JP4198828B2 - Control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for an internal combustion engine that generates an acceleration increase correction value during acceleration of the internal combustion engine and increases a fuel injection amount based on the acceleration increase correction value.
[0002]
[Prior art]
As a control device for an internal combustion engine that generates an acceleration increase correction value during acceleration of the internal combustion engine to increase the fuel injection amount, a device disclosed in Japanese Patent Laid-Open No. 8-135491 is known. This device detects the throttle valve opening for each engine cycle, and calculates the acceleration increase correction value according to the amount of change in the throttle valve opening obtained from the previously detected opening and the currently detected opening from the map. Thus, the fuel injection amount is determined by multiplying the basic fuel injection amount obtained from the rotational speed of the internal combustion engine and the intake pipe negative pressure by the acceleration increase correction value.
[0003]
[Problems to be solved by the invention]
However, the control device for the internal combustion engine as described above corrects the fuel injection amount only by the change amount of the throttle valve opening. When the amount of change is the same, the fuel injection amount is corrected with the same acceleration increase correction value when the required fuel injection amount is different from when the throttle valve is accelerated from a large opening. As a result, when the acceleration of the throttle valve is accelerated from a small state to shift from the acceleration operation of the internal combustion engine to the non-acceleration operation, a problem arises that it becomes difficult to operate the internal combustion engine smoothly.
[0004]
The present invention has been made in view of the above-described points, and an object of the present invention is to provide an internal combustion engine that can smoothly shift from an acceleration operation to a non-acceleration operation even when the throttle valve is accelerated from a small opening degree. It is to provide a control device.
[0005]
An internal combustion engine control apparatus according to the present invention includes a calculation unit that calculates a fuel supply amount of an internal combustion engine for each engine cycle based on an engine parameter obtained from the internal combustion engine; Obtained as numerical data by the computing means A control unit for controlling the fuel injection device to supply an amount of fuel corresponding to a fuel supply amount to the engine, the control unit for the internal combustion engine, The throttle opening of the throttle valve of the internal combustion engine changes from a low opening state lower than a predetermined opening state to a non-low opening state higher than the predetermined opening state, and the throttle opening is in the non-low opening state. A first means for generating a first detection signal when detecting the first detection signal, and a second detection signal when detecting that the first detection signal exists and the amount of change in the throttle opening is equal to or greater than a first predetermined value. A second correction means for generating an increase correction value for each of the case where the first detection signal is issued and the case where the second detection signal is issued, and an increase correction value. And a correction unit that corrects the fuel supply amount and outputs the corrected fuel supply amount to the control unit as the numerical data. The increase correction value generation unit generates the first detection signal. The internal combustion The increase correction value is generated based only on the engine speed of the engine, and when the second detection signal is issued, the generation of the increase correction value based on only the engine speed is stopped and the engine rotation is stopped. The increase correction value is generated based on the number and the change amount It is characterized by that.
[0006]
That is, according to the features of the present invention, When it is detected that the throttle opening has changed from the low opening state to the non-low opening state, an increase correction is performed based only on the engine speed, and then the throttle opening is kept in the non-low opening state. When it is detected that the amount of change is greater than or equal to the first predetermined value, the amount of increase is corrected based on the amount of change in engine speed and throttle opening. Even when accelerating from a state in which the opening of the throttle valve is small, it is possible to smoothly shift from acceleration operation to non-acceleration operation.
[0007]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows a configuration of an internal combustion engine, an intake system, an exhaust system, and a control unit of the internal combustion engine.
The intake system 2 of the internal combustion engine 1 is provided with a throttle valve 3 that controls the amount of intake air taken from the outside of the vehicle. The throttle valve 3 is provided with a throttle valve opening sensor 11 that detects the opening of the throttle valve 3. Further, the intake system 2 is provided with an intake pipe pressure sensor 12 for detecting the pressure of intake air and an intake air temperature sensor 13 for detecting the temperature of intake air. In addition, a fuel injection device 4 for injecting fuel is also provided. The internal combustion engine 1 sucks a mixture of intake air and fuel injected from the fuel injection device 4, and burns the intake mixture to crank. A shaft (not shown) is driven to rotate. The internal combustion engine 1 is provided with a cooling water temperature sensor 14 that detects the temperature of cooling water for cooling the internal combustion engine. A crank angle sensor that detects the angle of the crankshaft and a crankshaft reference angle sensor that detects the reference angle of the crankshaft are provided in the vicinity of the crankshaft. The air-fuel mixture combusted in the internal combustion engine 1 is discharged to the exhaust system 5 as exhaust gas. The exhaust system 5 is provided with an oxygen concentration sensor 17 that detects the oxygen concentration in the exhaust gas. Further, an atmospheric pressure sensor 18 for detecting atmospheric pressure is provided in the vicinity of the internal combustion engine 1.
[0008]
Output signals emitted from the various sensors 11 to 14 and 17 and 18 as described above are supplied to an electronic control unit (hereinafter referred to as ECU) 30. Output signals emitted from the throttle valve opening sensor 11, the intake pipe pressure sensor 12, the intake air temperature sensor 13, the cooling water temperature sensor 14, the oxygen concentration sensor 17 and the atmospheric pressure sensor 18 are supplied to the level conversion circuit group 21, After being converted into a predetermined voltage signal, it is supplied to a multiplexer (hereinafter referred to as MPX) 31 in the ECU 30. The MPX 31 receives from the throttle valve opening sensor 11, the intake pipe pressure sensor 12, the intake air temperature sensor 13, the coolant temperature sensor 14, the oxygen concentration sensor 17, and the atmospheric pressure sensor 18 in accordance with a command issued from the CPU 34 at a predetermined timing. This is a switch that selectively supplies any one of output signals to the A / D converter 32. The A / D converter 32 converts the supplied signal into a digital signal and supplies it to the input / output bus 33. The input / output bus 33 is configured to input / output data signals or address signals to / from the CPU 34.
[0009]
On the other hand, a signal generated from the crank angle sensor 15, for example, a pulse signal generated every 30 degrees of the crank angle is supplied to the waveform shaping circuit 22 to shape the waveform, and then supplied to the interrupt input and the rotation speed counter 37 of the CPU 34. The The rotational speed counter 37 is configured to output a digital value corresponding to the rotational speed of the internal combustion engine, and an output signal generated from the rotational speed counter 37 is supplied to the input / output bus 33. Further, a signal generated from the crankshaft reference angle sensor 16, for example, a pulse signal generated when the piston reaches top dead center (hereinafter referred to as TDC) is supplied to the waveform shaping circuit 23 to shape the waveform. , Supplied to the interrupt input of the CPU 34. With the configuration as described above, the CPU 34 can detect the reference position of the crankshaft, the rotational speed of the internal combustion engine, and the crank angle.
[0010]
The drive circuit 24 for driving the ROM 35, the RAM 36 and the fuel injection device 4 is connected to the input / output bus 33 described above. When a fuel injection control command is supplied from the CPU 34 to the fuel injection device 4, a fuel injection valve (not shown) of the fuel injection device 4 is controlled to control the fuel supply amount. The ROM 35 also stores a program for detecting the opening of the throttle valve 3 according to the flowcharts described in FIGS. 2 to 7 and an acceleration increase correction coefficient T. _ACC , T _ACCP And T _ACCPF And a fuel injection frequency and an increase correction coefficient T described in FIGS. _ACC , T _ACCP And T _ACCPF And a map in which the correspondence relationship is defined.
[0011]
The ECU 30 described above constitutes a calculation means, a first means, a second means, a third means, an increase correction coefficient generation means, and a correction means.
In the following description, initialization of variables and flags used by the CPU 34 has been completed. For example, flags F_TACC, F_TACCP, and F_TACCPF, which will be described later, are initialized to initial values, for example, 0, and a counter and timer Each of the value and the acceleration increase correction coefficient is initialized to an initial value, for example, the count counter is set to 100, the timer value is initialized to 2 seconds, and the acceleration increase correction coefficient is initialized to 0. Further, it is assumed that the internal combustion engine and the engine control device such as an ECU and a timer have been processed at the time of starting and are operating.
[0012]
FIG. 2 is a flowchart showing a subroutine for detecting the throttle valve opening and calculating the amount of change in the throttle valve opening. This process is executed every predetermined period, for example, every 180 degrees of crank angle.
First, the current opening θ of the throttle valve 3 _TH Is detected by the throttle valve opening sensor 11 (step S11). Next, the detected opening θ _TH This time _TH (Step S12). Next, the previous θ stored in the RAM 36 _TH This time _TH Subtract from the amount of change in throttle opening Δθ _TH Is calculated (step S13). Next, this time _TH Value and Δθ _TH Are stored in the RAM 36 (step S14), and this subroutine is terminated.
[0013]
In the subroutine described below, the current θ described above _TH And change Δθ _TH The processing is performed based on the determination.
FIG. 3 shows the current θ described above. _TH And change Δθ _TH Is a flowchart showing a subroutine for generating an acceleration increase correction coefficient based on the above. This subroutine is called and executed by interrupt processing at a predetermined timing, for example, every TDC.
[0014]
First, it is determined whether or not the fuel injection amount should be corrected, such as whether or not the clutch is disengaged or whether or not the engine speed is smaller than a predetermined speed (step S21). If the condition is not satisfied, a flag and variable initialization process of FIG. 4 described later is performed. If the condition is satisfied, it is determined whether or not the value of the flag F_TACCPF is 1 (step S22). This flag F_TACCPF is an acceleration increase correction coefficient T described later. _ACCPF Is a flag indicating whether or not the process of generating is performed, and when the value of F_TACCPF is 1, T _ACCPF Indicates that the process to generate is performed, and if the value of F_TACCPF is 0, T _ACCPF Indicates that processing for generating is not performed. When the acceleration increase correction is performed first, all the flag values are initialized to the initial values. Therefore, in step S22, it is determined that the value of F_TACCPF is 0, and the value of the flag F_TACCP is 1. Is determined (step S23). Flag F_TACCP is the acceleration increase correction factor T _ACCP Is a flag indicating whether or not the process of generating is performed, and if the value of F_TACCP is 1, T _ACCP Indicates that the process of generating is performed, and if the value of F_TACCP is 0, T _ACCP Indicates that processing for generating is not performed. If it is determined in step S23 that the value of F_TACCP is 0, the acceleration increase correction coefficient T _ACCP To determine whether or not to generate _ACCP A subroutine for the start condition of the generation process is executed (step S24). T as described below _ACCP Acceleration increase correction coefficient T in the subroutine for the generation process start condition _ACCP Is generated, the value of the flag F_TACCP is set to 1, and the acceleration increase correction coefficient T _ACCP If not generated, the flag F_TACCP is set to 0. If the value of the flag F_TACCP is set to 1 in step S24, it is determined in step S25 that the value of the flag F_TACCP is 1, and the acceleration increase correction coefficient T _ACCP The process which produces | generates the initial value of is performed (step S26). This acceleration increase correction coefficient T _ACCP In this initial value generation process, a map stored in advance in the ROM 35 is searched to generate an initial value based on the number of revolutions of the internal combustion engine, and this subroutine is immediately terminated using this initial value as an acceleration increase correction coefficient. .
[0015]
Next, when this subroutine is called to execute acceleration increase correction processing, the processing as described above is performed in steps S21 and S22, and it is determined in step S23 that the value of the flag F_TACCP is 1. T _ACCP A generation condition end subroutine is executed (step S27). In this subroutine, T will be described later. _ACCP To continue the generation process, set the value of the flag F_TACCP to 1 and T _ACCP When the generation process ends, the value of the flag F_TACCP is set to 0. Next, it is determined whether or not the value of the flag F_TACCP is 0 (step S28). When it is determined that the value of the flag F_TACCP is 0, as shown in FIG. _ACCP The flag values and variables are initialized to finish the generation process. If it is determined that the value of the flag F_TACCP is not 0, T described later _ACCPF It is determined whether or not the generation process is performed (step S29). This determination is made, for example, by the change amount Δθ of the throttle valve opening. _TH Is the predetermined opening θ _ACCPF It is judged whether it is larger. Throttle valve opening change Δθ _TH Is θ _ACCPF If it is determined that: T _ACCPF If it is determined that the generation process is not performed, the number counter is subtracted from the current value by a predetermined value, for example, 1 (step S30), and the current acceleration increase correction coefficient T _ACCP A predetermined subtraction amount ΔT _ACCP A new acceleration increase correction factor T _ACCP (Step S31), and this subroutine is terminated.
[0016]
In step S29 described above, the amount of change Δθ of the throttle valve opening _TH Is θ _ACCPF When it is determined that it is larger, that is, T _ACCPF If it is determined that the generation process is to be performed, the value of the flag F_TACCPF is set to 1 (step S34), a map stored in advance in the ROM 35 is searched, and the engine speed and variation Δθ are searched. _TH T based on _ACCPF Is generated (step S35). Immediately after this, this subroutine is terminated. As described above, in step S29, T _ACCPF By determining whether to perform the generation process, T _ACCP From generation processing to T _ACCPF It is possible to shift directly to the generation process.
[0017]
Next, when this subroutine is called and the acceleration increase correction process is executed, since the value of the flag F_TACCPF has already been set to 1, it is determined that the value of the flag F_TACCPF is 1 in step S22 described above. , Throttle valve opening change Δθ _TH Is a predetermined value, for example, 0 degree or more (step S36). Change Δθ _TH Is determined to be less than the predetermined value, the acceleration increase correction coefficient subtraction process and initialization subroutine as shown in FIG. _ACCPF The generation process ends. On the other hand, the change amount Δθ of the throttle valve opening _TH Is determined to be greater than or equal to a predetermined value, the change amount Δθ _TH Is the predetermined opening θ _ACC For example, it is determined whether or not the angle is greater than 1 degree (step S37). Change Δθ _TH Is θ _ACC If it is determined that the following, the subroutine for acceleration increase correction coefficient subtraction processing shown in FIG. _ACCPF The generation process ends. On the other hand, the change amount Δθ _TH Is θ _ACC If it is determined that it is larger than T, T _ACC A subroutine for the start condition of the generation process is executed (step S38). This T _ACC In the subroutine for the start condition of the generation process, the acceleration increase correction coefficient T _ACC When the generation process is performed, the value of the flag F_TACC is set to 1 and the acceleration increase correction coefficient T _ACC If the generation process is not performed, the value of the flag F_TACC is set to 0. Next, it is determined whether or not the value of the flag F_TACC is 1 (step S39). When it is determined that the value of the flag F_TACC is not 1, the subtraction processing and initialization subroutine shown in FIG. 4 is executed. When it is determined that the value of the flag F_TACC is 1, it is stored in the ROM 35 in advance. The map and the internal combustion engine speed and change Δθ _TH Acceleration increase correction factor T _ACC Is generated (step S40), and this subroutine is terminated.
[0018]
After completing this subroutine, for example, T _OUT = T ₀ (NE, PB) x K _TA × K _TW × K _PA × K _O2 The fuel injection amount is calculated from an equation such as + (acceleration increase correction coefficient), and the fuel injection amount injected from the fuel injection device 4 is controlled. Here, the acceleration increase correction coefficient is T T as described above. _ACC , T _ACCP And T _ACCPF And T ₀ (NE, PB) is the basic fuel injection amount obtained from the engine speed NE and the intake pipe negative pressure PB, K _TA Is the correction coefficient based on the intake air temperature, K _TW Is the correction factor according to the coolant temperature of the internal combustion engine, K _PA Is the correction factor due to atmospheric pressure, K _O2 Is a correction coefficient based on the concentration of oxygen contained in the exhaust gas. In the above-described embodiment, the acceleration increase correction coefficient is generated as the addition correction term to calculate the fuel injection amount. However, the acceleration increase correction coefficient is generated as a multiplication term instead of the addition term, and T _OUT = T ₀ (NE, PB) x K _TA × K _TW × K _PA × K _O2 The fuel injection amount may be calculated from an equation such as x (acceleration increase correction coefficient).
[0019]
In addition, the acceleration increase correction coefficient T described above _ACCP And T _ACCPF The fuel injection amount is corrected to increase in accordance with the fully closed acceleration, and the acceleration increase correction coefficient T _ACC The time when the fuel injection amount is corrected to increase according to the above is the normal acceleration time.
FIG. 4 is a flowchart showing a subroutine for executing the acceleration increase correction value subtraction process and the flag and variable initialization process.
[0020]
When this subroutine is executed from the symbol A, for example, when it is executed from step S28 in FIG. 3, each of the flags F_TACC, F_TACCP and F_TACCPF used in the subroutines shown in FIGS. After setting the value, eg, 0 (steps S41, S42, S43), the number counter is initialized to a predetermined number, eg, 100 (step S44), and the timer value is initialized to a predetermined value, eg, 2 seconds (step S45), Acceleration increase correction factor T _ACC , T _ACCP And T _ACCPF Are initialized to an initial value, for example, 0 (step S46), the subroutine is terminated, and the process returns to the subroutine shown in FIG.
[0021]
Further, when this subroutine is executed from the symbol B, for example, when it is executed from step S36 or S39 of FIG. _TH Is the predetermined opening θ _CLOSE For example, it is determined whether it is −0.2 degrees or less (step S47). Change Δθ _TH Is θ _CLOSE If it is determined that it is below, it is determined whether or not the value of the flag F_TACCPF is 1 (step S48). If it is determined that the value of the flag F_TACCPF is 1, the acceleration increase correction value T _ACCPF Is the predetermined subtraction amount ΔT _ACCPF Only this is subtracted (step S49), and this subroutine is completed. If it is determined that the value of the flag F_TACCPF is not 1, the acceleration increase correction value T _ACC Is the predetermined subtraction amount ΔT _ACC Only this is subtracted (step S50), and this subroutine is completed.
[0022]
Further, when this subroutine is executed from the reference C, for example, when it is executed from step S37 of FIG. 3, the above-described steps S48, S49 and S50 are executed, and this subroutine is terminated.
FIG. 5 shows T executed in step S24 of FIG. _ACCP It is a flowchart which shows the subroutine of the starting condition of a production | generation process.
[0023]
First, it is determined whether or not the rotational speed of the internal combustion engine is a predetermined rotational speed, for example, 4000 rpm or more (step S51). If it is determined that the speed of the internal combustion engine is less than the predetermined speed, the previous value of the throttle valve opening, that is, the previous θ _TH It is determined whether or not the value is a first predetermined value, for example, less than 1 degree (step S52). On the other hand, if it is determined that the rotational speed of the internal combustion engine is equal to or higher than the predetermined rotational speed, _TH It is determined whether or not the value is a second predetermined value, for example, less than 2 degrees (step S53). In each of steps S52 and S53, the previous θ _TH If it is determined that the value is greater than or equal to the first predetermined value or greater than or equal to the second predetermined value, the present subroutine is immediately terminated. On the other hand, when it is determined in each of steps S52 and S53 that the value is less than the first predetermined value or less than the second predetermined value, the current value of the throttle valve opening, that is, the current θ _TH It is determined whether or not the value is greater than or equal to a second predetermined value (step S54). This time θ _TH If it is determined that the value is less than the second predetermined value, this subroutine is immediately terminated. By making the determination in steps S51 to S54 as described above, the throttle valve opening degree changes from a low opening state lower than a predetermined opening degree to a non-low opening state even when the rotational speed of the internal combustion engine is high. For example, it is possible to reliably determine that the throttle valve has been opened from the fully closed state.
[0024]
Next, it is determined whether or not the rotational speed of the internal combustion engine is within a predetermined range, for example, 850 rpm to 9000 rpm (step S55). If it is determined that the rotational speed of the internal combustion engine is not included in the predetermined range, this subroutine is immediately terminated, and if it is determined that the rotational speed of the internal combustion engine is included in the predetermined range, acceleration is performed. Increase correction factor T _ACCP Is set to 1 (step S56), and this subroutine is terminated.
[0025]
FIG. 6 shows T executed in step S27 of FIG. _ACCP It is a flowchart which shows the subroutine of the completion | finish conditions of a production | generation process.
First, it is determined whether or not the rotational speed of the internal combustion engine is a predetermined rotational speed, for example, 4000 rpm or more (step S61). If it is determined that the speed of the internal combustion engine is less than the predetermined speed, the current value of the throttle valve opening, that is, the current θ _TH Is determined to be equal to or less than a first predetermined value, for example, less than 1 degree (step S62), and if it is determined that the rotational speed of the internal combustion engine is equal to or higher than the predetermined rotational speed, _TH It is determined whether or not the value is a second predetermined value, for example, less than 2 degrees (step S63). If it is determined in each of steps S62 and S63 that it is less than the first predetermined value or less than the second predetermined value, the acceleration increase correction coefficient T _ACCP The value of the flag F_TACCP is set to 0 in order to end the generation of (1) (step S64), and this subroutine is immediately ended. On the other hand, in each of steps S62 and S63, the current θ _TH When it is determined that the value is equal to or greater than the first predetermined value or equal to or greater than the second predetermined value, it is determined whether or not the timer value has elapsed for a predetermined time, for example, 2 seconds (step S65). If it is determined that the timer value has elapsed a predetermined time, the value of the flag F_TACCP is set to 0 (step S64), and this subroutine is immediately terminated. If it is determined that the timer value has not passed the predetermined time, it is determined whether or not the value of the number counter has reached a predetermined number (step S66). If it is determined that the value of the number counter is equal to or greater than the predetermined number, the value of the flag F_TACCP is set to 0 (step S64), and this subroutine is immediately terminated. On the other hand, when it is determined that the value of the number counter is less than the predetermined number, the acceleration increase correction coefficient T _ACCP This subroutine is immediately terminated to continue the generation process.
[0026]
FIG. 7 shows T executed in step S38 in FIG. _ACC It is a flowchart which shows the subroutine of the execution conditions of a production | generation process.
First, this time _TH It is determined whether or not the value is an upper limit opening, for example, 83 degrees or less (step S71). This time θ _TH If it is determined that the value is larger than the upper limit opening, this subroutine is immediately terminated. On the other hand, this time _TH When it is determined that the value is equal to or less than the upper limit opening degree, it is determined whether or not the rotational speed of the internal combustion engine is an upper limit rotational speed, for example, 12000 rpm or less (step S72). If it is determined that the rotational speed of the internal combustion engine is greater than the upper limit rotational speed, this subroutine is immediately terminated. If it is determined that the speed of the internal combustion engine is less than or equal to the upper limit speed, the acceleration increase correction coefficient T _ACC The value of the flag F_TACC is set to 1 in order to start or continue the generation of (1) (step S73), and this subroutine is immediately terminated.
[0027]
When the subroutines shown in FIGS. 3 to 7 are executed, the first detection signal is issued when the value of the flag F_TACCP is set to 1, and the second detection signal is output when the value of the flag F_TACCPF is set to 1. When the value of the flag F_TACC is set to 1, a third detection signal is issued. When the flag F_TACCP value is set to 0, the generation of the first detection signal is stopped. When the flag F_TACCPF value is set to 0, the generation of the second detection signal is stopped, and the flag F_TACC value is set to 0. When this happens, the generation of the third detection signal is stopped.
[0028]
FIG. 8 shows changes in the acceleration increase correction coefficient generated when the throttle valve opening is gradually increased and the rotational speed of the internal combustion engine. In the following, each of the crank angles indicating TDC will be referred to as TDC1 to TDC15.
FIG. 8A is a graph showing the opening of the throttle valve that changes as the crank angle increases. FIG. 8B is an enlarged graph showing a change in the throttle valve opening between TDC2 and TDC3. FIG. 8C is a graph showing changes in the acceleration increase correction coefficient generated in each TDC.
[0029]
As described above, the opening degree of the throttle valve is detected every predetermined crank angle, for example, every 180 degrees. As shown in FIG. 8B, the opening degree of the throttle valve at the previous crank angle is the previous θ _TH The throttle valve opening at the current crank angle is _TH It is. In TDC3, when the subroutine of FIG. 3 is called and step S24 is executed, the subroutine of FIG. 5 is further called, and in steps S52, S53, and S54 of FIG. _TH And this time θ _TH A determination is made as to the value of. As a result of this determination, the previous θ _TH Is a first predetermined value, for example, less than 1 degree, and this time θ _TH Is determined to be a second predetermined value, for example, 2 degrees or more, the flag F_TACCP is set to 1 in step S56 and a first detection signal is issued. When the value of the flag F_TACCP is set to 1, the acceleration increase correction coefficient T _ACCP Is generated by the process of step S26 in FIG. _ACCP The fuel is increased by an amount corresponding to the increase and injected.
[0030]
Further, as shown in FIG. 8 (a), since the change amount of the throttle valve at the crank angles TDC3 to TDC5 is small, in step S29 of FIG. _TH Is θ _ACCPF It is determined that: As a result of this determination, in step S31, the acceleration increase correction coefficient T _ACCP Is the predetermined value ΔT _ACCP Only a new T _ACCP As shown in FIG. 8C, T generated in TDC4 and TDC5 _ACCP The value of gradually decreases.
[0031]
Next, as shown in FIG. 8A, the change amount Δθ of the throttle valve opening at the crank angles TDC5 to TDC6. _TH Therefore, when the subroutine of FIG. 3 is called in TDC6, Δθ is set in step S29. _TH Is θ _ACCPF Determined to be greater. As a result of this determination, the value of the flag F_TACCPF is set to 1 in step S34 and a second detection signal is issued. When the value of the flag F_TACCPF is set to 1, the acceleration increase correction coefficient T _ACCPF Is generated by the process of step S35 in FIG. _ACCPF The fuel is increased by an amount corresponding to the increase and injected.
[0032]
Further, since the change amount of the throttle valve at the crank angles TDC6 to TDC8 is small as shown in FIG. 8A, in step S37 of FIG. _TH Is θ _ACC It is determined that: As a result, in step S49 of FIG. 4, the acceleration increase correction coefficient T _ACCPF Is the predetermined value ΔT _ACCPF Just decrease by T _ACCPF Are newly generated and T generated in TDC 7 and TDC 8 as shown in FIG. _ACCPF The value of will gradually decrease.
[0033]
Next, as shown in FIG. 8A, the amount of change Δθ of the throttle valve opening at the crank angles TDC8 to TDC9. _TH Therefore, when the subroutine of FIG. 3 is called in TDC9, Δθ is set in step S37. _TH Is θ _TACC Determined to be greater. As a result, in step S73 of the subroutine of FIG. 7 called in step S38, the value of the flag F_TACC is set to 1 and a third detection signal is issued. As the value of the flag F_TACC is set to 1, the acceleration increase correction coefficient T _ACC Is generated in step S40 of FIG. 3, and in TDC9, the generated T _ACC The fuel is increased by an amount corresponding to the increase and injected.
[0034]
Further, the change amount Δθ of the throttle valve opening also at the crank angles TDC9 to TDC10 in FIG. _TH Therefore, in the TDC 10, the acceleration increase correction coefficient T is determined in step S40 when the subroutine of FIG. _ACC Is generated.
Next, after the crank angle TDC10, as shown in FIG. _TH 3 is small, when the subroutine of FIG. 3 is called at each TDC after TDC11, Δθ in step S37. _TH Is θ _ACC It is determined that: As a result of this determination, in step S50 of FIG. _ACC Is the predetermined value ΔT _ACC Only a new T _ACC T is generated in each TDC after TDC11. _ACC The value of will gradually decrease.
[0035]
With the configuration as described above, as shown in FIG. 8D, the rotational speed of the internal combustion engine can be changed smoothly, and the internal combustion engine can be operated smoothly.
FIG. 9 shows changes in the acceleration increase correction coefficient generated when the throttle valve opening is suddenly increased and the rotational speed of the internal combustion engine. As in FIG. 8, each of the crank angles indicating TDC is referred to as TDC1 to TDC15.
[0036]
FIG. 9A is a graph showing the opening of the throttle valve that changes as the crank angle increases. FIG. 9B is an enlarged graph showing the change in the throttle valve opening between TDC2 and TDC3, as in FIG. 8B. Further, FIG. 9C is a graph showing changes in the acceleration increase correction coefficient generated in each TDC, as in FIG. 8C.
[0037]
Acceleration increase correction coefficient T generated in TDC3 _ACCP Is the same as that described in FIG. _TH Value and previous θ _TH Is determined and generated.
Next, as shown in FIG. 9A, in the TDC3 to TDC4, the amount of change Δθ in the opening of the throttle valve. _TH Is large, so when the subroutine of FIG. 3 is called in TDC4, Δθ in step S29 of FIG. _TH Is θ _ACCPF Determined to be greater. As a result of this determination, the acceleration increase correction coefficient T is determined in step S35. _ACCPF Is generated. Thus, when the change in the throttle valve opening is large, T _ACCP T without decreasing the value of _ACCPF Is generated.
[0038]
Next, also in TDC4 to TDC5, the amount of change Δθ of the opening of the throttle valve _TH When the subroutine of FIG. 3 is called in TDC5, Δθ in step S37 of FIG. _TH Is θ _ACC If it is determined that it is larger, in step S40, the acceleration increase correction coefficient T _ACC Is generated. As mentioned above, T _ACCPF Is generated, the amount of change in throttle valve opening Δθ _TH Is θ _ACC If greater than T _ACCPF T without decreasing the value of _ACC Is generated.
[0039]
Further, after the crank angle TDC7, as shown in FIG. 9A, the amount of change Δθ in the opening of the throttle valve. _TH Is reduced, and when the subroutine of FIG. 3 is called at each TDC after TDC7, Δθ in step S37. _TH Is θ _ACC It is determined that: As a result of this determination, in step S50 of FIG. _ACC Is the predetermined value ΔT _ACC Only a new T _ACC Will be generated.
[0040]
With the configuration as described above, as shown in FIG. 9 (d), even when the opening of the throttle valve is suddenly increased, the rotational speed of the internal combustion engine can be changed smoothly. You can drive smoothly. In this specification, the internal combustion engine refers to an internal combustion engine using fluid combustion including a hybrid engine.
[0041]
As described above, according to the internal combustion engine control apparatus of the present invention, When it is detected that the throttle opening has changed from the low opening state to the non-low opening state, an increase correction is performed based only on the engine speed, and then the throttle opening is kept in the non-low opening state. When it is detected that the amount of change is greater than or equal to the first predetermined value, the amount of increase is corrected based on the amount of change in engine speed and throttle opening. Even when accelerating from a state in which the opening of the throttle valve is small, it is possible to smoothly shift from acceleration operation to non-acceleration operation.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating a configuration of a control unit of an internal combustion engine, an intake system, an exhaust system, and an internal combustion engine.
FIG. 2 is a flowchart showing a subroutine for detecting a throttle valve opening and calculating a change amount of the throttle valve opening;
[Figure 3] This time θ _TH And change Δθ _TH Is a flowchart showing a subroutine for generating an acceleration increase correction coefficient based on the above.
FIG. 4 is a flowchart showing a subroutine for executing acceleration acceleration correction value subtraction processing and flag and variable initialization processing;
FIG. 5 shows T executed in step S24 of FIG. _ACCP It is a flowchart which shows the subroutine of the starting condition of a production | generation process.
FIG. 6 is a diagram illustrating T executed in step S27 of FIG. 3; _ACCP It is a flowchart which shows the subroutine of the completion | finish conditions of a production | generation process.
FIG. 7 shows T executed in step S38 of FIG. _ACC It is a flowchart which shows the subroutine of the execution conditions of a production | generation process.
FIG. 8 is a graph showing changes in the acceleration increase correction coefficient generated when the throttle valve opening is gradually increased and the rotational speed of the internal combustion engine.
FIG. 9 is a graph showing changes in an acceleration increase correction coefficient generated when the throttle valve opening is suddenly increased and the rotational speed of the internal combustion engine.
[Explanation of symbols]
1 Internal combustion engine
3 Throttle valve
4 Fuel injector
11 Throttle valve opening sensor
30 electronic control unit (calculation means, first means, second means, third means, increase correction value generation means, correction means)

Claims (7)

It said engine operation means, the amount of fuel corresponding to the fuel supply amount obtained as numerical data by the calculating means for calculating for each engine cycle based on the fuel supply amount of the internal combustion engine to an engine parameter obtained from the internal combustion engine A control means for controlling the fuel injection device to be supplied to the internal combustion engine,
The calculation means changes the throttle opening of the throttle valve of the internal combustion engine from a low opening state lower than a predetermined opening to a non-low opening state higher than the predetermined opening, so that the throttle opening is not low. First means for emitting a first detection signal when it is detected that the state is in a state;
A second means for issuing a second detection signal when it is detected that the first detection signal exists and the amount of change in the throttle opening is equal to or greater than a first predetermined value;
An increase correction value generating means for generating an increase correction value in each of the case where the first detection signal is issued and the case where the second detection signal is issued ;
Correction means for correcting the fuel supply amount according to the increase correction value and outputting the corrected fuel supply amount as the numerical data to the control means,
The increase correction value generation means generates the increase correction value based only on the engine speed of the internal combustion engine when the first detection signal is issued,
When the second detection signal is issued, generation of the increase correction value based only on the engine speed is stopped, and the increase correction value is generated based on the engine speed and the change amount. A control device for an internal combustion engine characterized by the above. The computing means includes third means for emitting a third detection signal when it is detected that the second detection signal exists and the amount of change is equal to or greater than a second predetermined value greater than the first predetermined value,
When the third detection signal is generated, the increase correction value generation means is a normal acceleration generation map different from the increase correction value generation map when the second detection signal is generated. 2. The control apparatus for an internal combustion engine according to claim 1, wherein the increase correction value is generated based on the engine speed and the change amount . When the first detection signal and the second detection signal are emitted, the increase correction value generation unit generates the increase correction value by giving priority to the second detection signal. The control apparatus for an internal combustion engine according to claim 1 .   2. The control apparatus for an internal combustion engine according to claim 1, wherein the low opening degree state is a fully closed state. It said first means is a control device for an internal combustion engine according to claim 1, wherein the stops generating the first detection signal when said first detection signal is a predetermined time from the time emitted elapsed. Said first means, the internal combustion engine according to claim 1, wherein when the fuel is injected from the time when the first detection signal is issued to a predetermined number of times of the fuel injection, characterized in that stopping the generation of the first detection signal Control device. It said calculating means, the control device for an internal combustion engine according to claim 1, wherein the generating the increase correction value corresponding to the number of injections of fuel from the time the first detection signal is issued.

Images