JP2015140708A - Prediction control device of engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform prediction of an in-cylinder air quantity and a fuel injection quantity in a short period of time in throttle delay control using a multicore system.SOLUTION: Charging efficiency KL of a third cylinder is calculated on the basis of the intake pipe pressure Pm3_predict of timing (time T_Pm3) for closing an intake valve of the third cylinder. The intake pipe pressure Pm3_predict is calculated by interpolation calculation of intake pipe pressure Pm3_1, Pm3_2 and Pm3_3 which are predicted during a period from start timing (time T_PA2) of the fuel injection of a first cylinder up to start timing (time T_PA3) of the fuel injection of the third cylinder. The intake pipe pressure Pm3_1, Pm3_2 and Pm3_3 are predicted on the basis of three kinds of prediction behavior of pedal angles PA in a period from the time T_PA2 up to the time T_PA3. Prediction of the three kinds of the prediction behavior is performed in parallel in different three cores 102.

Description

  The present invention relates to an engine predictive control apparatus.

  In an engine equipped with an electronically controlled throttle, a target throttle opening is determined based on the accelerator pedal angle of the driver, and the throttle is operated according to the target throttle opening. At this time, instead of immediately operating the throttle according to the determined target throttle opening, it is also possible to delay the change in the actual opening of the throttle with respect to the change in the target throttle opening. Such delay processing is called throttle delay control. By performing the throttle delay control, it becomes possible to predict the future throttle opening from the target throttle opening during the delay processing. If the future throttle opening can be predicted, the in-cylinder air amount (or in-cylinder charging efficiency) at the prediction time can be predicted from the predicted throttle opening. The predicted in-cylinder air amount can be used for calculation of the fuel injection amount necessary for realizing the target air-fuel ratio.

  For example, Patent Document 1 discloses an engine predictive control device that uses a multi-core system for throttle delay control. This prediction control apparatus has a plurality of cores, each of which has a different prediction time set in advance. The predicted time corresponds to a plurality of delay processing times. Each core predicts in-cylinder air amount that will be achieved in the future for the predicted time in parallel based on the target throttle opening. The predictive control device determines which prediction time to predict the future in-cylinder air amount based on the change amount of the accelerator pedal angle. According to this predictive control device, the optimal predictive time, that is, the execution time (delay time) of the throttle delay control can be selected based on the change amount of the accelerator pedal angle, and the in-cylinder air amount can be predicted.

JP2013-113150A

  By the way, in a general multi-cylinder engine, the calculation of the change amount of the accelerator pedal angle is started from the calculation start timing of the fuel amount injected into a certain cylinder, and then the calculation of the target throttle opening is started. The same applies to the apparatus of Patent Document 1. Therefore, the calculation of the target throttle opening cannot be started until the change amount of the accelerator pedal angle is determined, and the prediction of the in-cylinder air amount cannot be started. Therefore, even if it is assumed that the in-cylinder air amount is predicted using the shortest of the preset prediction times, a certain time is required to reflect the predicted in-cylinder air amount in the calculation of the fuel injection amount described above. There is a problem that it requires.

  The present invention has been made in view of the above-described problems. That is, an object of the present invention is to predict the in-cylinder air amount and the fuel injection amount in a short time in throttle delay control utilizing a multi-core system.

The present invention is applied to an engine having a plurality of cylinders, has a plurality of cores, and further throttles a change in the actual throttle opening relative to a change in the target throttle opening calculated based on the accelerator pedal angle. An engine predictive control device that performs delay control,
A group of cores out of the plurality of cores has a plurality of accelerator pedal angles from a fuel injection start timing to a cylinder to a fuel injection start timing to a target cylinder that is a target of fuel injection next to the cylinder. Future behavior of the throttle opening, a plurality of future behaviors of the throttle opening corresponding to the plurality of future behaviors of the accelerator pedal angle, and a plurality of future behaviors of the intake pipe pressure respectively corresponding to the plurality of future behaviors of the throttle opening. Configured to predict in parallel,
The core different from the group of cores of the plurality of cores is the target cylinder based on an actual accelerator pedal angle at a fuel injection start timing of the target cylinder and a plurality of future behaviors of the predicted intake pipe pressure. Configured to predict the in-cylinder charging efficiency and fuel injection amount of
A core different from the group of cores of the plurality of cores is the target when the accelerator pedal angle changes between the fuel injection start timing of the target cylinder and the timing of closing the intake valve of the target cylinder. The throttle delay control is performed so that the change of the intake pipe pressure starts after the timing of closing the intake valve of the cylinder.

  According to the present invention, from the fuel injection start timing to a certain cylinder to the fuel injection start timing to the target cylinder that is the target of fuel injection next to the cylinder, the accelerator pedal angle, the throttle opening degree, and the intake pipe pressure Multiple future behaviors can be predicted in parallel. Here, the multiple future behaviors of the intake pipe pressure correspond to the multiple future behaviors of the throttle opening, and the multiple future behaviors of the throttle opening correspond to the multiple future behaviors of the accelerator pedal angle. . Further, according to the present invention, the in-cylinder charging efficiency and the fuel injection amount of the target cylinder are determined based on the actual accelerator pedal angle at the fuel injection start timing of the target cylinder and a plurality of future behaviors of the predicted intake pipe pressure. Predictable. Therefore, according to the present invention, it is possible to determine the in-cylinder charging efficiency and the fuel injection amount of the target cylinder at the fuel injection start timing of the target cylinder. In addition, according to the present invention, when the accelerator pedal angle changes between the fuel injection start timing of the target cylinder and the timing of closing the intake valve of the target cylinder, the change in the intake pipe pressure after the intake valve closing timing is reached. Throttle delay control can be carried out so as to start. That is, it is possible to set the time for performing the throttle delay control to a time shorter than the conventional time.

It is a figure which shows the structure of the prediction control apparatus of the engine of Embodiment 1 of this invention. 3 is a time chart for explaining the flow of arithmetic processing in an ECU 10. 6 is a time chart for explaining prefetch calculation and throttle delay control in the first embodiment. It is a time chart for demonstrating the flow of the arithmetic processing in the conventional ECU. 4 is a flowchart for explaining a flow of prefetch calculation processing by an ECU 10 in the first embodiment. 10 is a time chart for explaining prefetch calculation in the second embodiment. 6 is a flowchart for explaining a flow of prefetch calculation processing by the ECU 10 in the second embodiment.

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

[Configuration of Predictive Control Device]
FIG. 1 is a diagram showing a configuration of an engine prediction control apparatus according to Embodiment 1 of the present invention. In the first embodiment, a predictive control device is realized as one function of the ECU that controls the engine. The engine to be controlled by the predictive control device is an in-line four-cylinder engine, an accelerator angle sensor 2 that detects an angle of an accelerator pedal (hereinafter referred to as “pedal angle PA”) by a driver, and an electronically controlled throttle 4. And an ECU 10. The engine intake port is provided with an injector (not shown) for injecting fuel into the intake port.

  In the first embodiment, the ECU 10 is configured as a multi-core system having a plurality of cores 102. Each core 102 includes a CPU 104 and a cache 106. The local memory 108 stores various programs executed by the CPU 104 and various data used when the programs are executed. The cores 102 are connected by a bus 110. Communication between the cores 102 is performed via the bus 110. Although not shown, a cache shared between the cores is also connected to the bus 110.

[Features of Embodiment 1]
Three cores of the plurality of cores 102 are used for pre-calculating the charging efficiency KL of the target cylinder before the start timing of fuel injection to the cylinder (hereinafter referred to as “target cylinder”) that is the target of fuel injection. Used for. The three cores are fuel injection amounts of the target cylinder based on the pre-calculated filling efficiency KL, and are also used for pre-read calculation of the fuel injection amount necessary for realizing the target air-fuel ratio in the target cylinder. . Details of the prefetch calculation of the charging efficiency KL and the fuel injection amount of the target cylinder using the three cores will be described later. According to the above three cores, it is possible to determine both the charging efficiency KL and the fuel injection amount of the target cylinder at the start timing of the fuel injection of the target cylinder.

  The plurality of cores 102 are also used to determine the target throttle opening based on the pedal angle PA. However, a core different from the above three cores is used for determining the target throttle opening. The target throttle opening is determined in the same manner even when the pedal angle PA changes between the determination of the charging efficiency KL and the fuel injection amount of the target cylinder and the timing of closing the intake valve of the target cylinder by the pre-read calculation. Is called. The ECU 10 as the predictive control device operates the throttle 4 based on the calculated target throttle opening.

  The plurality of cores 102 are also used for various calculations such as delay time setting (details will be described later), interpolation calculation (details will be described later) based on the result of prefetch calculation of the charging efficiency KL and the fuel injection amount. The However, a core different from the above three cores is used for these calculations.

  By the way, if the pedal angle PA is constant, the target throttle opening is also constant, and the air-fuel ratio of the target cylinder is controlled to the target air-fuel ratio based on the result of the pre-read calculation by the three cores. However, when the pedal angle PA changes, the target throttle opening is determined by a core different from the above three cores. Here, if the throttle 4 is immediately operated according to the determined target throttle opening, the air-fuel ratio of the target cylinder will deviate from the target air-fuel ratio. In such a case, the ECU 10 as the predictive control device does not reflect the actual change of the throttle 4 with respect to the change in the target throttle opening so that it is not reflected in the change in the opening of the throttle 4 until the timing of closing the intake valve of the target cylinder. The throttle delay control is performed to delay the change in the opening degree (hereinafter referred to as “throttle opening degree TA”). Thereby, the air-fuel ratio of the target cylinder at the time of pedal transition is more accurately controlled to the target air-fuel ratio.

  The prefetch calculation of the charging efficiency KL and the fuel injection amount of the target cylinder and the throttle delay control will be described with reference to FIGS. FIG. 2 is a time chart for explaining the flow of arithmetic processing in the ECU 10. As shown in FIG. 2, the injected fuel flows in the order of No. 2 → No. 1 → No. 3 → No. 4 cylinder. The three cores specify target cylinders according to this order, and perform prefetch calculation of the charging efficiency KL and fuel injection amount of the specified target cylinders.

  First, the second cylinder shown in the upper part of FIG. The filling efficiency KL and the fuel injection amount of the second cylinder are calculated in advance before the start timing (time T_PA1) of the fuel injection of the second cylinder. Then, as indicated by a broken-line arrow heading substantially vertically upward from PA1 in FIG. 2, fuel is injected from the injector based on the fuel injection amount calculated in advance. The injected fuel becomes an air-fuel mixture at the intake port and flows into the second cylinder by opening the intake valve of the second cylinder.

  Next, the first cylinder is the target cylinder. The pre-reading calculation of the charging efficiency KL and the fuel injection amount of the first cylinder is started at time T_PA1, and is ended at the fuel injection start timing (time T_PA2) of the first cylinder that is visited thereafter. Then, based on the pre-calculated fuel injection amount, fuel is injected into the first cylinder. As with the first cylinder, the prefetch calculation for the third cylinder starts at time T_PA2, and ends at the fuel injection start timing (time T_PA3) of the third cylinder that comes after that. The prefetch calculation for the fourth cylinder starts at time T_PA3, and ends at the fuel injection start timing (time T_PA4) of the fourth cylinder, which comes after that. That is, when the three cores finish the prefetch calculation for a certain cylinder, the three cores perform the prefetch calculation for the cylinder into which the injected fuel flows after the cylinder.

  As shown in FIG. 2, the pedal angle PA is immediately after time T_PA1, that is, after the charging efficiency KL of the second cylinder and the fuel injection amount are determined, until the timing of closing the intake valve of the second cylinder (time T_Pm1). It has changed in between. In such a case, throttle delay control is performed. The delay time (time T_PA1 to time T_TA1) shown in FIG. 2 is set so that the timing at which the intake pipe pressure Pm starts to change due to the operation of the throttle 4 is after time T_Pm1. The delay time is set as follows, for example. First, the basic delay time (time T_PA1 to time T_Pm1) is calculated from the engine speed. Subsequently, the delay time is set by subtracting the time (predetermined value) until the intake pipe pressure Pm starts to change due to the operation of the throttle 4 from the basic delay time.

  With reference to the third cylinder in FIG. 2 as an example of the target cylinder, details of the prefetch calculation of the charging efficiency KL and the fuel injection amount of the target cylinder and the throttle delay control will be described. FIG. 3 is a time chart for explaining prefetch calculation and throttle delay control in the first embodiment. The charging efficiency KL of the third cylinder is calculated based on the intake pipe pressure Pm3_predict at the timing of closing the intake valve of the third cylinder (time T_Pm3). The intake pipe pressure Pm3_predict is a predicted value of the intake pipe pressure Pm3 determined at time T_PA3, and is calculated by interpolation calculation of intake pipe pressures Pm3_1, Pm3_2, and Pm3_3 predicted between time T_PA2 and time T_PA3.

The intake pipe pressures Pm3_1, Pm3_2, and Pm3_3 are predicted based on the predicted behavior of the pedal angle PA from time T_PA2 to time T_PA3. The three prediction behaviors are specifically the following (1) to (3).
(1) Behavior when the change speed of the pedal angle PA changes at the maximum value in the assumed range (2) Behavior when the change speed of the pedal angle PA at the time T_PA2 changes at a constant value (3) Change of the pedal angle PA Behavior when the speed changes at the minimum value in the assumed range

  The assumed ranges of (1) and (3) are set in advance by a conformance test. The prediction behavior of (1) above corresponds to PA2 to PA3_1 in FIG. Moreover, the prediction behavior of the above (2) corresponds to PA2 to PA3_2 in FIG. Moreover, the prediction behavior of the above (3) corresponds to PA2 to PA3_3 in FIG.

  The intake pipe pressures Pm3_1, Pm3_2, and Pm3_3 are predicted as follows. First, the behavior of the throttle opening TA corresponding to the predicted behaviors (1) to (3) is predicted. TA2 to TA3_1 in FIG. 3 indicate the behavior of the throttle opening degree TA predicted in correspondence with the predicted behavior of (1) above. Also, TA2 to TA3_2 in the figure show the behavior of the throttle opening TA corresponding to the prediction behavior in (2) above, and TA2 to TA3_3 in the figure correspond to the prediction behavior in (3) above. The behavior of the predicted throttle opening TA is shown.

  Subsequently, the behavior of the intake pipe pressure Pm corresponding to the predicted behavior of the throttle opening TA is predicted. Pm2 to Pm3_1 in FIG. 3 indicate the behavior of the intake pipe pressure Pm predicted corresponding to TA2 to TA3_1. Also, Pm2 to Pm3_2 in the figure shows the behavior of the intake pipe pressure Pm predicted corresponding to TA2 to TA3_2, and the predicted intake pipe pressure in which Pm2 to Pm3_3 in the figure is predicted to correspond to TA2 to TA3_3 The behavior of Pm is shown.

  The pedal angle PA3_real is an actual pedal angle PA detected by the accelerator angle sensor 2 at time T_PA3. Therefore, if the pedal angle PA3_real is determined at time T_PA3, the throttle opening TA_predict is obtained by interpolation calculation of the throttle openings TA3_1, TA3_2, and TA3_3 predicted between the time T_PA2 and the time T_PA3. At the same time, the intake pipe pressure Pm3_predict is obtained by interpolation calculation of the intake pipe pressures Pm3_1, Pm3_2, and Pm3_3.

  The delay time (time T_PA3 to time T_TA3) shown in FIG. 3 is set in consideration of a delay from when the throttle 4 is opened until the intake pipe pressure Pm actually starts to change. That is, the delay time is set so that the timing at which the intake pipe pressure Pm starts to change due to the operation of the throttle 4 is after the timing at which the intake valve of the third cylinder is closed (time T_Pm3).

  Here, the look-ahead calculation of the prediction behaviors (1) to (3) is performed in three of the plurality of cores 102. Specifically, the behavior of the pedal angle PA in (1), the throttle opening degree TA corresponding to the behavior, and the intake pipe pressure Pm corresponding to the behavior are predicted in one core. Similarly, the behavior of the pedal angle PA in (2), the throttle opening degree TA corresponding to the behavior, and the intake pipe pressure Pm corresponding to the behavior are predicted in another core. Similarly, the behavior of the pedal angle PA in (3), the throttle opening degree TA corresponding to the behavior, and the intake pipe pressure Pm corresponding to the behavior are predicted in another core. That is, in the first embodiment, the prefetch calculations of the prediction behaviors (1) to (3) are performed in parallel in the three cores 102 different from each other. Therefore, if the pedal angle PA3_real is detected at time T_PA3, the throttle opening degree TA_predict and the intake pipe pressure Pm3_predict can be determined immediately thereafter.

  FIG. 4 is a time chart for explaining the flow of arithmetic processing in a conventional ECU. Unlike the first embodiment, the conventional ECU does not perform prefetch calculation of the charging efficiency KL and the fuel injection amount of the target cylinder using a plurality of cores. Therefore, it is difficult to determine the fuel injection amount of the target cylinder at the start timing of fuel injection of the target cylinder. Therefore, for example, it is necessary to determine the fuel injection amount of the first cylinder at time T_PA1 before the start timing of fuel injection of the first cylinder (time T_PA2). Then, as shown by the broken line arrow heading diagonally upward from PA1 in FIG. 4, fuel is injected from the injector based on the fuel injection amount determined at time T_PA1.

  In addition, as shown in FIG. 4, the pedal angle PA changes after time T_PA1. In order to perform the throttle delay control in such a case, it is necessary to set a delay time longer than the delay time of FIG. Therefore, the conventional ECU has a problem that the response during acceleration is likely to become dull.

[Specific processing of prefetch calculation]
FIG. 5 is a flowchart for explaining a flow of prefetch calculation processing of the charging efficiency KL and fuel injection amount of the target cylinder by the ECU 10 in the first embodiment. In FIG. 5, the third cylinder will be described as an example of the target cylinder. Further, the routine shown in FIG. 5 is repeatedly executed during operation of the engine.

  In the routine shown in FIG. 5, it is first determined whether or not it is the calculation start timing of the fuel injection amount of the third cylinder (step S2). When it is determined that it is not the calculation start timing, this routine ends. When it is determined that it is the calculation start timing, the processes of steps S4 to S8 using the three cores 102 are performed. Specifically, the pre-reading calculation of the behavior of the pedal angle PA (step S4), the pre-reading calculation of the behavior of the throttle opening TA (step S6), and the pre-reading calculation of the intake pipe pressure Pm (step S8) are performed.

  The processes in steps S4 to S8 are repeated until the start timing of fuel injection for the third cylinder (step S10). If it is determined in step S10 that the fuel injection start timing of the third cylinder is reached, the intake pipe pressure Pm3_predict is calculated by interpolation calculation (step S12). The specific calculation method of the intake pipe pressure Pm3_predict is as described above. Subsequently, the fuel injection amount of the third cylinder is calculated based on the intake pipe pressure Pm3_predict calculated in step S12 (step S14). Specifically, the charging efficiency KL of the third cylinder is calculated based on the intake pipe pressure Pm3_predict, and the fuel injection amount required to achieve the target air-fuel ratio in the third cylinder is calculated based on the calculated charging efficiency KL. Is done.

  As described above, according to the routine shown in FIG. 5, the charging efficiency KL and the fuel injection amount of the target cylinder can be determined at the start timing of the fuel injection of the target cylinder. Therefore, even if the pedal angle PA changes between the determination of the charging efficiency KL and the fuel injection amount of the target cylinder by the look-ahead calculation and the timing of closing the intake valve of the target cylinder, the air-fuel ratio of the target cylinder is affected. Therefore, it is possible to perform throttle delay control that does not affect.

  By the way, in the first embodiment, the prefetch calculation corresponding to the three predicted behaviors of the pedal angle PA of (1) to (3) is performed using three of the plurality of cores 102. However, the number of predicted behaviors of the pedal angle PA may be two, or four or more. Also, the number of cores used may be 2 or 4 or more. That is, by using a group of cores of the plurality of cores 102, the look-ahead calculation of the behavior of the pedal angle PA, the throttle opening TA corresponding to the behavior, and the intake pipe pressure Pm behavior corresponding to the behavior is performed in parallel. As far as this embodiment is concerned, various applications are possible. However, in order to enable such parallel calculation, it is desirable that the number of cores used for the look-ahead calculation is greater than or equal to the predicted behavior number of the pedal angle PA.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to FIGS. In the following, description of parts common to the first embodiment is omitted or simplified, and parts different from the first embodiment are mainly described.

[Features of Embodiment 2]
The predictive control apparatus according to the second embodiment is characterized in that the routine shown in FIG. 7 is executed in a configuration in which the engine to be controlled includes an exhaust catalyst. This exhaust catalyst is a three-way catalyst that efficiently purifies three components of HC, CO, and NOx in the exhaust when the exhaust air-fuel ratio flowing into the exhaust catalyst is in a narrow range near the stoichiometric range. Specifically, purification exhaust catalyst purifies the N ₂ to reduce NOx while adsorbing oxygen in a lean atmosphere, the oxidation of HC and CO while releasing oxygen in a rich atmosphere H _{2 O,} the CO ₂ To do.

  The details of the look-ahead calculation of the charging efficiency KL and the fuel injection amount of the target cylinder in the second embodiment will be described using the third cylinder in FIG. 2 as an example of the target cylinder. FIG. 6 is a time chart for explaining the prefetch calculation in the second embodiment.

  As described in the first embodiment, the intake pipe pressures Pm3_1, Pm3_2, and Pm3_3 are predicted based on the three predicted behaviors of the pedal angle PA from time T_PA2 to time T_PA3. However, there is a case where the actual change speed of the pedal angle PA is out of the set assumed range. PA2 to PA3_above in FIG. 6 indicate a case where the pedal angle PA changes at a change speed exceeding the maximum value of the assumed range of (1). PA2 to PA3_below in the figure shows a case where the pedal angle PA has changed at a change speed lower than the maximum value of the assumed range of (3).

  When the actual change speed of the pedal angle PA is out of the set assumption range, the charging efficiency KL of the third cylinder cannot be obtained by the interpolation calculation described in the first embodiment, and the charging efficiency KL The fuel injection amount based on this cannot be obtained. Therefore, in the second embodiment, when the actual change speed of the pedal angle PA is out of the assumed range, the fuel injection amount of the third cylinder is calculated based on the upper limit value or the lower limit value of the assumed range. That is, when the change speed of the pedal angle PA exceeds the assumed range, the fuel injection amount of the third cylinder is calculated based on the upper limit value (intake pipe pressure Pm3_1). Based on the pressure Pm3_3), the fuel injection amount of the third cylinder is calculated.

  In the second embodiment, the actual intake pipe pressure Pm_real is calculated based on the actual pedal angle PA_real at the start timing (time T_PA3) of the third cylinder, and the calculated intake pipe pressure Pm_real and the assumed range are calculated. A fuel amount corresponding to a difference from an upper limit value (intake pipe pressure Pm3_1) or a lower limit value (intake pipe pressure Pm3_3) is calculated. Then, the calculated fuel amount is added to or subtracted from the fuel injection amount of the cylinder into which the injected fuel flows after the third cylinder, that is, the fourth cylinder. By adjusting the fuel injection amount as described above, the air-fuel ratio in the exhaust catalyst can be controlled to the target air-fuel ratio.

[Specific processing of prefetch calculation]
FIG. 7 is a flowchart for explaining the flow of prefetch calculation processing of the charging efficiency KL and fuel injection amount of the target cylinder by the ECU 10 in the second embodiment. In FIG. 7, the third cylinder will be described as an example of the target cylinder. Further, the routine shown in FIG. 7 is repeatedly executed during operation of the engine.

  In the routine shown in FIG. 7, first, the processes of steps S2 to S10 are performed. These processes are as described in FIG. Subsequent to step S10, if it is determined that it is the start timing of fuel injection of the third cylinder, it is determined whether or not the pedal angle PA3_real is within the assumed range (step S16). And when it determines with pedal angle PA3_real being in the said assumption range, the process of step S18, S20 is performed. These processes are the same as steps S12 and S14 in FIG.

  If it is determined in step S16 that the pedal angle PA3_real is out of the assumed range, it is determined whether the pedal angle PA3_real exceeds the pedal angle PA3_1 (step S22). When it is determined that the pedal angle PA3_real exceeds the pedal angle PA3_1, the fuel injection amount of the third cylinder is calculated based on the intake pipe pressure Pm3_1 (step S24), and the difference between the intake pipe pressure Pm_real and the intake pipe pressure Pm3_1. Is added to the fuel injection amount of the fourth cylinder (step S26).

  On the other hand, when the pedal angle PA3_real is equal to or smaller than the pedal angle PA3_1 in step S22, it can be determined that the pedal angle PA3_real is less than the pedal angle PA3_3. Therefore, the fuel injection amount of the third cylinder is calculated based on the intake pipe pressure Pm3_3 (step S28), and the fuel amount corresponding to the difference between the intake pipe pressure Pm3_3 and the intake pipe pressure Pm_real is subtracted from the fuel injection amount of the fourth cylinder. (Step S30).

  As described above, according to the routine shown in FIG. 7, even when the actual change speed of the pedal angle PA is outside the set assumed range, the air-fuel ratio in the exhaust catalyst is controlled to the target air-fuel ratio to control the exhaust gas. Purification can be performed.

2 Accelerator angle sensor 4 Throttle 10 ECU
102 core

Claims (1)

Throttle delay control is applied to engines with multiple cylinders, has multiple cores, and delays changes in actual throttle opening relative to changes in target throttle opening calculated based on accelerator pedal angle An engine predictive control device,
A group of cores out of the plurality of cores has a plurality of accelerator pedal angles from a fuel injection start timing to a cylinder to a fuel injection start timing to a target cylinder that is a target of fuel injection next to the cylinder. Future behavior of the throttle opening, a plurality of future behaviors of the throttle opening corresponding to the plurality of future behaviors of the accelerator pedal angle, and a plurality of future behaviors of the intake pipe pressure respectively corresponding to the plurality of future behaviors of the throttle opening. Configured to predict in parallel,
The core different from the group of cores of the plurality of cores is the target cylinder based on an actual accelerator pedal angle at a fuel injection start timing of the target cylinder and a plurality of future behaviors of the predicted intake pipe pressure. Configured to predict the in-cylinder charging efficiency and fuel injection amount of
A core different from the group of cores of the plurality of cores is the target when the accelerator pedal angle changes between the fuel injection start timing of the target cylinder and the timing of closing the intake valve of the target cylinder. An engine predictive control device configured to perform the throttle delay control so that a change in the intake pipe pressure starts after a timing of closing an intake valve of a cylinder.

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