JP2021177072A - Internal combustion engine control device - Google Patents

Abstract

To provide an internal combustion engine control device capable of suppressing variation of a convergence time of a throttle feedback value.SOLUTION: An internal combustion engine control device includes target intake air flow rate calculation means (30), target effective opening area calculation means (31), target opening calculation means (35), throttle learning value calculation means (50), throttle feedback control means (60) and final target opening calculation means (70). A ratio between a feedback basic value and a learning basic value is defined as a feedback correction coefficient, and a throttle feedback value is corrected by using the feedback correction coefficient.SELECTED DRAWING: Figure 2

Description

The present application relates to an internal combustion engine control device.

In recent years, as a required value of driving force from the driver side or the vehicle side, the output shaft torque of an internal combustion engine (hereinafter, also referred to as "engine"), which is a physical quantity directly acting on the control of the vehicle, is used, and this output is used. An internal combustion engine control device has been proposed in which good running performance is obtained by determining the amount of air, the amount of fuel, and the ignition timing, which are engine control quantities, with the shaft torque as the engine output target value.

Further, it is generally known that among the engine control amounts, the control amount having the greatest effect on the engine output shaft torque is the air amount. For example, in Patent No. 6234531 (Patent Document 1), the throttle body and various sensors are used. Throttle opening correction is performed by learning the throttle opening for variations in characteristics among individuals, and further, deviation of set values such as conversion coefficient generated by controlling the throttle opening using the target intake pipe internal pressure An internal combustion engine control device that realizes throttle opening control that can obtain a highly responsive and highly accurate intake air flow rate with respect to the target intake air flow rate by performing throttle opening correction for the resulting throttle opening error by throttle feedback. Has been proposed.

Japanese Patent No. 6234531

Since the conventional internal combustion engine control device disclosed in Patent Document 1 obtains the throttle feedback value using the throttle opening degree obtained from the target intake pipe internal pressure, the difference between the target intake air flow rate and the actual intake air flow rate. Includes an error due to the difference in the relationship between the effective opening area and the throttle opening and the difference between the target intake pipe internal pressure and the actual intake pipe internal pressure. Since the correction is made, the larger the difference between the target intake pipe internal pressure and the actual intake pipe internal pressure, the longer it takes for the throttle feedback to converge, compared to the case where the target intake pipe internal pressure and the actual intake pipe internal pressure are close to each other. As a result, the convergence of the air amount control is lowered.

The present application discloses a technique for solving the above-mentioned problems in a conventional internal combustion engine control device, an internal combustion engine capable of suppressing variation in the convergence speed of the throttle feedback value and shortening the convergence time by conforming. It is an object of the present invention to provide a control device.

The internal combustion engine control device disclosed in the present application is
Throttle opening control means for controlling the intake air flow rate to the internal combustion engine by changing the effective opening area of the throttle valve by controlling the throttle opening of the throttle valve provided in the intake pipe of the internal combustion engine. The intake air flow rate detecting means for detecting the intake air flow rate to the internal combustion engine, the throttle upstream pressure detecting means for detecting the pressure on the upstream side of the throttle valve, the atmospheric pressure detecting means for detecting the atmospheric pressure, and the internal combustion Operating state detection including an intake pipe internal pressure detecting means for detecting the intake pipe internal pressure of the engine and an intake air temperature detecting means for detecting the intake air temperature on the upstream side of the throttle valve, and detecting the operating state of the internal combustion engine. Means and
A target intake air flow rate calculation means for calculating a target intake air flow rate according to the operating state of the internal combustion engine, and a target intake air flow rate calculation means.
A target intake pipe internal pressure calculating means for calculating a target intake pipe internal pressure according to the operating state of the internal combustion engine, and a target intake pipe internal pressure calculating means.
The target effective opening area of the throttle valve is calculated based on the target intake air flow rate, the pressure on the upstream side of the throttle valve, the pressure inside the target intake pipe, and the intake air temperature on the upstream side of the throttle valve. Target effective opening area calculation means and
A target opening degree calculating means for calculating a target opening degree from the target effective opening area using a map corresponding to the effective opening area of the throttle valve and the throttle opening degree adapted in advance.
The learning effective opening area for calculating the learning effective opening area based on the suction air flow rate, the pressure on the upstream side of the throttle valve, the pressure inside the intake pipe, and the intake air temperature on the upstream side of the throttle valve. Learning basics based on the calculation means, the learning opening degree calculating means for calculating the learning opening degree from the learning effective opening area using the corresponding map, and the difference between the throttle opening degree and the learning opening degree. A learning basic value calculating means for calculating a value, a learning corrected integration processing means for calculating a throttle learning value based on the learning basic value, and a throttle learning value calculating means including the learning basic value calculating means.
The feedback effective opening that calculates the feedback effective opening area based on the intake air flow rate, the pressure on the upstream side of the throttle valve, the target intake pipe internal pressure, and the intake air temperature on the upstream side of the throttle valve. The area calculation means, the feedback opening calculation means for calculating the feedback opening degree from the feedback effective opening area using the corresponding map, and feedback based on the difference between the throttle opening degree and the feedback opening degree. A throttle feedback control means including a feedback basic value calculation means for calculating a basic value, a corrected integration processing means for calculating a throttle feedback value by integrating the feedback basic value, and a throttle feedback control means.
A corrected target opening degree calculating means including the target opening degree calculating means, a target throttle learning value calculating means for calculating a target throttle learning value, and the throttle feedback control means, and a corrected target opening degree calculating means.
The corrected target opening degree calculating means, the target throttle learning value calculating means, and the throttle learning correction value which is the sum of the throttle feedback value and the target throttle learning value are input to the corrected target opening degree calculating means. The throttle opening correction value calculating means, the target opening degree calculating means, the target opening value corresponding to the target effective opening area of the corresponding map, the target throttle learning value, and the throttle feedback. A final target opening degree calculating means for updating and storing the throttle learning value and the throttle feedback value so that the sum of the values and the value approaches the actual throttle opening corresponding to the target effective opening area.
With
The ratio of the feedback basic value to the learning basic value is used as a feedback correction coefficient, and the throttle feedback value is corrected by the feedback correction coefficient.
It is something like that.

According to the internal combustion engine control device disclosed in the present application, it is possible to obtain an internal combustion engine control device capable of suppressing variation in the convergence speed of the throttle feedback value and shortening the convergence time by conforming.

It is a block diagram which shows schematic the internal combustion engine control device by Embodiment 1. FIG. FIG. 5 is a block diagram showing a schematic configuration of an engine control unit in the internal combustion engine control device according to the first embodiment. FIG. 5 is a functional block diagram showing a part of throttle opening degree control means in the internal combustion engine control device according to the first embodiment. It is explanatory drawing for demonstrating the throttle learning value calculation means in the internal combustion engine control apparatus according to Embodiment 1. FIG. It is a functional block diagram which shows the throttle learning value calculation means in the internal combustion engine control device by Embodiment 1. FIG. It is a functional block diagram which shows the throttle feedback control means in the internal combustion engine control device by Embodiment 1. FIG. It is a functional block diagram which shows the final target opening degree calculation means in the internal combustion engine control device by Embodiment 1. FIG. FIG. 5 is an overall flow chart of throttle opening degree control in the internal combustion engine control device according to the first embodiment. It is an overall flow chart of throttle opening degree control in a conventional internal combustion engine control device.

Hereinafter, preferred embodiments of the internal combustion engine control device according to the present application will be described in detail with reference to the drawings.

Embodiment 1.
FIG. 1 is a configuration diagram schematically showing an internal combustion engine control device according to the first embodiment, and FIG. 2 is a block diagram showing a schematic configuration of an engine control unit in the internal combustion engine control device according to the first embodiment. .. In FIG. 1, on the upstream side of the intake pipe 100 as an intake passage constituting the intake system of the engine 1, an air flow sensor 2 as an intake air flow rate detecting means for measuring the intake air flow rate Qa to the engine 1 and intake air are provided. An intake air temperature sensor 3 is provided as an intake air temperature detecting means for measuring the temperature To.

Instead of the air flow sensor 2 that directly measures the intake air flow rate Qa, a means for estimating and calculating the intake air flow rate Qa from other sensor information may be used. Further, the intake air temperature sensor 3 may be integrally configured with the air flow sensor 2, or may be configured separately from the air flow sensor 2. Further, instead of the intake air temperature sensor 3 that directly measures the intake air temperature To, a means for estimating and calculating the intake air temperature To from other sensor information may be used.

In the intake system of the engine 1, a throttle body 4 provided with a throttle valve 4a capable of electronically adjusting the opening area of the intake passage is provided downstream of the air flow sensor 2. The throttle body 4 is provided with a throttle position sensor 5 that measures the opening degree of the throttle valve 4a, that is, the throttle opening degree TP. The above-mentioned intake air temperature To is equal to the temperature on the atmosphere side of the throttle body 4.

Further, the throttle body 4 is connected to a surge tank 6 for equalizing the internal pressure of the intake pipe 100, and the surge tank 6 is inside the intake pipe as an intake pipe internal pressure detecting means for measuring the internal pressure as the intake pipe internal pressure Pe. A pressure sensor 7 is provided. Further, the surge tank 6 is connected to an EGR (Exhaust Gas Recirculation) valve 8 that opens and closes an EGR pipe 300 that communicates with an exhaust pipe 200 as an exhaust passage of the engine 1. Instead of the intake pipe internal pressure sensor 7 that directly measures the intake pipe internal pressure Pe, a means for estimating and calculating the intake pipe internal pressure Pe from other sensor information may be used.

The intake air flow rate Qa from the air flow sensor 2, the intake air temperature To from the intake air temperature sensor 3, the throttle opening TP from the throttle position sensor 5, and the intake pipe internal pressure Pe from the intake pipe internal pressure sensor 7 are shown in the figure. It is input to the ECU (Electronic Control Unit) 9 as an electronic control unit as information indicating the operating state of the engine 1 together with the detection signals from other sensors. The ECU 9 includes an operating state detecting means for detecting the operating state of the engine 1 based on the input information indicating the operating state.

The ECU 9 controls the throttle opening TP of the throttle body 4 to adjust the intake air flow rate Qa according to the calculation result based on the operating state, and also adjusts the intake air flow rate Qa, and the fuel injection device and the ignition device of the engine 1 (neither is shown). Is driven and controlled at the required timing to improve the combustion state of the engine 1.

In FIG. 2, various sensors 10 are connected to the ECU 9, and the various sensors 10 measure the atmospheric pressure Po together with the air flow sensor 2, the intake air temperature sensor 3, the throttle position sensor 5, and the intake pipe internal pressure sensor 7. The pressure on the atmospheric side of the throttle body 4, such as the atmospheric pressure sensor 11 as the atmospheric pressure detecting means, or the pressure upstream of the throttle body 4, that is, the throttle upstream pressure sensor 12 as the throttle upstream pressure detecting means for measuring the throttle upstream pressure P1. Includes sensors and the like to detect.

The ECU 9 includes an input interface (hereinafter referred to as an input I / F) 9a, an arithmetic processing unit 9b, and an output interface (hereinafter referred to as an output I / F) 9c. The atmospheric pressure Po may be measured by using a means for estimating and calculating from other sensor information without using the atmospheric pressure sensor 11 and the throttle upstream pressure sensor 12 for direct measurement. Further, the throttle upstream pressure sensor 12 that directly measures the throttle upstream pressure P1 may also be measured by using a means for estimating and calculating the throttle upstream pressure P1 from other sensor information.

The input I / F9a is the detection information from the air flow sensor 2, the intake air temperature sensor 3, the throttle position sensor 5, the intake pipe internal pressure sensor 7, the atmospheric pressure Po measured by the atmospheric pressure sensor 11, or the throttle upstream pressure sensor 12. The throttle upstream pressure P1 measured in 1 and the detection signals from other sensors included in the various sensors 10 are taken in and sent to the arithmetic processing unit 9b.

The arithmetic processing unit 9b includes a throttle opening control means, and controls the throttle opening TP, which is the opening of the throttle valve 4a, to change the effective opening area of the intake passage, and the intake air flow rate Qa to the engine 1. To control. Therefore, first, the arithmetic processing unit 9b calculates the target torque of the engine 1 based on the input information indicating the operating state, and calculates the target intake air flow rate Qa * for achieving the target torque.

The arithmetic processing unit 9b calculates the target effective opening area CAt * for achieving the target intake air flow rate Qa *, and also calculates the target opening TP * for achieving the target effective opening area CAt *. Further, the calculation of the control command value for the EGR valve 8 and the control command value for other actuators (injector of the fuel injection device provided in the combustion chamber of the engine 1 and the ignition coil of the ignition device, etc.) included in the various actuators 13 are calculated. calculate.

The output I / F9c of the ECU 9 outputs a drive control signal based on the calculation result of the ECU 9 to various actuators 13 including the throttle body 4 and the EGR valve 8. As a result, the throttle opening TP is controlled to match the target opening TP *.

Next, the arithmetic processing executed by the arithmetic processing unit 9b of the ECU 9 including the throttle opening control means, that is, the calculation processing of the target opening TP * for achieving the target intake air flow rate Qa * will be described. FIG. 3 is a functional block diagram showing a part of the throttle opening degree control means in the internal combustion engine control device according to the first embodiment. In FIG. 3, the arithmetic processing unit 9b of the ECU 9 includes a target intake air flow rate calculation means 30, a target effective opening area calculation means 31, a sound velocity calculation means 32, a pressure ratio calculation means 33, and a dimensionless flow rate calculation means 34. The target opening degree calculating means 35 is provided.

The target intake air flow rate calculation means 30 inputs information from various sensors 10 via the input I / F9a, and calculates a target intake air flow rate Qa * for achieving a target torque according to the operating state of the engine 1. , The calculated value of the target intake air flow rate Qa * is input to the target effective opening area calculation means 31. The sound velocity calculating means 32 calculates the sound velocity ao in the atmosphere based on the intake air temperature To from the intake air temperature sensor 3 and inputs it to the target effective opening area calculation means 31.

Further, the pressure ratio calculating means 33 includes a divider for calculating the pressure ratio PeTGT / Po of the target intake pipe internal pressure PeTGT and the atmospheric pressure Po from the atmospheric pressure sensor 11 or the throttle upstream pressure P1, and the pressure ratio PeTGT / The calculated value of Po (= P1) is input to the dimensionless flow rate calculating means 34. The dimensionless flow rate calculation means 34 calculates the dimensionless flow rate σ based on the pressure ratio PeTGT / Po and inputs it to the target effective opening area calculation means 31.

The target effective opening area calculation means 31 calculates the target effective opening area CAt * of the throttle body 4 by using the target intake air flow rate Qa *, the sound velocity ao in the atmosphere, and the dimensionless flow rate σ as input information to calculate the target opening area. Input to means 35. The target opening degree calculation means 35 uses a “CAt-TP map” as a correspondence map between the effective opening area CAt and the throttle opening TP adapted in advance, and the target opening degree TP corresponding to the target effective opening area CAt *. * Calculate.

Next, specific calculation processing functions of the target effective opening area calculation means 31, the sound velocity calculation means 32, the pressure ratio calculation means 33, the dimensionless flow rate calculation means 34, and the target opening degree calculation means 35 will be described. Generally, the volumetric flow rate calculation formula of the throttle type flow meter includes the intake air flow rate Qa (volume flow rate), the sound velocity ao in the atmosphere, the flow coefficient C, the opening area At of the throttle body 4, and the pressure inside the intake pipe Pe. It is expressed by the following equation (1) using the atmospheric pressure Po and the specific heat ratio κ.

Here, the dimensionless flow rate σ calculated by the dimensionless flow rate calculating means 34 is defined by the following equation (2).

Substituting the equation (2) into the equation (1), the intake air flow rate Qa can be expressed as the following equation (3).

The sound velocity ao in the atmosphere is represented by the following equation (4) when the gas constant R and the intake air temperature To are used.

Further, when the equation (3) is modified, the effective opening area CAt represented by the product of the flow coefficient C and the opening area At of the throttle body 4 is the target intake air flow rate Qa * required to achieve the target torque. , The speed of sound ao in the atmosphere and the dimensionless flow rate σ can be calculated by the following equation (5).

Therefore, the target effective opening area calculation means 31 of the ECU 9 achieves the target intake air flow rate Qa * using the equation (5) based on the target intake air flow rate Qa *, the sound velocity ao in the atmosphere, and the dimensionless flow rate σ. Calculate the target effective opening area CAt * of.

In this way, by calculating the target effective opening area CAt * based on the volume flow rate calculation formula of the throttle type flow meter represented by the formula (1), the change in environmental conditions and the opening of the EGR valve 8 are performed. Even when the operating state of the engine 1 changes due to the introduction of EGR or the like, the target effective opening area CAt * for satisfactorily achieving the target intake air flow rate Qa * can be calculated.

By the way, it is not practical to have the ECU 9 calculate the sound velocity ao in the atmosphere required for calculating the target effective opening area CAt * by using the equation (4) because the calculation load becomes enormous. Therefore, in order to suppress the calculation load in the ECU 9, the sound velocity calculation means 32 calculates the theoretical value of the sound velocity ao in the atmosphere in advance and stores it as map data for the intake air temperature To, and the target effective opening area calculation means. Before the calculation process in 31, the sound velocity ao in the atmosphere is calculated using the intake air temperature To.

Similarly, it is not practical to have the ECU 9 calculate the dimensionless flow rate σ required for the calculation of the target effective opening area CAt * by using the equation (2) because the calculation load becomes enormous. Therefore, in order to suppress the calculation load in the ECU 9, the dimensionless flow rate calculating means 34 calculates the theoretical value of the dimensionless flow rate σ in advance and stores it as map data for the pressure ratio between the intake pipe internal pressure Pe and the atmospheric pressure Po. Before the calculation process by the target effective opening area calculation means 31, the pressure ratio PeTGT / Po of the target intake pipe internal pressure PeTGT and the atmospheric pressure Po calculated by the pressure ratio calculation means 33 which is the target intake pipe internal pressure calculation means 33. Is used to calculate the dimensionless flow rate σ.

By the way, when the pressure ratio PeTGT / Po becomes large, the air flow sensor 2 and the intake pipe internal pressure sensor 7 are affected by the intake air pulsation, so that the measured value of the intake air flow rate Qa causes an error with respect to the actual intake air flow rate. In addition, there is a possibility that the calculation of the dimensionless flow rate σ is greatly affected by the measurement error of the intake pipe internal pressure Pe due to the intake air pulsation. Therefore, the pressure ratio fixing means (not shown) of the pressure ratio calculating means 33 sets the pressure ratio PeTGT / Po as a predetermined value A when the pressure ratio PeTGT / Po is equal to or higher than a predetermined value A. By handling, the influence of the intake air pulsation is suppressed, and the controllability of the throttle body 4 is ensured.

Instead of fixing the pressure ratio PeTGT / Po to the predetermined value A in the pressure ratio calculating means 33, the map value of the dimensionless flow rate σ with respect to the pressure ratio PeTGT / Po in the dimensionless flow rate calculating means 34 is set to the pressure ratio PeTGT /. In the region where Po is the value A or more, the same value as in the case of the predetermined value A may be set.

The target opening degree calculating means 35 calculates the target opening degree TP * by using the target effective opening area CAt * calculated by the target effective opening area calculating means 31. At this time, the target opening degree calculating means 35 obtains in advance the relationship with the effective opening area CAt calculated by the equation (5) from the measured value of the throttle opening degree TP and the measured value of the intake air flow rate Qa, and the throttle opening degree is calculated. The target opening TP * corresponding to the target effective opening area CAt * is calculated by storing the TP and the effective opening area CAt as a two-dimensional map corresponding to [1: 1] and using this two-dimensional map. do.

The throttle opening control means of the arithmetic processing unit 9b in the ECU 9 controls the throttle body 4 and various types so that the target opening TP * calculated by the target opening calculation means 35 is achieved. The throttle learning value is calculated so that the error between the target intake air flow rate Qa * and the actual intake air flow rate Qa due to variations in the sensor 10 and various estimation errors is reduced.

Next, the calculation process of the throttle learning correction value TPFBi in the internal combustion engine control device according to the first embodiment will be described in detail. FIG. 4 is an explanatory diagram for explaining the throttle learning value calculation means in the internal combustion engine control device according to the first embodiment, and is a throttle learning process and a throttle based on the relationship between the throttle opening TP and the effective opening area CAt. It gives an overview of feedback processing. In FIG. 4, a is a CAt-TP map showing the correspondence between a throttle opening TP adapted in advance and an effective opening area CAt, b is a learning-corrected CAt-TP map, and c is a throttle feedback processed CAt-TP. The map, respectively, is shown.

As shown in FIG. 4, the throttle learning value calculating means 50 includes a throttle opening TP calculated from a CAt-TP map a, which is a map in which a throttle opening TP adapted in advance and an effective opening area CAt are associated with each other, and a throttle. The difference from the throttle opening TP detected by the position sensor 5 is used as the learning basic value ΔTPr, and a part of the learning basic value ΔTPr is added to the CAt-TP map a to form the learning-corrected CAt-TP map b. Further, the throttle opening TP calculated from the CAt-TP map b corrected by reflecting the above-mentioned basic learning value ΔTPr, the CAt-TP map b corrected by reflecting the above-mentioned basic learning value ΔTPr, and the throttle. The difference from the throttle opening TP detected by the position sensor 5 is calculated as the basic feedback value ΔTPfb, and a part of the difference is reflected in the throttle learning correction value TPFBi to form the throttle feedback processed CAt-TP map c.

FIG. 5 is a functional block diagram showing a throttle learning value calculating means in the internal combustion engine control device according to the first embodiment. In FIG. 5, the throttle learning value calculating means 50 is monotonous with the learning effective opening area calculating means 51, the learning opening opening calculating means 52, the learning basic value calculating means 53, and the learning corrected integration processing means 54. The increase processing means 55 and the throttle learning value storage means 56 are provided.

The learning effective opening area calculation means 51 is based on the actual intake air flow rate Qa from the air flow sensor 2 when controlled to the target opening degree TP *, and the learning effective opening area of the throttle body 4 by the throttle opening degree controlling means. Calculate the CAtr. At this time, the learning effective opening area calculation means 51 applies the intake air flow rate Qa, the atmospheric pressure Po, the intake pipe internal pressure Pe, and the intake air temperature To to the flow rate calculation formula of the so-called throttle type flow meter, and the above-mentioned formula is applied. According to (5), the learning effective opening area CAtr of the throttle opening degree control means is calculated and input to the learning opening degree calculation means 52.

The learning opening degree calculating means 52 calculates the learning opening degree TPir corresponding to the learning effective opening area CAtr using the CAt-TP map a shown in FIG. 4, and inputs it to the learning basic value calculating means 53. At this time, the learning opening degree calculating means 52 adds the previously calculated throttle learning value TPLRNi to the pre-fitted map relationship instead of the learning opening degree TPir calculated from the pre-fitted CAt-TP map a. A thing may be input to the learning basic value calculation means 53 as a learning opening degree TPir.

The learning basic value calculating means 53 calculates the deviation [TP-TPir] between the throttle opening TP and the learning opening TPir detected by the throttle position sensor 5 as the learning basic value ΔTPr, and the learning corrected integration processing means. Enter in 54. Here, as the throttle opening TP, the throttle opening TP detected at the same timing as the timing at which the learning opening TPir is calculated is used. The target opening TP * may be used instead of the throttle opening TP.

The learning post-correction integration processing means 54 sequentially integrates the value obtained by multiplying the learning basic value ΔTPr by the correction coefficient Kc1 (0 ≦ Kc1 ≦ 1), or applies filtering processing to the learning basic value ΔTPr to perform the learning basic value ΔTPr. The throttle learning value TPLRN, which is a value obtained by removing the instantaneous variation from the above, is output.

The monotonous increase processing means 55 has an actual CAt-TP relationship (effective opening area CAt of the throttle opening control means and throttle opening) after the CAt-TP map a shown in FIG. 4 and the throttle learning value TPLRN are added and corrected. (Relationship with degree TP) processes the throttle learning value TPLRN so that it increases monotonically, and outputs the throttle learning value TPLRN.

The throttle learning value storage means 56 configured by the backup memory stores the throttle learning value TPLRN processed via the monotonous increase processing means 55 in the ECU 9.

As described above, when calculating the throttle opening TP for obtaining the target intake air flow rate Qa *, it is a good target for variations in the throttle body 4 and various sensors 10 and errors in various estimation calculations. The relationship between the effective opening area CAt and the throttle opening TP can be learned and corrected so that the intake air flow rate Qa * can be obtained. The throttle learning value of the throttle opening control means is used as a backup memory because the throttle learning value TPLRN is held in the throttle learning value storage means 56 when the engine 1 is stopped or the power of the internal combustion engine control device is turned off. Function.

As described above, the throttle learning value TPLRN is calculated, and the throttle learning value TPLRN after processing based on the throttle learning value TPLRN is calculated and stored. Such learning processing is performed in the entire operating area. Since it cannot be done, learning prohibition processing is required.

The learning update prohibition processing means 57 inputs the previous throttle learning value TPLRN (n-1) when a predetermined update prohibition condition described later is satisfied, and prohibits the update of the throttle learning value TPLRN. In FIG. 5, the learning update prohibition processing means 57 is displayed as a changeover switch, and when a predetermined update prohibition condition is satisfied, the throttle learning value TPLRN from the learning corrected post-integration processing means 54 is used to indicate the previous time. It operates to switch to the throttle learning value TPLRN (n-1) of. Next, the learning update prohibition processing means 57 in the internal combustion engine control device according to the first embodiment will be specifically described.

When the update prohibition condition of the throttle learning value TPLRN is not satisfied, the throttle learning value TPLRN calculated by the learning correction after integration processing means 54 is learned according to the point of the CAt axis of the CAt-TP map a shown in FIG. Let it be the final throttle learning value of the area.

If the target opening TP * suddenly changes during transient operation, etc., the response delay until the flow velocity of the air in the vicinity of the airflow sensor 2 changes due to the change in the throttle opening, or the response delay of the airflow sensor 2 itself may occur. It takes some time for the intake air flow rate Qa to respond.

Therefore, the learning update prohibition processing means 57 prohibits the update of the throttle learning value TPLRN when the deviation between the target opening degree TP * and the throttle opening degree TP becomes a predetermined value B or more, and the previous throttle learning is performed. The value TPLRN (n-1) is input to the monotonically increasing processing means 55. This makes it possible to prevent erroneous learning of the throttle learning value TPLRN due to a response delay of the intake air flow rate Qa or the like.

Further, since the air flow sensor 2 is affected by the intake air pulsation when the pressure ratio Pe / Po between the intake pipe internal pressure Pe and the atmospheric pressure Po becomes large to some extent, the air flow sensor 2 is between the actual intake air flow rate and the measured intake air flow rate. In such an operating region, the throttle learning value TPLRN cannot be calculated accurately.

Therefore, when the pressure ratio Pe / Po indicates the above-mentioned predetermined value B or more, the learning update prohibition processing means 57 selects the previous throttle learning value TPLRN (n-1) and selects the throttle learning value TPLRN. Prohibit the update of. This makes it possible to prevent erroneous learning of the throttle opening TP due to the influence of intake air pulsation.

The learning update prohibition processing means 57 throttles when the absolute value of the difference between the target throttle passing air flow rate and the throttle passing air flow rate is less than the product of the target throttle passing air flow rate and the predetermined value C. The update of the learning value TPLRN may be prohibited.

Further, in the learning update prohibition processing means 57, when the absolute value of the difference between the target throttle passing air flow rate and the throttle passing air flow rate exceeds the product of the target throttle passing air flow rate and the predetermined value C, the target throttle At least one of the cases where the absolute value of the difference between the passing air flow rate and the target throttle passing air flow rate before a predetermined time exceeds the product of the target throttle passing air flow rate and the predetermined value D. When it occurs, the update of the throttle learning value TPLRN may be prohibited.

Further, the learning update prohibition processing means 57 detects the pressure inside the intake pipe when the learning update prohibition processing means 57 is in the limp home state, when the sensor used as the means for detecting the intake air flow rate to the engine has an abnormality, and when an abnormality occurs. The update of the throttle learning value TPLRN may be prohibited when an abnormality occurs in the sensor used as the means and when at least one of them occurs.

When the deviation between the learning opening TPir and the throttle opening TP or the target opening TP * is equal to or less than a predetermined value E, the target intake air flow rate Qa * and the target intake air flow rate Qa At least one of the cases where the deviation rate is equal to or less than the predetermined value F and the deviation between the target effective opening area CAt * and the learning effective opening area CAtr is equal to or less than the predetermined value G. When one occurs, if the update of the throttle learning value TPLRN is prohibited, the prohibition functions as a dead zone for throttle learning. This makes it possible to prevent fluctuations in the throttle learning value when the throttle learning value TPLRN converges, that is, fluctuations in the throttle opening degree.

Next, the throttle feedback control means for correcting the throttle opening TP will be described. FIG. 6 is a functional block diagram showing throttle feedback control means in the internal combustion engine control device according to the first embodiment. In FIG. 6, the throttle feedback control means 60 is a feedback basic that inputs the output of the feedback effective opening area calculation means 61 using the target intake pipe internal pressure PeTGT, the feedback opening calculation means 62, and the throttle position sensor 5. It includes a value calculation means 63, a feedback correction coefficient calculation means 64, a post-correction integration processing means 65 that corrects and integrates the feedback basic value ΔTPfb, and a feedback update prohibition processing means 66.

The feedback effective opening area calculation means 61 calculates the feedback effective opening area CAtfb of the throttle body 4 by the throttle opening control means based on the actual intake air flow rate Qa when the target opening TP * is controlled. At this time, the feedback effective opening area calculation means 61 applies the intake air flow rate Qa, the atmospheric pressure Po, the target intake pipe internal pressure PeTGT, and the intake air temperature To to the flow rate calculation formula of the so-called throttle type flow meter, and is described above. As in the equation (5), the feedback effective opening area CAtfb of the throttle opening degree control means is calculated and input to the feedback opening degree calculation means 62.

The feedback opening degree calculation means 62 calculates the feedback throttle opening degree TPifb calculated from the feedback effective opening area CAtfb using the CAt-TP map a shown in FIG. 4, and uses the feedback basic value calculation means 63. input. The CAt-TP map a may be input to the feedback basic value calculation means 63 as the feedback throttle opening TPifb, which is obtained by adding the previously calculated throttle learning value TPLRNi to the map relationship adapted in advance.

The feedback basic value calculation means 63 calculates the feedback basic value ΔTPfb, which is the difference [TP-TPifb] between the throttle opening TP detected by the throttle position sensor 5 and the feedback throttle opening TPifb, and the corrected integration processing means. Enter in 65. Here, as the throttle opening TP, the throttle opening TP detected at the same timing as the timing at which the feedback throttle opening TPifb is calculated is used. The target opening TP * may be used instead of the throttle opening TP.

The feedback correction coefficient calculation means 64 determines the ratio [ΔTPr ÷ ΔTPfb] of the learning basic value ΔTPr obtained by using the intake pipe internal pressure Pe and the feedback basic value ΔTPfb obtained by using the target intake pipe internal pressure PeTGT [ΔTPr ÷ ΔTPfb]. And input to the corrected integration processing means 65.

The post-correction integration processing means 65 sequentially integrates the value obtained by multiplying the feedback basic value ΔTPfb by the feedback correction coefficient Kcfb and the reflection coefficient Kcfbb (0 ≦ Kcfbb ≦ 1), and removes the instantaneous variation from the feedback basic value ΔTPfb. Then, the throttle feedback value TPFB that suppresses the variation in the convergence speed due to the influence of the change in the target intake pipe internal pressure PeTGT is input to the throttle opening correction value calculation means 72 described later via the feedback update prohibition processing means 66. In FIG. 6, the feedback update prohibition processing means 66 is displayed as a changeover switch and operates as described later.

The feedback correction coefficient Kcfb may be limited to a value between a predetermined maximum value and a predetermined minimum value in order to prevent deterioration of convergence due to excessive correction.

Further, in order to prevent hunting of the throttle feedback value TPFB due to a small change, the correction by the feedback correction coefficient Kcfb may be prohibited when the feedback correction coefficient Kcfb is within a predetermined range. ..

Alternatively, in the correction by the feedback correction coefficient Kcfb, the absolute value of the difference between the target throttle passing air flow rate and the target throttle passing air flow rate before a predetermined time is predetermined in order to prevent deterioration of convergence in the transient. If a value exceeding the value is shown, correction may be prohibited as a transient state. Whether or not it is in a transient state can be determined by changes in filling efficiency, throttle opening, and accelerator opening.

Further, as a specific example of the update prohibition condition in the feedback update prohibition processing means 66, when the deviation between the target opening TP * and the throttle opening TP becomes a predetermined value B or more, the throttle feedback value TPFB is updated. May be prohibited.

When the predetermined update prohibition condition described later is satisfied, the feedback update prohibition processing means 66 uses the previous throttle feedback value TPFB (n-1) instead of the current throttle feedback value TPFB, and the throttle opening degree described later. It operates so as to be input to the correction value calculation means 72, and prohibits the update of the throttle feedback value TPFB. Further, when the pressure ratio Pe / Po between the intake pipe internal pressure Pe and the atmospheric pressure Po indicates a predetermined value A or more, the update of the throttle feedback value TPFB may be prohibited as described above. ..

Further, in the feedback update prohibition processing means 66, when the absolute value of the difference between the target throttle passing air flow rate and the learning throttle passing air flow rate is less than the product of the target throttle passing air flow rate and the predetermined value H, , The update of the throttle feedback value TPFB may be prohibited.

Alternatively, in the feedback update prohibition processing means 66, the absolute value of the difference between the target throttle passing air flow rate and the learning throttle passing air flow rate exceeds the product of the target throttle passing air flow rate and the predetermined value H. , At least when the absolute value of the difference between the target throttle passing air flow rate and the target throttle passing air flow rate before the predetermined time exceeds the product of the target throttle passing air flow rate and the predetermined value I. In either case, the update of the throttle feedback value TPFB may be prohibited.

Further, the feedback update prohibition processing means 66 is a throttle feedback value when the absolute value of the difference between the target throttle passing air flow rate and the throttle passing air flow rate is less than the product of the target throttle passing air flow rate and the predetermined value J. The TPFB may be retained.

The feedback update prohibition processing means 66 is used when the limp home state occurs, when an abnormality occurs in the air flow sensor 2 used as a means for detecting the intake air flow rate Qa to the engine, or as a means for detecting the intake pipe internal pressure Pe. When an abnormality occurs in the intake pipe internal pressure sensor 7, the update of the throttle feedback value TPFB may be prohibited in at least one of the cases.

In addition, the feedback update prohibition processing means 66 has a target intake air flow rate when the deviation between the feedback throttle opening TPifb and the throttle opening TP or the target opening TP * is equal to or less than a predetermined value E. When the deviation rate between Qa * and the intake air flow rate Qa is equal to or less than the predetermined value F, or the deviation between the target effective opening area CAt * and the learning effective opening area CAtr is equal to or less than the predetermined value G. When becomes, the update of the throttle feedback value TPFB may be prohibited in at least one of the cases.

Next, the final target opening degree calculation means will be described. FIG. 7 is a functional block diagram showing a final target opening degree calculating means in the internal combustion engine control device according to the first embodiment. In FIG. 7, the final target opening degree calculation means 70 includes a target throttle opening learning value calculation means 71, a throttle opening degree correction value calculation means 72, a corrected target opening degree calculation means 73, and a target opening degree calculation means 35. It has.

The throttle learning correction value TPFBi, which is the sum of the throttle feedback value TPFB output via the feedback update prohibition processing means 66 and the target throttle learning value TPLRNTGT calculated by the target throttle learning value calculation means 71, is after correction. It is input to the target opening degree calculating means 73. The corrected target opening degree calculation means 73 outputs the corrected target opening degree TPTGT *, which is the sum of the target opening degree TP * input from the target opening degree calculation means 35 and the throttle learning correction value TPFBi, to the output interface 9c. ..

The target throttle learning value calculation means 71 determines the correspondence map relationship between the previously calculated throttle learning value TPLRNi stored in the ECU 9 by the throttle learning value storage means 56, the throttle opening TP adapted in advance, and the effective opening area CAt. Using the CAt-TP map a shown in FIG. 4 described above, the target throttle learning value TPLRNTGT calculated from the target effective opening area CAt * is calculated. At this time, the CAt-TP map a may have a relationship in which the previously calculated throttle learning value TPLRNi is added to the map relationship that fits in advance.

The throttle opening correction value calculating means 72 includes an adding means for adding the throttle feedback value TPFB and the target throttle learning value TPLRNTGT, and inputs the addition result as the throttle learning correction value TPFBi to the corrected target opening degree calculating means 73.

The corrected target opening degree calculation means 73 is derived from an addition means for adding the throttle learning correction value TPFBi calculated by the throttle opening degree correction value calculation means 72 and the target opening degree TP * calculated by the target opening degree calculation means 35. Then, the addition result is output to the output interface 9c as the target opening degree TPTGT * after correction.

In this way, the final target opening degree calculation means 70 calculates the throttle feedback value TPFB based on the feedback basic value ΔTPfb as the deviation between the throttle opening degree TP and the feedback throttle opening degree TPifb, and the target opening degree TP *. By controlling the throttle opening TP using the corrected target opening TPTGT * corrected by the throttle learning correction value TPFBi, the error between the target intake air flow rate Qa * and the intake air flow rate Qa is reduced.

FIG. 8 is an overall flow diagram of throttle opening degree control in the internal combustion engine control device according to the first embodiment, and FIG. 9 is an overall flow diagram of throttle opening degree control in the conventional internal combustion engine control device. As is clear from the comparison with the conventional internal combustion engine control device shown in FIG. 9, according to the internal combustion engine control device according to the first embodiment shown in FIG. 8, the throttle learning value calculation means 50 and the throttle feedback control means 60 described above. A control system 1000 composed of the final target opening degree calculation means 70 and the final target opening degree calculation means 70 is provided, the throttle opening degree is corrected by throttle learning for variations in the throttle body and various sensors, and the throttle is further used by the target intake pipe internal pressure. Since the throttle opening correction is performed by the throttle feedback for the throttle opening error caused by the deviation of the set value such as the conversion coefficient generated by controlling the throttle feedback value, the variation in the convergence speed of the throttle feedback value is suppressed. It is possible to obtain an internal combustion engine control device that can shorten the convergence time by conforming and realize throttle opening control that can obtain a highly accurate intake air flow rate with a high response to a target intake air flow rate.

It is possible to modify or omit the first embodiment as appropriate.

1 engine, 2 air flow sensor, 3 intake air temperature sensor, 4 throttle body, 4a throttle valve, 5 throttle position sensor, 6 surge tank, 7 intake pipe internal pressure sensor, 9a input interface, 9b arithmetic processing unit, 9c output interface, 10 Various sensors, 11 atmospheric pressure sensor, 12 throttle upstream pressure sensor, 30 target intake air flow rate calculation means, 31 target effective opening area calculation means, 32 sound velocity calculation means, 33 pressure ratio calculation means, 34 dimensionless flow rate calculation means, 35 target Opening calculation means, 50 Throttle learning value calculation means, 51 Effective opening area calculation means for learning, 52 Opening calculation means for learning, 53 Basic learning value calculation means, 54 After-correction integration processing means for learning, 55 Monotonic increase processing means , 56 Throttle learning value storage means, 57 Learning update prohibition processing means, 60 Throttle feedback control means, 61 Effective opening area calculation means for feedback, 62 Opening calculation means for feedback, 63 Feedback basic value calculation means, 64 Feedback correction coefficient calculation Means, 65 post-correction integration processing means, 66 feedback update prohibition processing means, 70 final target opening calculation means, 71 target throttle learning value calculation means, 72 throttle opening correction value calculation means, 73 corrected target opening calculation means, 100 intake pipe, 200 exhaust pipe, 300 EGR pipe, 1000 control system, Qa intake air flow rate, Qa * target intake air flow rate, CAt * target effective opening area, CAt effective opening area, CAtr learning effective opening area, CAtfb feedback Effective opening area, At opening area, TP * target opening, TP throttle opening, TPifb feedback throttle opening, ΔTPfb feedback basic value, ΔTPr learning basic value, TPLRN throttle learning value, TPLRNi previously calculated throttle learning value, TPir Learning opening, To intake air temperature, Pe intake pipe internal pressure, Po atmospheric pressure, P1 throttle upstream pressure, PeTGT target intake pipe internal pressure, TPLRNTGT target throttle learning value, κ specific heat ratio, ao sound velocity, σ dimensionless flow rate, R gas Constant, C flow coefficient, Kcfb feedback correction coefficient, Kcfbb reflection coefficient, TPFB throttle Torr feedback value, TPFBi throttle learning correction value, TPTGT * corrected target opening

The internal combustion engine control device disclosed in the present application is
An operating state detecting means for detecting the operating state of an internal combustion engine, and
A target intake air flow rate calculation means for calculating a target intake air flow rate according to the operating state of the internal combustion engine, and a target intake air flow rate calculation means.
A target intake pipe internal pressure calculating means for calculating a target intake pipe internal pressure according to the operating state of the internal combustion engine, and a target intake pipe internal pressure calculating means.
Based said target intake air flow rate, the pressure upstream of the throttle valve provided in an intake pipe of the atmospheric pressure or the internal combustion engine, and the target intake pipe pressure, in the intake air temperature of the upstream side of the throttle valve a target effective opening area calculation means for calculating a target effective opening area of the front Symbol throttle valve Te,
Throttle learning value calculation means and
Throttle feedback control means and
Final target opening calculation means and
With
The operating state detecting means
Wherein by changing the effective opening area of the throttle valve by controlling the throttle opening of the throttle valve, and the throttle opening control means for controlling the intake air flow rate to the internal combustion engine, the intake air to the internal combustion engine The intake air flow rate detecting means for detecting the flow rate, the throttle upstream pressure detecting means for detecting the pressure on the upstream side of the throttle valve, the atmospheric pressure detecting means for detecting the atmospheric pressure, and the intake pipe internal pressure of the internal combustion engine are detected. has an intake pipe pressure detecting means, and the intake air temperature detecting means for detecting an upstream side of the intake air temperature of the throttle valve, and
The throttle learning value calculation means is
Learning the intake air flow rate, the pressure on the upstream side of the atmospheric pressure or the throttle valve, the intake pipe pressure, based on the upstream side of the intake air temperature of the throttle valve, and calculates the effective opening area learning Learning opening degree calculation for calculating the learning opening degree from the learning effective opening area using the effective opening area calculation means for learning and the correspondence map between the effective opening area of the throttle valve and the throttle opening degree adapted in advance. The means, the learning basic value calculating means for calculating the learning basic value based on the difference between the throttle opening and the learning opening, and the throttle learning value which is a value obtained by removing the variation from the learning basic value are calculated. It has a post-correction integration processing means for learning and a throttle learning value storage means for storing the throttle learning value .
The throttle feedback control means
The effective opening area for feedback is calculated based on the intake air flow rate, the atmospheric pressure or the pressure on the upstream side of the throttle valve, the target intake pipe internal pressure, and the intake air temperature on the upstream side of the throttle valve. Difference between the feedback effective opening area calculation means, the feedback opening degree calculating means for calculating the feedback opening degree from the feedback effective opening area using the corresponding map, and the throttle opening degree and the feedback opening degree. It has a feedback basic value calculating means for calculating the feedback basic value based on the above, and a corrected integrating processing means for calculating the throttle feedback value by integrating the feedback basic value .
The final target opening degree calculation means is
Using the corresponding map, it was calculated by the target opening degree calculating means for calculating the target opening degree from the target effective opening area, and the throttle learning value and the target effective opening area calculating means stored in the throttle learning value storage means. A target throttle learning value calculating means that calculates a target throttle learning value based on a target effective opening area, and a throttle opening correction value that calculates a throttle learning correction value that is the sum of the throttle feedback value and the target throttle learning value. It has a calculation means and a corrected target opening degree calculating means for calculating a corrected target opening degree which is the sum of the throttle learning correction value and the target opening degree .
The throttle feedback control means further
The ratio of the feedback basic value to the learning basic value is used as the feedback correction coefficient, and the throttle feedback value is corrected by integrating the value obtained by multiplying the feedback basic value by the feedback correction coefficient by the post-correction integration processing means. , It is configured to remove the variation from the feedback basic value and the variation in the convergence speed of the throttle feedback value .
The throttle opening control means
The throttle opening degree is controlled based on the corrected target opening degree calculated by the corrected target opening degree calculating means.
It is something like that.

The feedback correction coefficient Kcfb described above may be limited to a value between a predetermined maximum value and a predetermined minimum value in order to prevent deterioration of convergence due to excessive correction, that is, hunting. ..

Further, in the correction by the feedback correction coefficient Kcfb, the feedback correction coefficient Kcfb is predetermined in order to prevent hunting of the throttle feedback value TPFB with a small change, that is, to prevent deterioration of the convergence of the throttle feedback value TPFB with a small change. If it is a value , correction may be prohibited.

Claims (4)

Throttle opening control means for controlling the intake air flow rate to the internal combustion engine by changing the effective opening area of the throttle valve by controlling the throttle opening of the throttle valve provided in the intake pipe of the internal combustion engine. The intake air flow rate detecting means for detecting the intake air flow rate to the internal combustion engine, the throttle upstream pressure detecting means for detecting the pressure on the upstream side of the throttle valve, the atmospheric pressure detecting means for detecting the atmospheric pressure, and the internal combustion Operating state detection including an intake pipe internal pressure detecting means for detecting the intake pipe internal pressure of the engine and an intake air temperature detecting means for detecting the intake air temperature on the upstream side of the throttle valve, and detecting the operating state of the internal combustion engine. Means and
A target intake air flow rate calculation means for calculating a target intake air flow rate according to the operating state of the internal combustion engine, and a target intake air flow rate calculation means.
A target intake pipe internal pressure calculating means for calculating a target intake pipe internal pressure according to the operating state of the internal combustion engine, and a target intake pipe internal pressure calculating means.
The target effective opening area of the throttle valve is calculated based on the target intake air flow rate, the pressure on the upstream side of the throttle valve, the pressure inside the target intake pipe, and the intake air temperature on the upstream side of the throttle valve. Target effective opening area calculation means and
A target opening degree calculating means for calculating a target opening degree from the target effective opening area using a map corresponding to the effective opening area of the throttle valve and the throttle opening degree adapted in advance.
The learning effective opening area for calculating the learning effective opening area based on the suction air flow rate, the pressure on the upstream side of the throttle valve, the pressure inside the intake pipe, and the intake air temperature on the upstream side of the throttle valve. Learning basics based on the calculation means, the learning opening degree calculating means for calculating the learning opening degree from the learning effective opening area using the corresponding map, and the difference between the throttle opening degree and the learning opening degree. A learning basic value calculating means for calculating a value, a learning corrected integration processing means for calculating a throttle learning value based on the learning basic value, and a throttle learning value calculating means including the learning basic value calculating means.
The feedback effective opening that calculates the feedback effective opening area based on the intake air flow rate, the pressure on the upstream side of the throttle valve, the target intake pipe internal pressure, and the intake air temperature on the upstream side of the throttle valve. The area calculation means, the feedback opening calculation means for calculating the feedback opening degree from the feedback effective opening area using the corresponding map, and feedback based on the difference between the throttle opening degree and the feedback opening degree. A throttle feedback control means including a feedback basic value calculation means for calculating a basic value, a corrected integration processing means for calculating a throttle feedback value by integrating the feedback basic value, and a throttle feedback control means.
A corrected target opening degree calculating means including the target opening degree calculating means, a target throttle learning value calculating means for calculating a target throttle learning value, and the throttle feedback control means, and a corrected target opening degree calculating means.
The corrected target opening degree calculating means, the target throttle learning value calculating means, and the throttle learning correction value which is the sum of the throttle feedback value and the target throttle learning value are input to the corrected target opening degree calculating means. The throttle opening correction value calculating means, the target opening degree calculating means, the target opening value corresponding to the target effective opening area of the corresponding map, the target throttle learning value, and the throttle feedback. A final target opening degree calculating means for updating and storing the throttle learning value and the throttle feedback value so that the sum of the values and the value approaches the actual throttle opening corresponding to the target effective opening area.
With
The ratio of the feedback basic value to the learning basic value is used as a feedback correction coefficient, and the throttle feedback value is corrected by the feedback correction coefficient.
An internal combustion engine control device characterized by the fact that. The feedback correction coefficient is configured to be limited within a predetermined range of maximum and minimum values.
The internal combustion engine control device according to claim 1. When the feedback correction coefficient is within a predetermined range, the correction of the throttle feedback value by the feedback correction coefficient is prohibited.
The internal combustion engine control device according to claim 1 or 2. When the absolute value of the difference between the target throttle-passing air flow rate as the target value of the air flow rate passing through the throttle valve and the target throttle-passing air flow rate before a predetermined time exceeds the predetermined value. It is configured to prohibit the correction of the throttle feedback value by the feedback correction coefficient.
The internal combustion engine control device according to any one of claims 1 to 3, wherein the internal combustion engine control device is characterized.

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