JP3298182B2 - High altitude judgment device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for judging a high altitude of a vehicle, and more particularly to calculating a reference intake air amount from a throttle opening.
The present invention relates to an apparatus for performing a high altitude determination by comparing an actual intake air amount.

[0002]

2. Description of the Related Art When a vehicle travels at high altitude, the higher the altitude, the lower the atmospheric pressure and the lower the air density. Therefore, even with the same throttle opening, the amount of intake air of the internal combustion engine of the vehicle decreases, and the output of the internal combustion engine decreases. Will drop. Therefore, in order to determine the altitude at which the vehicle is traveling conventionally, a reference intake air amount is calculated by referring to a map based on the engine speed and the throttle opening, and the reference intake air amount is calculated from the reference intake air amount and the air flow meter. 2. Description of the Related Art There is known a high altitude determination device for a vehicle which makes a high altitude determination by comparing an actual intake air amount with an actual intake air amount (Japanese Patent Laid-Open No.
-185250).

[0003]

An appropriately controlled exhaust gas is recirculated into the intake air-fuel mixture to slow down the combustion in the engine cylinder, lower the maximum combustion temperature and reduce the nitrogen oxides (NO
x), in an internal combustion engine having an exhaust gas recirculation (EGR: exhaust gas recirculation) device, exhaust gas is supplied to the downstream side of the throttle valve when EGR is performed. The downstream side shifts closer to the atmospheric pressure than the upstream side, the differential pressure between the downstream side and the upstream side of the throttle valve decreases, and the amount of intake air at the throttle opening decreases.

Further, in order to prevent the fuel (vapor) evaporated in the fuel tank from being released to the atmosphere, each part is sealed, and the vapor is once adsorbed by an adsorbent in the canister, and the adsorbed fuel is removed. 2. Description of the Related Art In an internal combustion engine provided with an evaporative purge system that draws air into an intake passage of the internal combustion engine and burns the fuel under predetermined operating conditions of the vehicle, fuel is discharged (purged) from a canister to a downstream side of a throttle valve during purging.

[0005] As shown in Fig. 12, when the horizontal axis indicates the throttle opening TA and the vertical axis indicates the intake air amount GNAFM obtained from the output of the air flow meter, one point is obtained when the vehicle travels on flat ground without performing EGR or purging. When the vehicle travels at high altitude without performing EGR or purging, the characteristic indicated by the dashed line I is obtained.
Thus, the characteristic indicated by the two-dot chain line II is obtained, in which the GNAFM is smaller than that of the first embodiment. Accordingly, if the throttle opening TA is the same, the engine output is lower when traveling on high altitude than when traveling on level ground. When the driver depresses the accelerator pedal to make the engine output the same, the TA increases and the GNAFM becomes substantially constant.

On the other hand, as shown by a solid line III in FIG. 12 when the vehicle travels on a level ground while purging, and as shown by a broken line IV when the vehicle travels on a level ground while performing EGR, the vehicle travels on a level ground without any additional intake air. This shows a characteristic in which the GNAFM is reduced with the same TA as compared with the characteristic I when the above-mentioned is performed. This is because, when the amount of air sucked into the engine combustion chamber is the same, when the purge or EGR is performed, the amount of intake air passing through the air flow meter is reduced as compared to when neither the purge nor the EGR is performed. is there. It is not known whether or not this decrease in GNAFM is due to a change in density due to high altitude travel. In the conventional device, high altitude determination was performed solely by only the throttle opening TA and the engine speed NE. I have.

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and provides a vehicle high altitude determining apparatus which solves the above-mentioned problems by correcting a reference intake air amount or an intake air amount according to the state of introduction of additional intake air. The purpose is to provide.

[0008]

FIG. 1 is a block diagram showing the principle of the present invention for achieving the above object. As shown in the figure, the present invention calculates a reference intake air amount by a calculation means 13 from a throttle opening of a throttle valve 12 provided in an intake passage 11 of an internal combustion engine 10 and an engine speed, and Actual intake air volume obtained based on the output signal and
In an apparatus for determining a high altitude by comparing the reference intake air amount calculated by the calculating means 13 with the determining means 15, when the additional intake air is introduced downstream of the throttle valve 12, the reference intake air calculated by the calculating means 13 is used. Based on the air flow or the output signal of the air flow meter 14
Actual a correction means 16 and 16 'for correcting in accordance with the operating condition at the time of introduction of the added air intake air amount, the determination hand
The stage 15 has been corrected by the correction means 16, 16 '.
Based on the resulting reference or actual intake air volume
The high altitude is determined based on this .

[0009]

According to the present invention, at the time of additional intake to the downstream side of the throttle valve 12, such as EGR or purging of fuel in the canister, etc., the correction means 16 determines whether the additional intake air is introduced by the correction means 16 in accordance with the introduction state of the additional intake air determined by the operating condition. The reference air intake air amount or the air flow meter 14
By correcting the actual intake air amount obtained from the output of the above, the influence of the additional intake air on the reference intake air amount and the actual intake air amount can be removed.

[0010]

FIG. 2 shows a system configuration diagram of an embodiment of the present invention. In the figure, air from which dust and dust in the air have been removed by an air cleaner 22 is supplied to an air flow meter 23.
After measuring the intake air amount by the air flow meter 14 (corresponding to the air flow meter 14), the flow rate is controlled by a throttle valve 25 (corresponding to the throttle valve 12) in an intake pipe 24, and further a surge tank 26, an intake manifold 27 (the intake passage 11 together with the intake pipe 24)
During the opening of the intake valve 28 of the internal combustion engine.

The opening of the throttle valve 25 is controlled in conjunction with an accelerator pedal (not shown), and the opening is detected by a throttle position sensor 30. Further, a fuel injection valve 31 is provided for each cylinder so that a part thereof projects into the intake manifold 27. The fuel injection valve 31 injects the fuel 33 in the fuel tank 32 into the airflow passing through the intake manifold 27 for a time specified by the microcomputer 21.

The combustion chamber 29 is connected to an exhaust manifold 35 via an exhaust valve 34. In addition, combustion chamber 2
A plug gap of the ignition plug 36 protrudes into the inside 9. Further, the piston 37 reciprocates vertically in the drawing. These constitute an engine (internal combustion engine 10). Further, an oxygen concentration detection sensor (O ₂ sensor) 38 is provided so that a part of the exhaust manifold 35 penetrates and projects, thereby detecting the oxygen concentration in the exhaust gas.

The fuel tank 32 contains a fuel 33, and sends out evaporated fuel (vapor) generated inside to a canister 40 through a vapor passage 39. Canister 4
No. 0 is filled with an adsorbent such as activated carbon, and an air hole 40a is provided. Further, the canister 40 is connected to a first port of a purge vacuum switching valve (VSV) 42 through a purge passage 41. The second port of the VSV 42 is connected to the purge passage 4
3 and communicate with the surge tank 26. This V
The SV 42 is controlled to be either on (open) or off (cut off) based on a control signal from the microcomputer 21. Note that a water temperature sensor 44 for detecting the engine cooling water temperature is provided in a part of the engine block. Further, a rotation angle sensor 48 for detecting the engine speed is provided in the distributor.

On the other hand, the exhaust manifold 35 on the upstream side of the O ₂ sensor 38 and the intake pipe 24 on the downstream side of the throttle valve 25 are communicated by a recirculation passage 45. 46
And vacuum switching valve for EGR
EGRV) 47 are provided.

The EGR cooler 46 is for lowering the temperature of the exhaust gas flowing through the recirculation passage 45. EG
The RV 47 has a structure in which the degree of valve opening is controlled in accordance with the duty ratio of a control signal from the microcomputer 21 described later. Therefore, by controlling the degree of opening of the EGRV 47, the flow rate of the exhaust gas input through the EGR cooler 46 is controlled, whereby the amount of exhaust gas recirculated to the intake pipe 24 is controlled.

In this configuration, the vapor generated in the fuel tank 32 is adsorbed by the activated carbon in the canister 40 through the vapor passage 39, and is prevented from being released to the atmosphere. VSV4 for purge when the evaporative purge system is activated
2 is open. As a result, the air is introduced into the canister 40 through the air holes 40a using the negative pressure of the intake manifold 27 during operation.

Then, the fuel adsorbed on the activated carbon in the canister 40 is desorbed, and the fuel is supplied to the purge passage 4.
1. The gas is sucked into the surge tank 26 through the purge VSV 42 and the purge passage 43, respectively. The activated carbon is regenerated by the above-mentioned desorption, and prepares for the next paper adsorption.

The microcomputer 21 is a control device for realizing the calculation means 13, the judgment means 15, and the correction means 16, 16 'by software processing, and has a known hardware configuration as shown in FIG. 2, the same parts as those of FIG. 2 are denoted by the same reference numerals, and the description thereof will be omitted. In FIG. 3, a microcomputer 21 includes a central processing unit (CPU) 50, a read-only memory (ROM) 51 storing a processing program, a random access memory (RAM) 52 used as a work area,
Backup RAM that retains data even after the engine stops
53, input interface circuit 5 with multiplexer
4, an A / D converter 56, an input / output interface circuit 55, and the like, which are connected via a bus 57.

The input interface circuit 54 detects an intake air amount signal from the air flow meter 23, a detection signal from the throttle position sensor 30, an oxygen concentration detection signal from the O ₂ sensor 38, a detection signal from the water temperature sensor 44,
A parallel input signal consisting of an output signal of the rotation angle sensor 48 and the like are sequentially switched and fetched, synthesized in a time series and input as a serial signal to a single A / D converter 56 for analog-to-digital conversion. 57.

The input / output interface circuit 55 receives a detection signal from the throttle position sensor 30 and inputs the detection signal to the CPU 50 via a bus 57, and also inputs signals from the bus 57 to the fuel injection valve 31 and the purge The signals are selectively transmitted to the VSV 42 and the EGRV 47 to control them.

Next, a description will be given of an atmospheric pressure correction value calculation routine for realizing the calculation means 13, the judgment means 15, and the correction means 16. FIG. 4 is a flowchart of the first embodiment of the routine for calculating the atmospheric pressure correction value KPA. This atmospheric pressure correction value K
When the PA calculation routine is started at a predetermined cycle, the CPU 5
0 is first stored in the ROM 51 as shown in FIG. 5 in advance based on the engine speed NE detected by the output signal of the rotation angle sensor 48 and the throttle opening TA detected by the output signal of the throttle position sensor 30. Referring to the map, an intake air amount (standard intake air amount) GNTAB in a standard state is calculated (step 101).

Subsequently, it is determined whether or not EGR is being executed (step 102), and if it is being executed, a correction coefficient ΔGNEGR is calculated with reference to a map (step 103). This embodiment is characterized in the calculation of the correction coefficient ΔGNEGR. As shown in FIG. 6, a map of the correction coefficient ΔGNEGR is a map of the engine speed NE and the throttle opening TA, which is stored in the ROM 51 in advance. Here, for example, when the correction coefficient ΔGNEGR is “0.85”, EG
The R gas amount is 0.15 (= 1-0.85), meaning that the air amount corresponding to 15% of the intake air amount of the engine combustion chamber is an amount that does not pass through the air flow meter 23.

On the other hand, if it is determined in step 102 that EGR has not been executed, since all of the intake air amount has passed through the air flow meter 23, the correction coefficient ΔG
The value of NEGR is set to "1.0" (step 104).
After the correction coefficient ΔGNEGR is calculated in step 103 or 104, the process proceeds to step 105, where the actual intake air amount per rotation (unit: g / rev) GNAFM is calculated based on the output signal of the air flow meter 23, and the correction is performed. The calculation of the reference intake air amount GNTA 'is performed (step 105).

Here, the above-mentioned intake air amount G per one rotation
The NAFM is calculated based on the output signal VG (unit: V) of the air flow meter 23 with reference to the map shown in FIG.
(Unit: g / sec), this GA and the engine speed NE
(Unit rpm), and is calculated by smoothing processing as in the following equation. {(N-1) × GNAFM _OLD '+ GNAFM'} / n = GNAFM (1) where GNAFM '= GA × 60 / NE (2) and n is an integer such as 32 or 64, and GNAF
M _0LD 'is the value of GNAFM' at the time of the previous activation of this routine.

The corrected reference intake air amount GNTA 'is calculated by the following equation.

GNTA ′ = GNTAB × KPA × ΔGNEGR (3) where KPA is atmospheric pressure / standard atmospheric pressure (460 mm
Hg) is an atmospheric pressure correction value.

Subsequently, the intake air amount G per one rotation described above
The magnitude of the NAFM and the correction reference intake air amount GNTA 'are compared (step 106), and the atmospheric pressure correction value KPA is updated according to the comparison result. That is, GNAFM> GNT
A 'corresponds to a downhill traveling, and the atmospheric pressure correction value KPA
Is a small value, the predetermined value α is added to the KPA (step 107), and this routine ends. On the other hand, GNA
When FM ≦ GNTA ′, it corresponds to traveling uphill, etc., and the corrected reference intake air amount GNT in which the atmospheric pressure correction value KPA is reflected.
Since A 'is a large value, the atmospheric pressure correction value KPA
Is subtracted from the predetermined value α (step 108), and this routine ends.

As described above, according to the present embodiment, the atmospheric pressure correction value KPA is set so that the corrected reference intake air amount GNTA 'is equal to the actual intake air amount GNAFM per rotation.
Is updated. Here, if the correction coefficient ΔGNEGR is not provided, as shown in FIG. 8A, the reference intake air amounts GNTAB and GNTA ′ per one rotation are changed according to changes in the throttle opening TA and the engine speed NE. Although each is calculated, ΔGNEGR is “1.0”, and the actual intake air amount GNAFM per one rotation obtained from the output of the air flow meter 23 becomes smaller by the EGR gas amount.
The atmospheric pressure correction value KPA is overcorrected.

On the other hand, according to the present embodiment, since the correction coefficient ΔGNEGR is provided, when the throttle opening and the engine speed change as indicated by TA and NE in FIG. The coefficient ΔGNEGR changes as shown in FIG. 7B, and the actual intake air amount GNAFM per one rotation is changed.
In order to make the correction reference intake air amount GNTA 'equal to the atmospheric pressure correction value KPA, the atmospheric pressure correction value KPA can be set to a value that more accurately reflects the atmospheric pressure than in the past, as shown in FIG.
Therefore, it is possible to determine the air density (high altitude) with a small error.

In this embodiment, steps 103 and 10 are executed.
The correction means 16 is realized by correcting the reference intake air amount GNTAB calculated from the map with the correction coefficient ΔGNEGR in step 5, but the map of the reference intake air amount GNTAB is made to be two when the EGR is on and off. Is also good. In addition, the actual 1 obtained based on the output signal of the air flow meter 23
Correction means 1 for correcting intake air amount GNAFM per revolution
6 ′ may be realized.

Next, a second embodiment of the routine for calculating the atmospheric pressure correction value KPA will be described with reference to the flowchart of FIG. 9, the same reference numerals are given to the same processing steps as in FIG. 4, and the description thereof will be omitted. Atmospheric pressure correction value KP shown in FIG.
The A calculation routine is started at a predetermined cycle, and after calculating the reference intake air amount GNTAB in step 101 as described above, the routine proceeds to step 201, where the adsorbed fuel in the canister 40 is purged by the evaporative purge system to the purge VSV.
It is determined whether the purging has been performed through 42. When purging is performed (purge on), the ROM 51
A correction coefficient ΔGNPRG is calculated by referring to a map such as that shown in FIG. 10 stored in advance in FIG. 10 based on the engine speed NE and the throttle opening TA (step 202). The correction coefficient ΔGNPRG indicates what percentage of the intake air amount in the operating state determined by the engine speed NE and the throttle opening TA is passed through the air flow meter 23 by the purge on, and indicates the percentage when the EGR is on. Correction coefficient Δ
It is calculated based on the map of FIG. 10 substantially similar to GNEGR. On the other hand, when the purge is off, the entire amount of air sucked into the engine combustion chamber 29 passes through the air flow meter 23, so that the correction coefficient ΔGNPRG is set to “1.0” (step 203).

When the calculation of the correction coefficient ΔGNPRG is completed in step 202 or 203, the process proceeds to step 204.
And the reference intake air amount GNT corrected based on the following equation
A 'is calculated.

GNTA ′ = GNTAB × KPA × ΔGNPRG (4) In the above equation, KPA is determined in step 107 or 10 described later.
8 is the atmospheric pressure correction value updated. Then step 2
In step 05, the actual intake air amount GNAFM per one rotation is calculated based on the output signal VG of the air flow meter 23 in the same manner as in the equations (1) and (2).
In step 6, the GNAFM is compared with the correction value GNTA 'of the reference intake air amount calculated in step 204.
This embodiment is an example in which the added intake air is not EGR but purged. However, the atmospheric pressure correction value KPA can be updated and calculated basically by the same algorithm as in the case of EGR in the first embodiment. It should be noted that two maps of the reference intake air amount GNTAB may be provided for when the purge is on and when the purge is off, and the correction coefficient ΔGNPRG can be calculated based on the duty ratio of the drive pulse of the purge VSV 42.

The atmospheric pressure correction value KPA obtained by correcting in accordance with the state of introduction of the additional intake air in this way is a high altitude determination value of the vehicle, and for example, the fuel injection time TAUST at the start according to the flowchart shown in FIG. And the GN maximum guard value GNMAX. When the routine shown in the figure is started, it is first determined based on a starter signal whether or not it is a start time (step 301). At the time of starting, the engine cooling water temperature T detected based on the output signal of the water temperature sensor 44
A base map value TAUSTB of the fuel injection time at the time of starting is calculated with reference to the map according to the HW.
A start-time fuel injection time TSUST is calculated from the TB, the engine speed NE, and the battery voltage VB by a known formula (step 302).

Subsequently, the atmospheric pressure correction value KPA updated in step 107 or 108 as described above is read (step 303), and the atmospheric pressure correction value KPA is multiplied by the fuel injection time TAUST at the time of starting to start. A correction value of the fuel injection time TAUST is obtained (step 30).
4). That is, at the time of starting, the cranking speed is low,
Since the output signal of the air flow meter 23 is not stable, the fuel injection time is calculated based on the map as described above, and the fuel injection time at start TAUST is calculated in an open loop based on the map as described above, without being calculated based on the air amount and the engine speed. At high altitude, the air density is low, and the same fuel injection time TAU at start
In ST, the air-fuel ratio of the air-fuel mixture sucked into the engine combustion chamber 29 becomes rich, which causes the startability to deteriorate.
At 04, the atmospheric pressure correction value KPA is reflected on TAUST.
As a result, the fuel injection time at start TAUST at which the air-fuel ratio becomes close to the target air-fuel ratio even at high altitude is obtained.

On the other hand, when it is determined in step 301 that the engine is not in the starting state, the process proceeds to step 305, and the rotation speed per rotation is determined based on the output signal VG of the air flow meter 23 in the same manner as in the equations (1) and (2). The intake air amount GNAFM is calculated. Subsequently, the aforementioned atmospheric pressure correction value KPA is read (step 306), and the GN maximum guard value GNMA is read.
X is reflected (step 307).

That is, in step 307, the base map value GNMAXB of the maximum guard is calculated by referring to the map with the engine speed NE, and the base map value GNMAXB is multiplied by the above atmospheric pressure correction value KPA. Here, the detected intake air amount of the air flow meter 23 includes not only the amount of intake air from the air cleaner 22 but also the amount of air flowing backward from the intake valve 28 due to a negative pressure wave generated by the piston motion during the intake process. In some cases, the detected intake air amount indicates a value larger than the actual intake air amount.

However, since the upper limit value of the intake air amount GN corresponding to the engine speed NE is known in advance, the above-described base map value GNMAXB is calculated according to the engine speed NE to detect the air flow meter 23. Although the erroneous detection of the intake air amount is compensated for, the air density is low at high altitude and the intake air weight is small even at the same intake air volume amount at the same value as the flat ground, and the fuel injection time calculated at step 311 described later. Greater than the value required by the TAU,
The air-fuel ratio becomes rich. Therefore, step 30
In step 7, the atmospheric pressure correction value KPA is reflected on the base map value GNMAXB of the maximum guard value.

Subsequently, at step 308, the maximum guard value GNMAX and the actual value 1 calculated at step 305 are calculated.
Compare the intake air volume per revolution GNAFM with the magnitude of
If AFM is smaller than GNMAX, the GNAFM is substituted for GN (step 309), while GNAFM is G
If NMAX or more, the value of GNAFM is too large, so the maximum guard value GNMAX is substituted for GN (step 3).
10).

In this way, the intake air amount GNAFM per rotation is subjected to guard processing with the maximum guard value GNMAX to be GN.
Used for AU calculation. That is, the basic fuel injection time TP is calculated from the intake air amount GN per one rotation described above,
The fuel injection time TAU is calculated by correcting the basic fuel injection time with the oxygen concentration in the exhaust gas detected by the O ₂ sensor 38 and various increase values.

At the start, the fuel injection time TUST calculated at step 304 is calculated at the start, and after the start, the fuel injection time TAU calculated at step 311 is calculated based on the input / output interface circuit of the microcomputer 21 shown in FIG. 55 (step 312), and the set TAUS is set in the fuel injection valve 31.
After the fuel injection is started for the time T or TAU, this routine ends.

As described above, at the time of starting, the atmospheric pressure correction value K
The air-fuel ratio is controlled by open-loop control near the target air-fuel ratio by the fuel injection for the fuel injection time TAUST corrected by PA, and the air-fuel ratio is reduced by the fuel injection for the fuel injection time TAU corrected by the atmospheric pressure correction value KPA after starting. Feedback control is performed to the target air-fuel ratio.

The present invention is not limited to the above-described embodiment. For example, the purge VSV 42 may not be provided and the air may be purged near the throttle valve 25 using the negative pressure of the intake pipe.

[0044]

As described above, according to the present invention, when additional intake air such as EGR and purge is introduced from the outside to the downstream side of the throttle valve, the influence of the additional intake air on the reference intake air amount and the actual intake air amount. Can be removed, so that it is possible to perform a reliable high altitude determination with a small error.

[Brief description of the drawings]

FIG. 1 is a principle configuration diagram of the present invention.

FIG. 2 is a system configuration diagram of an embodiment of the present invention.

FIG. 3 is a hardware configuration diagram of the microcomputer in FIG. 2;

FIG. 4 is a flowchart showing a first embodiment of an atmospheric pressure correction value calculation routine of a main part of the present invention.

FIG. 5 is a diagram showing a GNTAB calculation map in FIG. 4;

FIG. 6 is a diagram showing a ΔGNEGR calculation map in FIG. 4;

FIG. 7 is a diagram illustrating a GA calculation map used for GNAFM calculation in FIG. 4;

FIG. 8 is a timing chart illustrating the effect of the first embodiment of the present invention.

FIG. 9 is a flowchart showing a second embodiment of the atmospheric pressure correction value calculation routine of the main part of the present invention.

FIG. 10 is a diagram showing a ΔGNPR calculation map of FIG. 9;

FIG. 11 is a flowchart showing a rough calculation routine of a fuel injection time.

FIG. 12 is a characteristic diagram showing the relationship between the throttle opening and the amount of intake air per one rotation for purge, presence or absence of EGR, and for flatland and highland.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 11 Intake path 12, 25 Throttle valve 13 Calculation means 14, 23 Air flow meter 15 Judgment means 16, 16 'Correction means 21 Microcomputer 30 Throttle position sensor 31 Fuel injection valve 40 Canister 42 Vacuum switching valve for purging ( V
SV) 47 Vacuum switching valve for EGR (E
GRV)

──────────────────────────────────────────────────の Continuation of the front page (51) Int.Cl. ⁷ Identification code FI F02D 45/00 360 F02D 45/00 360E 366 366Z F02M 25/08 301 F02M 25/08 301K (58) Field surveyed (Int.Cl. . ^7, DB name) F02M 25/07 550 F02D 41/04 330 F02D 41/18 F02D 45/00 301 F02D 45/00 360 F02D 45/00 366 F02M 25/08 301

Claims (1)

(57) [Claims] A reference intake air amount is calculated by calculation means from a throttle opening of a throttle valve provided in an intake passage of an internal combustion engine and an engine speed, and actual intake air obtained based on an output signal of an air flow meter. Air volume and the calculation method
A high altitude determination device for a vehicle that performs a high altitude determination by comparing the reference intake air amount calculated by the stage with a determination means, wherein the reference intake air calculated by the calculation means at the time of introducing additional intake air downstream of the throttle valve. Amount or the above d
Correction means for correcting the actual intake air amount obtained based on the output signal of the aflometer in accordance with the operating state at the time of introduction of the additional intake air , wherein the determination means obtains a result corrected by the correction means
Based on the reference intake air amount or the actual intake air amount
An apparatus for determining a high altitude of a vehicle, wherein the high altitude is determined.