pressure estimation unit 705 is downstream intake pressure estimation means, and includes an intake air temperature THA, a throttle passing air amount QAMTH, a cylinder inflow air amount QAR previously calculated by a cylinder inflow air amount calculation unit 707, which will be described later, The current intake pipe pressure PMMHG is calculated using the previously calculated intake pipe pressure PMMHG. Expression (4) shows a theoretical expression in a continuous region for obtaining the intake pipe pressure PMMHG. Equation (4) shows a theoretical formula in the continuous region, and shows that the inflow / outflow of air into the intake pipe in a minute time becomes a pressure gradient in the intake pipe. Expression (5) is obtained by discretizing Expression (4), and the intake pipe pressure estimation unit 705 obtains the intake pipe pressure PMMHG by executing Expression (5).

  That is, in this embodiment, the intake pipe pressure estimation unit 705 obtains a pressure gradient on the downstream side of the throttle based on the difference between the throttle passing air amount QAMTH and the cylinder inflow air amount QAR, and the downstream side of the throttle throttle valve 203 from the pressure gradient. Estimate the intake pressure.

  The intake efficiency calculation unit 706 obtains an intake efficiency η that is a non-linear element from a map search based on the engine speed Ne and the intake pipe pressure PMMHG. The intake efficiency η corrects a deviation from the theoretical value of the cylinder inflow air amount obtained based on the intake pipe pressure PMMHG.

  The cylinder inflow air amount calculation unit 707 uses the engine speed Ne, the engine exhaust amount KSV (constant), the intake air temperature THA, the intake pipe pressure PMMHG, and the intake air efficiency η, and the amount of air that flows into the combustion chamber 302. The cylinder inflow air QAR is calculated. Expression (6) is a theoretical expression for obtaining the cylinder inflow air amount QAR.

  In the present embodiment, the turbine-throttle pressure PMTRTH is estimated from the intake air amount QA00 or the like. However, when a means for obtaining the turbine-throttle pressure is provided, the output value may be used. .

  FIG. 6 shows the relationship between the throttle opening and the throttle opening area. A line 801 is the median value (true value) of the throttle opening TVO and the throttle opening area AA. As indicated by the width 802, the mounting error of the throttle opening sensor 207, the product variation of the throttle throttle valve 203, the throttle throttle valve 203 As a result, the throttle opening area AAB varies with respect to the throttle opening TVO.

  Details of the AA learning activation determination unit 701 will be described with reference to FIG. The steady state determination unit 901 determines whether or not the throttle opening TVO is stable, and outputs a true value based on the stability determination. Here, a method of determining stability based on a difference value between a value before a predetermined time of the throttle opening TVO and the current value is used. The steady state determination valid / invalid setting unit 902 associated with the steady state determination unit 901 sets the validity / invalidity of the TVO stability determination by the steady state determination unit 901. When invalid is set here, the TVO stability condition is always set. It is considered to be established.

  The idle determination unit 903 determines whether the engine 300 is in an idle state from the throttle opening TVO, and outputs a true value by the idle determination. For the idle determination, a method of comparing an opening with a minimum learning value of the throttle opening TVO and a threshold value is used. The idle determination valid / invalid setting unit 904 associated with the idle determination unit 903 sets whether the idle determination by the idle determination unit 903 is valid / invalid. If invalid is set here, the idle determination is always established. Considered.

  The comparator 907 compares the engine load and the load lower limit value, and outputs a true value if the engine load is equal to or greater than the load lower limit value. Another comparator 909 compares the engine load and the load upper limit value, and outputs a true value if the engine load is equal to or less than the load upper limit value.

  The comparator 911 compares the engine speed with the lower limit value of the engine speed, and outputs a true value if the engine speed is equal to or greater than the engine speed lower limit value. Another comparator 913 compares the engine speed and the upper limit value of the engine speed, and outputs a true value if the engine speed is less than or equal to the upper limit value of the engine speed.

  The steady state determination unit 901, the idle determination unit 903, the outputs of the comparators 907, 909, 911, and 913, and the failure diagnosis information of the related sensors (throttle opening sensor, etc.) are input to the AND circuit 915, and all If the condition is satisfied, the true value of the AA learning activation determination is output.

  Accordingly, the throttle opening TVO is stable, the engine 300 is in an idle state, the engine load is within a predetermined range, the engine speed is within a predetermined range, and failure diagnosis information is displayed. If all that the failure determination is not made is true, the AA learning activation determination becomes a true value.

  Note that the AA learning activation determination unit 701 is not limited to the above-described one, and it is sufficient that the above-described at least one or a combination of at least two conditions is the activation condition.

  Details of the AA learning correction unit 702 will be described with reference to FIG. When the true value of the AA learning activation determination is input to the trigger 1001 from the AA learning activation determination unit 701, the AA learning correction unit 702 is activated.

  The selector 1004 is switched by a signal from the atmospheric pressure value selection unit 1002 and selects either the atmospheric pressure measurement value by the atmospheric pressure sensor 211 or the atmospheric pressure value estimated by the atmospheric pressure estimation unit 1003. The atmospheric pressure estimation calculation by the atmospheric pressure estimation unit 1003 is performed using the intake pipe pressure value before the engine 300 is started or the intake pipe pressure value at the previous time of the throttle.

The weighted average calculator 1005 calculates a weighted average value PMTRTHF of the turbine-throttle pressure PMTRTH.
The adder 1006 calculates a difference DEFPATM between the atmospheric pressure value selected by the selector 1004 and the weighted average value PMTRTHF.

  The AA learning addition calculation unit 1007 is a throttle opening area learning addition value acquisition unit, and includes a data table storing an AA learning addition DLAA that is an opening area learning addition value corresponding to the difference in the difference DEFPATM. A table search is made for an AA learning addition DLAA which is a throttle opening area learning addition value. In the present embodiment, the addition DLAA is searched without interpolation, but it may be interpolated.

  The delay unit 1008, the adder 1009, and the absolute value calculation unit 1010 calculate the amount of change per predetermined time of the difference DEFPATM. In this embodiment, the delay unit 1008 has a delay of 2 times. However, the delay unit 1008 may be configured to determine the number of delays based on the engine speed and the engine load.

  The comparator 1012 determines whether or not the change amount (absolute value) of the difference DEFPAT is within a predetermined deviation. If the change amount (absolute value) of the difference DEFPAT is within a predetermined deviation, a true value signal is input to the trigger 1013 of the counter 1014.

  The comparator 1016 compares the output of the counter 1014 with a preset predetermined time, and determines whether or not the time within the predetermined deviation has passed a predetermined time or more. When the time within the predetermined deviation elapses for a predetermined time or more, the comparator 1016 outputs a true value, and the selector 1017 is switched to the AA learning addition calculation unit 1007 side (effective side).

  As a result, the adder 1018 adds the new added amount DLAA to the added amount integrated value LRNAA from the delay unit 1019 to update the added amount integrated value LRNAA.

  Finally, the latest addition integrated value LRNAA is added to the throttle opening area AAB by the adder 1020, and is output as the throttle opening area AAL corrected for the learning value.

  The calculated addition integrated value LRNAA is stored in a storage area that can hold the value even when the ignition switch 212 is turned off, and the battery capacity that is the power source of the engine control device 250 is reduced or the battery terminal is removed. Stored until the storage area is initialized.

FIG. 9 is a time chart of each variable behavior of the engine control apparatus 250 that implements the throttle opening area learning method according to the present embodiment.
A line 1101 is the throttle opening TVO of the actual vehicle and indicates deceleration. Line 1102 indicates the engine speed Ne, and line 1103 indicates the intake air amount QA00. Line 1104 represents the turbine-throttle pressure PMTRTH. Line 1105 shows the calculated intake pipe pressure PMMHG.

  A line 1106 indicates an idle determination value, and an idle determination is made from time T1. Time T2 is the first update time of the added integrated value LRNAA, and time T3 is the second update time.

  A line 1110 indicates the throttle opening area AAL that has been corrected for learning. The throttle opening area AAL is corrected at the times T2 and T3 together with the update of the addition integrated value LRNAA.

  Line 1113 is the turbine-throttle pressure PMTRTH when the throttle opening area is not learned, and line 1114 is the turbine-throttle pressure PMTRTH when learning is applied. When learning is applied, the turbine-throttle pressure PMTRTH approaches the atmospheric pressure as learning is updated.

  The above-described intake air amount detection, throttle upstream pressure estimation, throttle opening area acquisition, throttle upstream / downstream pressure calculation, throttle downstream air amount calculation, throttle downstream pressure estimation, and cylinder inflow air amount calculation are cyclic operations. When calculating the amount, particularly in an idle region where the air flow rate is low, the error of the throttle opening area has a great influence on the accuracy of calculation of the amount of air passing through the throttle. If there is an error in the amount of air passing through the throttle, the throttle upstream and downstream pressures will be significantly different from the actual value because the throttle front and rear pressures will be adjusted. However, the influence can be reduced by the learning-corrected throttle opening area AAL.

FIG. 10 is a time chart related to the air-fuel ratio of the engine control apparatus 250 that performs the throttle opening area learning method according to the present embodiment.
A line 1201 indicates the throttle opening TVO. Lines 1202, 1204, and 1206 indicate the turbine-throttle pressure PMTRTH, the calculated estimated value PMMHG of the intake pipe pressure, and the cylinder inflow air amount QAR when the throttle opening area learning is not applied. If the throttle opening area is not learned, the air-fuel ratio is rich (line 1209).

  Lines 1203, 1205, and 1207 indicate the turbine-throttle pressure PMTRTH, the calculated intake pipe pressure PMMHG, and the cylinder inflow air amount QAR when the throttle opening area learning is applied. Due to the learning of the throttle opening area, the air-fuel ratio fluctuation (line 1208) does not occur.

  Next, a control routine performed by the engine control apparatus 250 that performs the throttle opening area learning method according to the present embodiment will be described with reference to the flowchart of FIG. This control routine is repeatedly executed by interruption for a predetermined time.

  First, the electrical signal of the crank angle sensor 208 is processed to calculate the engine speed (step S1301). Next, the outputs of the H / W sensor 201, the intake air temperature sensor 206, and the throttle opening sensor are read (step S1302).

  Next, it is determined whether or not the current calculation is the first calculation after the engine key is turned on (step S1303). If it is determined that this is the first calculation, the turbine-throttle pressure PMTRTH and the estimated value PMMHG of the intake pipe pressure are initialized (step S1304). Initialization is mainly performed at the standard atmospheric pressure, but when the atmospheric pressure sensor 211 is provided, the output value may be used.

  Next, the turbine-throttle pressure PMTRTH is calculated (step S1305). Next, it is determined whether or not the AA learning activation condition is satisfied (step S1306). If true, an AA learning correction value LRNAA is calculated (step S1307).

  Next, the throttle opening area base value AAB is calculated from the output TVO of the throttle opening sensor 207 (step S1308). Next, the AA learning correction value LRNAA is reflected in the throttle opening area base value AAB, and the throttle opening area AAL is calculated (step S1309).

  Next, the throttle passage air amount QAMTH is calculated (step S1310). Next, the intake pipe pressure PMMHG is calculated (step S1311). Next, the cylinder inflow air amount QAR is calculated (step S1312).

  Next, the basic fuel amount and the engine load are calculated (step S1313). Next, the basic fuel correction coefficient is searched for a map (step S1314). Next, acceleration / deceleration determination is performed based on the output of the throttle opening sensor 207 (step S1315), and an acceleration / deceleration fuel correction amount is calculated (step S1316).

  Next, the output of the oxygen concentration sensor 210 is read (step S1317), and the target air-fuel ratio is set (step S1318). Next, an air-fuel ratio feedback control coefficient is calculated so that the target air-fuel ratio can be realized (step S1319). Next, the basic fuel amount is corrected using the basic fuel correction coefficient, the air-fuel ratio feedback control coefficient, and the like (step S1320).

Next, a map search is made for the basic ignition timing (step S1321). Next, an acceleration / deceleration ignition timing correction amount is calculated (step S1322), and the basic ignition timing is corrected (step S1323).
Next, the target idle speed is set (step S1324), the ISC target flow rate is calculated (step S1325), and the ISC valve is controlled.

  FIG. 12 is a flowchart showing a cylinder inflow air amount calculation routine by the cylinder inflow air amount calculation unit 707. The cylinder inflow air amount calculation routine is repeatedly executed by interruption for a predetermined time.

First, start determination of AA learning is performed based on the throttle opening TVO, the internal combustion engine load, and the engine speed Ne (step S1401).
Next, based on the activation determination, it is determined whether or not an AA learning activation condition is satisfied (step S1402). If it is determined that the engine has been started, the AA learning value LRNAA is calculated from the atmospheric pressure value, the throttle opening area base value AAB, and the previously calculated turbine-throttle pressure PMTRTH (step S1403).

  Next, the H / W sensor output QA00, the intake air temperature THA, the previously calculated throttle passage air amount QAMTH, and the previously calculated turbine-throttle pressure PMTRTH are read (step S1404).

  Next, the current turbine-throttle pressure PMTRTH is calculated (step S1405). Then, the throttle opening area AAB is read (step S1406).

  Next, AAL (the value obtained by adding LRNAA to AAB), the intake air temperature THA, the turbine-throttle pressure PMTRTH, and the previously calculated intake pipe pressure PMMHG are used, with the throttle opening area AAB corrected by the AA learning value LRNAA. The throttle passage air amount QAMTH is calculated (step S1407).

  Next, the current intake pipe pressure PMMHG is calculated using the intake air temperature THA, the throttle passing air amount QAMTH, the previously calculated cylinder inflow air amount QAR, and the previously calculated intake pipe pressure PMMHG (step S1408).

Next, the intake efficiency η is retrieved from the engine speed Ne and the intake pipe pressure PMMHG (step S1409).
Next, the cylinder inflow air amount QAR is calculated using the engine speed Ne, the intake air temperature THA, the intake pipe pressure PMMHG, and the intake efficiency η (step S1410).

  FIG. 13 is a flowchart showing an AA learning activation determination routine by the AA learning activation determination unit 701 of FIG. The AA learning activation determination routine is also repeatedly executed by interruption for a predetermined time.

First, the throttle opening TVO, the internal combustion engine load, and the engine speed are read (step S1501).
It is determined whether or not the change in throttle opening is steady or invalid for steady determination (step S1502). Subsequently, it is determined whether the idle determination or the idle determination is invalid (step S1503).

  If either step S1502 or step S1503 is true, it is next determined whether the engine load is within a predetermined range (step S1504).

  If the engine load is within a predetermined range, it is next determined whether the engine speed is within a predetermined value (step S1505). If the engine speed is within the predetermined value range, AA learning activation is determined (step S1506).

  FIG. 14 is a flowchart showing an AA learning correction routine by the AA learning correction unit 702. The AA learning correction routine is also repeatedly executed by interruption for a predetermined time.

First, it is determined whether or not an AA learning activation condition is satisfied (step S1601). If it is established, the selection of the atmospheric pressure sensor output value is determined (step S1602).
When the atmospheric pressure sensor output value is selected, the process proceeds to step S1603. When the atmospheric pressure estimated value is selected, the process proceeds to step 1604, and the PATM value is selected.

Next, the turbine-throttle pressure PMTRTH and the throttle opening area base value AAB are read (step S1605).
Next, the turbine-throttle pressure PMTRTH is weighted and averaged to obtain a weighted average value PMTRTH (step S1606).

Next, a difference between the weighted average value PMTRTHF and the selected atmospheric pressure PATM is calculated and set as a difference DEFPATM (step S1607).
Based on the difference DEFPATM, the AA learning addition amount, that is, the AA learning addition DLAA is searched for in a table (step S1608).

  Next, it is determined whether or not the absolute value of the change amount of the difference DEFPATM at a predetermined time interval is equal to or smaller than a predetermined deviation (step S1609). If it is equal to or smaller than the predetermined deviation, it is determined whether or not the state equal to or smaller than the predetermined deviation has continued for a predetermined time (step S1610).

If it continues for a predetermined time or longer, the AA learning addition DLAA is added to the previous value of LRNAA to obtain the current LRNAA (step S1611).
Thereafter, the added integrated value LRNAA is added to the throttle opening area base value AAB to obtain the final throttle opening area AAL (step S1612).
In this way, the throttle opening area is corrected.

  The throttle opening area learning device and the fuel control device according to the present invention are, as shown in FIG. 15, an in-cylinder direct injection internal combustion engine in which the fuel injection valve 310 directly injects into the combustion chamber 302, as shown in FIG. The present invention can also be applied to a compression ignition type diesel internal combustion engine as shown in FIG.

  15 and FIG. 16, parts corresponding to those in FIG. 1 are denoted by the same reference numerals as those in FIG. 1, and description thereof is omitted.

The block diagram which shows one Embodiment of the internal combustion engine by which the throttle opening area learning method by this invention is implemented. The block diagram of the engine control apparatus of the internal combustion engine of this embodiment. The control block diagram of the engine control apparatus containing the fuel control apparatus of this embodiment. Explanatory drawing which shows an example of the physical model of the intake system of the internal combustion engine of this embodiment. The control block diagram in which the engine control apparatus which implements the throttle opening area learning method by this embodiment calculates | requires cylinder inflow air amount. The graph which shows the relationship between throttle opening and throttle opening area. The detailed block diagram of an AA learning starting determination part. The detailed block diagram of an AA learning correction | amendment part. The time chart of each variable behavior of the throttle opening area learning device and fuel control device by this invention. The chart time chart related to the air-fuel ratio by the fuel control device of the present invention. The flowchart which shows the control routine which the engine control apparatus which implements the throttle opening area learning method by this embodiment performs. The flowchart which shows the cylinder inflow air amount calculation routine by the cylinder inflow air amount calculation part. The flowchart which shows the AA learning starting determination routine by the AA learning starting determination part. The flowchart which shows the AA learning correction | amendment routine by an AA learning correction | amendment part. The block diagram which shows other embodiment of the internal combustion engine by which the throttle opening area learning method by this invention is implemented. The block diagram which shows other embodiment of the internal combustion engine by which the throttle opening area learning method by this invention is implemented.

Explanation of symbols

102 Intake air amount calculation means 103 Basic fuel calculation means 201 Intake air amount sensor (H / W sensor)
202 Supercharger 203 Throttle throttle valve 207 Throttle opening sensor 211 Atmospheric pressure sensor 250 Engine control device 300 Engine 701 Throttle opening area learning activation determination unit (AA learning activation determination unit)
702 Throttle opening area learning correction unit (AA learning correction unit)
703 Turbine-throttle pressure estimation unit (upstream intake pressure estimation means)
704 Throttle passing air amount calculation unit 705 Intake pipe pressure estimation unit (downstream intake pressure estimation means)
706 Intake efficiency calculation unit 707 Cylinder inflow air amount calculation unit 1007 AA learning addition calculation unit (throttle opening area learning addition value acquisition means)

Claims (10)

Atmospheric pressure detection means for detecting atmospheric pressure;
An upstream intake pressure estimating means for estimating an intake pressure upstream of a throttle throttle valve provided in an intake passage of the internal combustion engine;
Throttle opening detection means for detecting the opening of the throttle throttle valve;
Acquisition of throttle opening area learning addition value for obtaining an opening area learning addition value of the throttle throttle valve based on the difference between the upstream intake pressure estimated by the upstream intake pressure estimation means and the atmospheric pressure detected by the atmospheric pressure detection means Means,
Throttle opening area correction means for correcting the throttle opening area determined by the throttle opening detected by the throttle opening detection means based on the opening area learning addition value acquired by the throttle opening area learning addition value acquisition means;
A throttle opening area learning device for an internal combustion engine characterized by comprising:   The atmospheric pressure detecting means includes an atmospheric pressure sensor for measuring atmospheric pressure, and an atmospheric pressure estimating means for estimating atmospheric pressure from an intake pipe pressure in a predetermined internal combustion engine operation region, and the output of the atmospheric pressure sensor and the 2. The throttle opening area learning device for an internal combustion engine according to claim 1, wherein any one of the outputs of the atmospheric pressure estimating means is selected. An intake air amount detecting means for detecting an intake air amount at an intake passage inlet portion, and a throttle passing air amount calculating means for calculating a throttle passing air amount passing through the throttle throttle valve,
The throttle upstream pressure estimating means calculates a pressure gradient on the throttle upstream side from a difference between the intake air amount detected by the intake air amount detecting means and the throttle passing air amount calculated by the throttle passing air amount calculating means. 3. The throttle opening area learning device for an internal combustion engine according to claim 1, wherein an intake pressure upstream of the throttle throttle valve is estimated based on the pressure gradient. A downstream side intake pressure estimating means for estimating an intake pressure downstream from the throttle throttle valve;
The throttle passage air amount calculation means is configured to correct a difference between a differential pressure between the upstream intake pressure estimated by the upstream intake pressure estimation means and the downstream intake pressure estimated by the downstream intake pressure estimation means, and the corrected throttle opening. 4. The throttle opening area learning device for an internal combustion engine according to claim 3, wherein the throttle passage air amount is calculated from an area. A cylinder inflow air amount calculating means for calculating the amount of air flowing into the combustion chamber of the internal combustion engine;
The throttle downstream pressure estimating means obtains a pressure gradient on the throttle downstream side from a difference between the throttle passing air amount and the cylinder inflow air amount calculated by the cylinder inflow air amount calculating means, and based on the pressure gradient, 5. The throttle opening area learning device for an internal combustion engine according to claim 4, wherein an intake pressure downstream of the throttle throttle valve is estimated.   The throttle opening area learning addition value acquisition means includes a data table that stores an opening area learning addition value corresponding to a difference between the upstream intake pressure and the atmospheric pressure, and the upstream intake pressure and the upstream air pressure from the data table are stored. The throttle opening area learning device for an internal combustion engine according to any one of claims 1 to 5, characterized in that an opening area learning addition value that matches a difference from atmospheric pressure is retrieved and acquired.   The throttle opening area correcting means is that the internal combustion engine is idle, the throttle opening is stable, the rotational speed of the internal combustion engine is within a predetermined rotational speed range, and the load of the internal combustion engine is within a predetermined range. The throttle opening area learning device for an internal combustion engine according to any one of claims 1 to 6, wherein the starting condition is at least one of the above or a combination of at least two conditions.   The said throttle opening area correction | amendment means complete | finishes correction | amendment when the difference of the said upstream intake pressure and the said atmospheric pressure becomes below a predetermined value, The correction | amendment as described in any one of Claim 1 to 7 characterized by the above-mentioned. A throttle opening area learning device for an internal combustion engine.   The amount of fuel supplied to the internal combustion engine is calculated using the cylinder inflow air amount calculated based on the throttle opening area corrected by the throttle opening area learning device for the internal combustion engine according to any one of claims 1 to 8. A fuel control apparatus for an internal combustion engine, characterized by comprising basic fuel calculation means.   Estimating the intake pressure upstream of the throttle throttle valve provided in the intake passage of the internal combustion engine, obtaining an opening area learning addition value of the throttle throttle valve based on the difference between the estimated upstream intake pressure and atmospheric pressure, A throttle opening area learning method for an internal combustion engine, wherein a throttle opening area detected from an opening of a throttle throttle valve is corrected using the opening area learning addition value.

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