JP4671068B2 - Internal combustion engine system control device - Google Patents

Description

  The present invention relates to an internal combustion engine system control apparatus that controls an internal combustion engine system including a supercharger having a compressor that compresses air in an intake passage.

  In order to appropriately control this type of internal combustion engine system, it is necessary to accurately estimate the rotational speed of the compressor and the amount of air introduced into the cylinder (hereinafter referred to as “in-cylinder air amount”). is there. From this point of view, various devices for controlling this type of internal combustion engine system with high accuracy have been conventionally proposed (for example, JP 2006-22763 A, JP 2006-70881 A, JP 2006-2006 A). No. 194107, etc.).

  These conventional devices estimate the supercharging pressure based on a model of each element and gas behavior in the intake / exhaust system, and estimate the in-cylinder air amount based on the estimated value of the supercharging pressure. It has become. For example, in the configuration disclosed in Japanese Patent Laid-Open No. 2006-22763, turbine power is calculated from exhaust parameters estimated or measured by sensors and a turbine model. Then, the supercharging pressure is calculated from the calculated turbine power and the compressor model.

  Exhaust parameters such as exhaust temperature vary widely depending on engine operating conditions. Therefore, it is difficult to accurately estimate the exhaust parameters. Further, if a sensor is provided in the exhaust system for obtaining the exhaust temperature and the turbine rotational speed (= compressor rotational speed), the cost increases.

  Therefore, in a conventional apparatus using exhaust parameter measurement or estimation (for example, one disclosed in Japanese Patent Laid-Open No. 2006-22763), this type of internal combustion engine system is accurately controlled with an inexpensive apparatus configuration. It is difficult.

  The present invention has been made to address the above-described problems. In other words, an object of the present invention is to provide an internal combustion engine system control device that can control an internal combustion engine system including a supercharger with higher accuracy with an inexpensive device configuration.

<Configuration>
An internal combustion engine system to which the present invention is applied includes an internal combustion engine, an intake passage, a throttle valve, and a supercharger. The internal combustion engine system may further include an intercooler.

  The intake passage is connected to a cylinder provided in the internal combustion engine. The internal combustion engine is provided with the intake valve. This intake valve opens and closes an intake port which is a connection portion with the cylinder in the intake passage. The throttle valve is interposed in the intake passage, and is configured to be able to adjust a flow passage cross-sectional area in the intake passage.

  The supercharger has a compressor. The compressor is configured to compress the air in the intake passage upstream of the throttle valve in the intake passage. The intercooler is interposed between the compressor and the throttle valve, and cools the air flowing out from the compressor.

  An internal combustion engine system control apparatus according to the present invention is an apparatus for controlling an internal combustion engine system having the above-described configuration, and is characterized by in-cylinder intake air flow rate acquisition means, supercharging pressure acquisition means, and provisional intake. There is provided an air amount acquisition means and a compressor rotation speed estimation means. The internal combustion engine system control apparatus according to the present invention may further include provisional in-cylinder intake air flow rate acquisition means, provisional supercharging pressure acquisition means, and compressor outflow amount acquisition means. Note that “acquisition” may be referred to as calculation or estimation.

  The in-cylinder intake air flow rate acquisition means is a calculation model constructed based on a physical law relating to air behavior in an intake system (including the intake passage, the throttle valve, the compressor, and the intake valve; the same applies hereinafter). In-cylinder intake air flow rate (flow rate of air flowing into the cylinder: the same applies hereinafter) is obtained.

  The supercharging pressure acquisition means may include another calculation model (part of the calculation model described above) constructed based on another physical law relating to the behavior of air in the intake system (which may include a part of the physical law described above). Is used to obtain a supercharging pressure (a value corresponding to the pressure of the air compressed by the compressor: the same applies hereinafter).

  The provisional intake air amount acquisition means includes an intake air amount-supercharging pressure steady relationship (a relationship between the in-cylinder intake air flow rate and the supercharging pressure in a steady operation state in the internal combustion engine system; the same applies hereinafter), Based on the boost pressure acquired value by the boost pressure acquisition means, the provisional intake air amount (the cylinder intake air when it is assumed that the boost pressure matches the boost pressure acquired value in the steady operation state) Flow rate: the same applies below).

  The compressor rotation speed estimation means includes an intake air amount-rotation speed steady relationship (a relationship between the in-cylinder intake air flow rate and the compressor rotation speed in the steady operation state; the same applies hereinafter) and a in-cylinder intake air flow rate acquisition unit. The compressor rotational speed is estimated based on the acquired in-cylinder intake air flow rate and the provisional intake air amount.

  The provisional in-cylinder intake air flow rate acquisition means is configured to determine the provisional in-cylinder intake air flow rate (in the steady operation state) based on the estimated rotational speed value by the compressor revolution speed estimation means and the intake air amount-revolution number steady relationship. Thus, the in-cylinder intake air flow rate (the same applies hereinafter) when it is assumed that the compressor rotational speed coincides with the rotational speed estimated value is acquired.

  The provisional supercharging pressure acquisition means calculates a provisional supercharging pressure (provisional value of the supercharging pressure: the same applies hereinafter) based on the intake air amount-supercharging pressure steady relation and the provisional in-cylinder intake air flow rate. To get.

  The compressor outflow amount acquisition means is configured to generate a compressor outflow amount based on the provisional in-cylinder intake air flow rate, the provisional supercharging pressure, and the supercharging pressure acquisition value. To get to.

  Here, the compressor rotation speed estimation means may include a first temporary rotation speed acquisition means, a second temporary rotation speed acquisition means, and a rotation speed estimated value acquisition means.

  The first provisional rotational speed acquisition unit is configured to tentatively determine the compressor rotational speed based on the in-cylinder intake air flow rate acquired by the in-cylinder intake air flow rate acquisition unit and the intake air amount-rotational speed steady relationship. The first provisional rotational speed, which is a value, is acquired.

  The second temporary rotational speed acquisition means acquires a second temporary rotational speed that is another temporary value of the compressor rotational speed based on the temporary intake air amount and the intake air amount-rotational speed steady relationship. It is like that.

  The rotational speed estimated value acquisition means acquires an estimated value of the compressor rotational speed by estimating a transient change in the compressor rotational speed based on the first temporary rotational speed and the second temporary rotational speed. It is like that.

  In this case, the compressor outflow amount acquisition means is calculated by the product of the deviation between the provisional supercharging pressure and the supercharging pressure acquisition value and the coefficient determined based on the provisional cylinder intake air flow rate, and the deviation. The compressor outflow amount may be calculated by correcting the temporary in-cylinder intake air flow rate with a correction value.

  On the other hand, the in-cylinder intake air flow rate acquisition unit may include a throttle passage air amount acquisition unit and an intake pipe internal state acquisition unit.

  The throttle passage air amount acquisition means uses a throttle model (the calculation model constructed based on a physical law relating to the behavior of air in the throttle valve: the same applies hereinafter) to the throttle passage air amount (the air flow rate in the throttle valve). : The same applies to the following) based on the opening of the throttle valve.

  The intake pipe internal state acquisition means uses an intake pipe model (the calculation model constructed on the basis of a physical law related to the behavior of air in a portion downstream of the throttle valve in the intake passage: the same applies hereinafter) The intake pipe internal pressure and the intake pipe internal temperature, which are the pressure and temperature of the air in the portion, are acquired based on the throttle passage air amount.

  In this case, the in-cylinder intake air flow rate acquisition means uses the intake valve model (the calculation model constructed based on the physical law relating to the air behavior in the intake valve: the same applies hereinafter) to the in-cylinder intake air flow rate. Is acquired based on the intake pipe pressure and the intake pipe temperature.

  Further, the supercharging pressure acquisition means uses an intercooler model (the calculation model constructed based on a physical law relating to the behavior of air in the intercooler: the same applies hereinafter), the supercharging pressure is converted into the throttle It may be acquired based on the throttle passing air amount acquired by the passing air amount acquiring means.

  It should be noted that the above-described parameters (rotation speed, pressure, flow rate, etc.) can be replaced with other parameters corresponding to these. For example, instead of the in-cylinder intake air flow rate and the supercharging pressure, other parameters corresponding to these can be used. Also, “rotational speed” may be used instead of the rotational speed (per unit time) of the compressor.

<Outline of problem solving principle>
In general, as a single supercharger, the relationship between the compressor outflow amount and the supercharging pressure varies depending on the compressor speed.

  That is, the relationship between the compressor outflow amount and the supercharging pressure when the compressor rotational speed is constant is a single curve with a substantially elliptic arc opening in the direction of the origin (hereinafter referred to as “compressor”). Called "characteristic line"). The shape and position of the compressor characteristic line changes according to the compressor speed. Specifically, when the compressor speed increases, the compressor characteristic line shifts outward (in a direction away from the origin). A plurality of the compressor characteristic lines corresponding to the different compressor rotation speeds are arranged in a substantially concentric elliptical arc shape.

  Here, as a result of various studies, the inventors of the present invention have obtained the following knowledge.

  (1) In the steady operation state (the compressor outflow amount and the in-cylinder intake air flow rate coincide with each other) in the internal combustion engine system including the supercharger, the supercharging pressure is the compressor outflow amount. Expressed as a function of

  That is, the relationship between the supercharging pressure and the compressor outflow amount in the steady operation state of the internal combustion engine system including the supercharger (the intake air amount-supercharging pressure steady relationship) is substantially as described above. A plurality of the compressor characteristic lines arranged in a concentric elliptical arc form a single curve that intersects each time (hereinafter referred to as “intake amount-supercharging pressure steady line”).

  A specific point on the intake air amount-supercharging pressure steady line indicates that the compressor outflow amount (= in-cylinder intake air flow rate) and the supercharging pressure in a specific operation state that satisfies the conditions of the steady operation state. It is shown. And the said compressor rotation speed in the said operation state is decided uniquely. That is, a specific point on the intake air amount-supercharging pressure steady line includes one compressor characteristic line corresponding to the compressor rotational speed in the specific operating state, and the intake air amount-supercharging pressure steady line. And the intersection of

  Therefore, if the compressor rotation speed can be accurately estimated, the supercharging pressure and the in-cylinder intake air flow rate (that is, the temporary supercharging pressure and the temporary in-cylinder in the specific operating state corresponding to the estimated value). Intake air flow rate) is identified. By using these, the internal combustion engine system including the supercharger can be controlled with high accuracy.

  That is, for example, the actual compressor outflow amount in an actual operation state that does not satisfy the conditions of the steady operation state is a deviation from the steady operation state of the operation state with respect to the provisional cylinder intake air flow rate. By performing the correction based on the information, it can be obtained with high accuracy.

  Specifically, the tentative supercharging pressure and the correction value calculated by the product of the deviation and the coefficient determined based on the tentative supercharging pressure, and the provisional supercharging pressure, The compressor outflow amount is calculated by correcting the in-cylinder intake air flow rate. Based on this calculated value, the actual in-cylinder intake air flow rate can be estimated with high accuracy.

  (2) In the internal combustion engine system provided with the supercharger, the response delay of the supercharger cannot be ignored. This response delay is considered to have a strong correlation with the transient change in the compressor speed.

  This compressor speed can be directly measured by a sensor. However, when a compressor rotation speed sensor is mounted on the internal combustion engine system, the apparatus cost increases. Therefore, by accurately estimating the compressor rotational speed in consideration of response delay, it is possible to perform appropriate control in consideration of response delay without increasing the apparatus cost.

  In consideration of this response delay, the point on the intake air pressure-supercharging pressure steady line corresponding to the current actual compressor speed (that is, the above-mentioned intersection) is the first corresponding to the current in-cylinder intake air flow rate. It can be assumed to be located between a point 1 and a second point corresponding to the current supercharging pressure acquisition value.

  Here, in the steady operation state of the internal combustion engine system including the supercharger, the compressor speed is expressed as a function of the intake air amount that is the mass flow rate of the intake air in the intake passage (the intake air). Quantity-rotational speed steady relationship). At this time, the intake air amount matches the in-cylinder intake air flow rate. In addition, the curve indicating the intake air amount-rotational speed steady relationship is hereinafter referred to as an “intake air amount-rotational speed steady line”.

  Therefore, the point on the intake air amount-rotational speed steady line corresponding to the current actual compressor speed is the first point corresponding to the current in-cylinder intake air flow rate and the current supercharging pressure acquisition. And a second point corresponding to the provisional intake air amount obtained by the value and the intake air amount-supercharging pressure steady line. Based on these, the current actual compressor speed can be accurately estimated.

  Specifically, for example, the first provisional rotational speed is acquired based on the in-cylinder intake air flow rate acquired by the in-cylinder intake air flow rate acquisition unit and the intake air amount-rotational speed steady relationship. The Further, the second provisional rotational speed is acquired based on the temporary intake air amount and the intake air amount-steady rotational speed relationship. Then, an estimated value of the compressor rotational speed is obtained by estimating a transient change in the compressor rotational speed based on the first temporary rotational speed and the second temporary rotational speed.

  According to the internal combustion engine system control apparatus of the present invention having the above-described configuration, the intake parameter (parameter indicating the state of the intake system) that can be obtained (measured or calculated) with higher accuracy than the exhaust parameter is used. Thus, the compressor rotation speed can be accurately estimated in consideration of the response delay.

  Therefore, according to the present invention, the internal combustion engine system including the supercharger can be controlled with higher accuracy with an inexpensive device configuration.

1 is a schematic diagram showing an overall configuration of an internal combustion engine system to which an embodiment of the present invention is applied. It is a functional block diagram of the control apparatus shown by FIG. It is a figure which shows the table which prescribed | regulated the relationship between the accelerator pedal operation amount and the target throttle-valve opening degree which the CPU shown by FIG. 1 refers. 5 is a time chart showing changes in a provisional target throttle valve opening, a target throttle valve opening, and a predicted throttle valve opening. It is a graph which shows the function used when acquiring a predicted throttle valve opening degree. 2 is a graph showing a relationship among intercooler internal pressure, compressor outflow amount, and compressor rotation speed as a single turbocharger shown in FIG. 1. FIG. 2 is a diagram showing an intake air amount-supercharging pressure steady map for defining a steady intake air amount-supercharging pressure relationship in the internal combustion engine system shown in FIG. 1. FIG. 2 is a diagram showing an intake air amount-rotational speed steady map (i) defining a steady intake air amount-rotational speed relationship in the internal combustion engine system shown in FIG. 1 and a state (ii) of a transient change in compressor rotational speed. is there. FIG. 3 is a functional block diagram showing details of a configuration related to acquisition of compressor outflow in the compressor model shown in FIG. 2. FIG. 10 is a functional block diagram illustrating details of a configuration of a compressor rotation speed estimation unit illustrated in FIG. 9. It is a figure which shows the table which prescribed | regulated the relationship of compressor outflow air flow volume, compressor rotation speed, and compressor efficiency which CPU shown by FIG. 1 refers. It is a flowchart which shows the throttle-valve opening degree estimation routine performed by CPU shown in FIG. It is a flowchart which shows the cylinder air amount estimation routine performed by CPU shown in FIG. It is a flowchart which shows the throttle passage air flow routine performed by CPU shown in FIG. FIG. 6 is a schematic diagram showing a relationship among a first time point, a predetermined time interval Δt0, a previous estimated time point t1, and a current estimated time point t2. It is a flowchart which shows the estimation routine of the compressor outflow air flow volume and compressor provision energy which are performed by CPU shown in FIG.

  Embodiments of the present invention will be described below with reference to the drawings. It should be noted that the following description of the embodiment is specific to the extent possible in order to satisfy the description requirement (description requirement / practicability requirement) of the specification required by law. It is only what is described in. Therefore, as will be described later, it is quite natural that the present invention is not limited to the specific configurations of the embodiments described below. Various modifications that can be made to the present embodiment are listed together at the end, as they would interfere with the understanding of the consistent description of the embodiment if inserted during the description of the embodiment. .

<Configuration of internal combustion engine system>
FIG. 1 is a schematic diagram showing an overall configuration of an internal combustion engine system 1 to which an embodiment of the present invention is applied. The internal combustion engine system 1 includes an in-line multiple cylinder internal combustion engine 2, an intake / exhaust system 3, and a control device 4 (FIG. 1 is a cross-sectional view of the internal combustion engine 2 taken along a plane orthogonal to the cylinder arrangement direction). As shown). Hereinafter, the configuration of each part of the internal combustion engine system 1 will be described.

<< Internal combustion engine >>
The cylinder block 20a and the cylinder head 20b are members constituting a main body portion (engine block) of the internal combustion engine 2, and are joined to each other. That is, the cylinder head 20b is fixed to the upper end portion of the cylinder block 20a including the lower case and the oil pan.

  As described above, a plurality of cylinders 21 are provided in series on the top of the cylinder block 20a. A piston 22 is accommodated in the cylinder 21 so as to be reciprocally movable. A crankshaft 23 is accommodated inside the cylinder block 20 a and below the cylinder 21. The crankshaft 23 is rotatably supported at the lower part of the cylinder block 20a. The crankshaft 23 is connected to the piston 22 via a connecting rod 24 so as to be rotationally driven based on the reciprocating movement of the piston 22.

  A recess is formed at a position corresponding to the upper end portion of the cylinder 21 on the lower end surface of the cylinder head 20b. A combustion chamber CC is formed by the space inside the recess and the space inside the cylinder 21 above the top surface of the piston 22.

  The cylinder head 20b is formed with an intake port 25 and an exhaust port 26 that are gas passages communicating with the combustion chamber CC. The intake port 25 constitutes an intake passage of the present invention together with a part of the intake / exhaust system 3, and is provided at a connection portion with the cylinder 21 in the intake passage.

  The cylinder head 20b is provided with a valve mechanism 27. The valve mechanism 27 includes an intake valve 27a for opening and closing the intake port 25, an exhaust valve 27b for opening and closing the exhaust port 26, and an opening and closing operation for the intake valve 27a and the exhaust valve 27b at a predetermined timing. Mechanisms (including an intake camshaft that drives the intake valve 27a and a variable intake timing device 27c that continuously changes the phase angle of the intake camshaft, an exhaust camshaft 27d that drives the exhaust valve 27b, etc.) are provided. ing.

  Further, an injector 28 is attached to the cylinder head 20b. The injector 28 is provided so as to inject fuel into the intake port 25.

<< Intake and exhaust system >>
An intake manifold 31 is connected to the intake port 25. The intake manifold 31 is connected to the surge tank 32. The surge tank 32 is connected to the intake duct 33. That is, the intake port 25, the intake manifold 31, the surge tank 32, and the intake duct 33 constitute the intake passage of the present invention.

  On the other hand, an exhaust pipe 34 including an exhaust manifold is connected to the exhaust port 26. That is, the exhaust port 26 and the exhaust pipe 34 constitute an exhaust passage. An exhaust gas purification catalyst 34 a is interposed in the exhaust pipe 34.

  The intake / exhaust system 3 is provided with a supercharger 35. The supercharger 35 of this embodiment is a turbocharger, and includes a turbine 35a and a compressor 35b.

  The turbine 35 a is interposed in the exhaust pipe 34 so as to be rotationally driven by the exhaust gas flowing through the exhaust pipe 34. On the other hand, the compressor 35 b is interposed in the intake duct 33. The compressor 35b is driven to rotate along with the rotation of the turbine 35a, so that the air in the intake duct 33 is compressed upstream of a throttle valve 36 (to be described later) in the intake duct 33. It is connected.

  A throttle valve 36 is interposed at a position in the intake duct 33 between the surge tank 32 and the compressor 35b. The throttle valve 36 is provided such that the flow passage cross-sectional area (opening cross-sectional area) in the intake duct 33 is variable by being driven by a throttle valve actuator 36a. The throttle valve actuator 36a is a DC motor, and is connected to the throttle valve 36 so as to rotationally drive the throttle valve 36.

  An air filter 37 is interposed in the intake duct 33 upstream of the compressor 35b. Further, an intercooler 38 is interposed in the intake duct 33 at a position between the compressor 35 b and the throttle valve 36. The intercooler 38 cools the air flowing out from the compressor 35b.

<< Control device >>
The control device 4 according to an embodiment of the present invention is configured to control the operation of the internal combustion engine system 1.

  Specifically, the control device 4 includes an electronic control unit (hereinafter abbreviated as “ECU”) 40. The ECU 40 includes a CPU 40a, a ROM 40b, a RAM 40c, a backup RAM 40d, an interface 40e, and a bidirectional bus 40f. The CPU 40a, ROM 40b, RAM 40c, backup RAM 40d, and interface 40e are connected to each other by a bidirectional bus 40f.

  In the ROM 40b, a routine (program) executed by the CPU 40a, a table, a map, and the like used when executing this routine are stored in advance. The RAM 40c can temporarily store data as necessary when the routine is executed by the CPU 40a. The backup RAM 40d stores data when the routine is executed by the CPU 40a in a state where the power is turned on, and can retain the stored data even after the power is turned off.

  The interface 40e is electrically connected to various sensors described later, and can transmit signals from these to the CPU 40a. Further, the interface 40e is electrically connected to operation units such as the injector 28 and the throttle valve actuator 36a, so that a control signal for operating these operation units can be transmitted from the CPU 40a to these operation units. It has become. That is, the ECU 40 is configured to receive signals from the above-described various sensors and the like, and to send out the above-described control signals to each operation unit based on the calculation result of the CPU 40a corresponding to the signals.

<<< various sensors >>>
The internal combustion engine system 1 of the present embodiment is provided with a pressure sensor 41, a temperature sensor 42, a cam position sensor 43, a crank position sensor 44, a throttle position sensor 45, and an accelerator opening sensor 46. Yes.

  The pressure sensor 41 and the temperature sensor 42 are interposed in the intake duct 33 at a position between the compressor 35 b and the air filter 37. The pressure sensor 41 outputs a signal representing the intake pressure Pa, which is the pressure of air in the intake passage on the upstream side of the compressor 35b. The temperature sensor 42 outputs a signal representing the intake air temperature Ta, which is the temperature of the air in the intake passage on the upstream side of the compressor 35b.

  The cam position sensor 43 is attached to the cylinder head 20b. This cam position sensor 43 is a signal (G2 signal) having one pulse every time the above-described intake camshaft included in the variable intake timing device 27c rotates 90 ° (ie, every time the crankshaft 23 rotates 180 °). ).

  The crank position sensor 44 is attached to the cylinder block 20a. The crank position sensor 44 is disposed so as to face the crankshaft 23 and outputs a waveform signal having a pulse corresponding to the rotation angle of the crankshaft 23 (a signal corresponding to the engine speed Ne). ing. Specifically, the crank position sensor 44 outputs a signal having a narrow pulse every time the crankshaft 23 rotates 10 ° and a signal having a wide pulse every time the crankshaft 23 rotates 360 °. It has become.

  The throttle position sensor 45 is provided at a position corresponding to the throttle valve 36 in the intake duct 33. The throttle position sensor 45 outputs a signal corresponding to the throttle valve opening θta, which is the actual rotational phase of the throttle valve 36.

  The accelerator opening sensor 46 outputs a signal (accelerator pedal operation amount Accp) indicating the amount of operation of the accelerator pedal 47 operated by the driver.

<< Functional Block Configuration of Control Device >>
FIG. 2 is a functional block diagram of the control device 4 shown in FIG. As shown in FIG. 2, the control device 4 of this embodiment includes an electronic control throttle valve logic A1, an electronic control throttle valve model M1, a throttle model M2, an intake valve model M3, and a compressor model M4. And an intercooler model M5, an intake pipe model M6, and an intake valve model M7.

  As will be clear from the following description, in this embodiment, the throttle model M2, the intake valve model M3, and the intake pipe model M6 realize the main part of the cylinder intake air flow rate acquisition means of the present invention, and the compressor The model M4 constitutes the main part of the provisional intake air amount acquisition means and the compressor rotational speed estimation means of the present invention, and the intercooler model M5 constitutes the main part of the supercharging pressure acquisition means of the present invention. .

  In the present embodiment, the compressor model M4 constitutes the main parts of the provisional in-cylinder intake air flow rate acquisition means, provisional supercharging pressure acquisition means, and compressor outflow amount acquisition means. The main part of the throttle passage air amount acquisition unit is configured, and the main part of the intake pipe state acquisition unit of the present invention is configured by the intake pipe model M6.

<<< Description of contents and functions of each block >>>
Hereinafter, the content and function of each block shown in FIG. 2 will be described. In addition, since the derivation | leading-out of the expression showing the calculation model used in each block is known (for example, refer to Unexamined-Japanese-Patent No. 2001-41095, Unexamined-Japanese-Patent No. 2003-184613, etc.), in this specification, it is the Detailed description is omitted.

  In the present embodiment, the injector 28 is disposed upstream of the intake valve 27a. For this reason, the fuel must be injected by the time when the intake valve 27a is closed (at the time when the intake stroke ends). Therefore, in order to determine the fuel injection amount so that the air-fuel ratio of the fuel mixture formed in the combustion chamber CC coincides with the target air-fuel ratio, before the fuel injection, the cylinder interior when the intake valve 27a is closed is determined. It is necessary to estimate the air amount in advance.

  Therefore, the control device 4 estimates the pressure and temperature of air in the intercooler 38 (upstream of the throttle valve 36) at a predetermined time before the current time using a calculation model constructed based on the physical law. Then, based on the estimated value, the in-cylinder air amount at the predetermined time is estimated.

  Each calculation model is represented by a mathematical formula (hereinafter, also referred to as “general formula”) derived based on a physical law so as to represent the behavior of air at a certain point in time. Normally, the values (variables) used in this general formula must all be “at a certain point in time” if the values to be obtained are “at a certain point in time”. That is, for example, when a certain model is represented by the general formula y = f (x), in order to obtain the value of y at a time earlier than the current time, the variable x must be the value at the previous time. Don't be.

  Here, as described above, the in-cylinder air amount to be acquired is a value at the predetermined time before the current time (calculation time). Therefore, the throttle valve opening θt, the intake pressure Pa, the intake air temperature Ta, the engine speed NE, and the opening / closing timing of the intake valve 27a (hereinafter referred to as “intake valve timing VT”) used in each calculation model described later. .) Etc. are all values at the predetermined time point.

  Therefore, the control device 4 of the present embodiment controls the throttle valve 36 (throttle valve actuator 36a) with a delay from the time when the target throttle valve opening is determined, so that the throttle at the predetermined time before the current time is controlled. Estimate the valve opening θt.

  However, the intake pressure Pa, the intake air temperature Ta, the engine speed NE, and the intake valve timing VT do not change so much within a short time from the present time to the predetermined time. Therefore, in the general formula, the detected values at the present time can be respectively employed as the intake pressure Pa, the intake air temperature Ta, the engine speed NE, and the intake valve timing VT at the predetermined time.

  As described above, the control device 4 determines the estimated value of the throttle valve opening θt at the predetermined time before the current time, and the detected values of the current intake pressure Pa, the intake air temperature Ta, the engine speed NE, and the intake valve timing VT. Based on each calculation model, the in-cylinder air amount at the predetermined time point is estimated.

  Hereinafter, the models M1 to M7 and the logic A1 will be specifically described.

<<<< Electronically Controlled Throttle Valve Model M1 and Electronically Controlled Throttle Valve Logic A1 >>>>
The electronically controlled throttle valve model M1 cooperates with the electronically controlled throttle valve logic A1, and based on the accelerator pedal operation amount Accp up to the present time, the first time point (delay time TD from the present time (64 ms in this example)). This is a calculation model for estimating the throttle valve opening degree θt until a point of time after).

  The electronically controlled throttle valve logic A1 determines the relationship between the accelerator pedal operation amount Accp and the target throttle valve opening θtt (see FIG. 3) and the actual accelerator pedal operation amount Accp detected by the accelerator opening sensor 46. Based on this, a temporary target throttle valve opening θtt1 that is a temporary target throttle valve opening is determined every elapse of a predetermined time ΔTt1 (2 ms in this example).

  Further, as shown in the time chart of FIG. 4, the electronically controlled throttle valve logic A1 sets the determined provisional target throttle valve opening θtt1 to the target at a time point (first time point) after a predetermined delay time TD. Set as throttle valve opening θtt. That is, the electronic control throttle valve logic A1 sets the provisional target throttle valve opening θtt1 determined at the time before the predetermined delay time TD as the current target throttle valve opening θtt. Then, the electronically controlled throttle valve logic A1 sends a drive signal to the throttle valve actuator 36a so that the current throttle valve opening θta becomes the current target throttle valve opening θtt.

  By the way, when the drive signal is sent from the electronically controlled throttle valve logic A1 to the throttle valve actuator 36a, the actual throttle valve opening θta is caused by the delay in the operation of the throttle valve actuator 36a, the inertia of the throttle valve 36, and the like. Follows the target throttle valve opening θtt with a certain delay.

Therefore, the electronically controlled throttle valve model M1 estimates (predicts) the throttle valve opening at the time after the delay time TD based on the following equation (1) (see FIG. 4).
θte (k) = θte (k-1) + ΔTt1 · f (θtt (k), θte (k-1)) (1)

  In this equation (1), θte (k) is the predicted throttle valve opening θte newly estimated at the current calculation time, and θtt (k) is the target throttle newly set at the current calculation time. Is the valve opening θtt, and θte (k-1) is the predicted throttle valve opening θte that has already been estimated at the time of the current calculation (that is, the predicted throttle valve opening that is newly estimated at the time of the previous calculation) θte). Further, as shown in FIG. 5, the function f (θtt, θte) has a larger value as the difference Δθ (= θtt−θte) between θtt and θte increases (a function f that increases monotonously with respect to Δθ). ).

  As described above, the electronically controlled throttle valve model M1 newly determines the target throttle valve opening degree θtt at the first time point (time point after the delay time TD from the current time) at the time of the current calculation, and the first time point. Is newly estimated. The electronically controlled throttle valve model M1 stores the target throttle valve opening θtt and the predicted throttle valve opening θte up to the first time point in the RAM 40c in a form corresponding to the passage of time from the current time (stored). To do).

<<< Throttle Model M2 >>>
The throttle model M2 is a calculation model for estimating the throttle passage air flow rate mt, which is the flow rate of air passing around the throttle valve 36, based on the following equations (2) and (3) that are general equations representing this model. is there.

  In equation (2), Ct (θt) is a flow coefficient that changes according to the throttle valve opening θt, and At (θt) is a throttle opening cross-sectional area that changes according to the throttle valve opening θt (the throttle in the intake passage). The cross-sectional area of the opening around the valve 36), Pic is the intercooler internal pressure which is the pressure of the air in the intercooler 38 (that is, the throttle valve upstream pressure which is the pressure of the air in the intake passage upstream of the throttle valve 36), Pm Is the pressure in the intake pipe that is the pressure of the air in the intake pipe (the portion from the throttle valve 36 to the intake valve 27a in the intake passage: the same applies hereinafter), and Tic is the temperature in the intercooler that is the temperature of the air in the intercooler 38 ( That is, the throttle valve upstream temperature which is the temperature of the air in the intake passage upstream of the throttle valve 36), R is a gas constant, and κ is the specific heat ratio of air (hereinafter, κ is treated as a constant value).

  Here, Ct (θt) · At (θt), which is the product of Ct (θt) and At (θt) on the right side of equation (2), can be determined empirically based on the throttle valve opening θt. . Therefore, in the present embodiment, a table MAPCTAT that defines the relationship between the throttle valve opening degree θt and Ct (θt) · At (θt) is stored in advance in the ROM 40b.

  The throttle model M2 is based on the predicted throttle valve opening θt (k-1) (= θte) estimated by the electronically controlled throttle valve model M1 and the table MAPCTAT described above, and Ct (θt) · At (Θt) (= MAPCTAT (θt (k-1))) is acquired.

  Further, the throttle model M2 has a value Φ (Pm (k-1) / Pic (k-1)) (= MAPΦ (Pm) from the value (Pm (k-1) / Pic (k-1)) and the table MAPΦ. (k-1) / Pic (k-1))). Here, the value (Pm (k-1) / Pic (k-1)) is the intake pipe pressure Pm (k-1) immediately before (latest) already estimated by the intake pipe model M6 described later. This is a value divided by the intercooler internal pressure (throttle valve upstream pressure) Pic (k-1) just before (latest) already estimated by the intercooler model M5. The table MAPΦ is a table that defines the relationship between the value Pm / Pic and the value Φ (Pm / Pic), and is stored in advance in the ROM 40b.

  The throttle model M2 has the value Φ (Pm (k-1) / Pic (k-1)) obtained as described above and the immediately preceding (latest) intercooler that has already been estimated by the intercooler model M5 described later. Apply internal pressure (throttle valve upstream pressure) Pic (k-1) and intercooler internal temperature (throttle valve upstream temperature) Tic (k-1) to the above equation (2) to calculate the same equation. Then, the throttle passage air flow rate mt (k-1) is calculated.

<<< Intake valve model M3 >>>
The intake valve model M3 includes an intake pipe pressure Pm that is the pressure of the air in the intake pipe section, an intake pipe temperature Tm that is the temperature of the air in the intake pipe section, an intercooler temperature Tic, and the like. This is a calculation model for estimating the in-cylinder intake air flow rate mc, which is the flow rate of air that passes through the cylinder 21 and flows into the cylinder 21.

The pressure in the cylinder 21 (in the combustion chamber CC) in the intake stroke (including when the intake valve 27a is closed) can be regarded as the pressure upstream of the intake valve 27a, that is, the intake pipe pressure Pm. Therefore, it can be considered that the in-cylinder intake air flow rate mc is proportional to the intake pipe pressure Pm when the intake valve is closed. Therefore, the intake valve model M3 calculates the in-cylinder intake air flow rate mc according to the following equation (4) based on an empirical rule that is a general expression representing this model.
mc = (Tic / Tm) · (c · Pm−d) (4)

  In the above equation (4), the value c is a proportional coefficient, and the value d is a value reflecting the amount of burned gas remaining in the combustion chamber CC. The value c can be obtained from the table MAPC that defines the relationship between the engine speed NE and the intake valve timing VT and the constant c, and the current engine speed NE and the intake valve timing VT (c = MAPC (NE , VT)). The table MAPC is stored in advance in the ROM 40b. Similarly, the value d can be obtained from the table MAPD that defines the relationship between the engine speed NE and the intake valve timing VT and the constant d, and the current engine speed NE and the intake valve timing VT (d = MAPD (NE, VT)). This table MAPD is also stored in advance in the ROM 40b.

  The intake valve model M3 includes an intake pipe pressure Pm (k-1) and an intake pipe temperature Tm (k-1) immediately before (latest) already estimated by an intake pipe model M6 described later, and an intercooler model M5 described later. The in-cylinder intake air flow rate mc (k is calculated by applying the previous (latest) intercooler internal temperature Tic (k-1) already estimated by the above equation to the above equation (4). -1) is estimated.

<<< Compressor model M4 >>>
The compressor model M4 has an in-cylinder intake air flow rate mc (k-1) immediately before (latest) already estimated by the intake valve model M3 and an immediately preceding (latest) already estimated by the intercooler model M5 described later. This is a calculation model for estimating the compressor outflow amount mcm, which is the flow rate of air flowing out from the compressor 35b (air supplied to the intercooler 38), based on the intercooler internal pressure Pic (k-1).

<<<<< Basic Principle of Compressor Model >>>>
As a result of various studies, the inventors of the present invention have obtained the following knowledge.

  (1) Generally, as a single unit of the supercharger 35, the relationship between the intercooler internal pressure Pic (supercharging pressure) and the compressor outflow amount mcm is indicated by the broken line in FIG. It varies depending on Ncm.

  That is, the relationship between the compressor outflow amount mcm and the intercooler internal pressure Pic when the compressor rotational speed Ncm is constant is the origin direction (FIG. 6) when the intercooler internal pressure Pic and the compressor outflow amount mcm are used as coordinate axes. In the left lower direction in the figure) is a single curve with a substantially elliptical arc shape (compressor characteristic line).

  The shape and position of the compressor characteristic line in the intercooler internal pressure Pic-compressor outflow amount mcm coordinate system vary according to the compressor rotational speed Ncm, as shown in FIG. Specifically, when the compressor rotation speed Ncm increases, the compressor characteristic line shifts outward (in a direction away from the origin). A plurality of compressor characteristic lines corresponding to different compressor rotation speeds Ncm are arranged in a substantially concentric elliptical arc shape.

  On the other hand, in the internal combustion engine system 1 provided with the turbocharger 35, not as a single unit, the intercooler internal pressure Pic is equal to the compressor outflow amount mcm in the steady operation state. It can be expressed as a function of the internal intake air flow rate mc. That is, the relationship between the two in the steady operation state (the intake air amount-supercharging pressure steady relationship) is 1 for each of the plurality of compressor characteristic lines arranged in a substantially concentric elliptical arc shape as described above, regardless of the compressor rotational speed Ncm. One curve intersects each time (intake amount-supercharging pressure steady line: see the curve shown by the solid line in FIG. 6). The intake air amount-supercharging pressure steady relationship and the intake air amount-supercharging pressure steady line can be acquired in advance by an experiment (bench test).

  A specific point on the intake air amount-supercharging pressure steady line indicates the compressor outflow amount mcm (= cylinder intake air flow rate mc) and the intercooler internal pressure Pic in a specific operation state that satisfies the conditions of the steady operation state. It is shown. And the compressor rotation speed Ncm in the said operation state is decided uniquely. That is, a specific point on the intake air amount-supercharging pressure steady line is a compressor characteristic line corresponding to the compressor rotation speed Ncm in the specific operation state, and an intake air amount-supercharging pressure steady line. Intersection points (see circles in FIG. 6).

  Therefore, if the compressor rotational speed Ncm can be accurately estimated, the intercooler internal pressure Pic and the compressor outflow amount mcm (that is, the provisional supercharging pressure Pic_tar and the provisional in-cylinder intake air in the specific operation state corresponding to the estimated value). The flow rate mc_tar) is specified. By using these, the actual compressor outflow mcm in the actual operation state that does not satisfy the conditions of the steady operation state can be estimated with high accuracy.

  That is, the actual compressor outflow amount mcm is acquired by performing correction based on the deviation from the normal operation state of the actual operation state with respect to the provisional in-cylinder intake air flow rate mc_tar assuming the normal operation state. Specifically, referring to FIG. 7, the provisional in-cylinder intake air flow rate mc_tar with a correction value Δmcm calculated by the product of ΔPic (deviation between provisional supercharging pressure Pic_tar and intercooler internal pressure Pic) and a predetermined coefficient K. Is corrected, the actual compressor outflow mcm is calculated.

  Incidentally, the actual compressor flow rate mcm to be acquired should be a value corresponding to a point on one compressor characteristic line corresponding to a specific compressor rotation speed Ncm, as shown in FIG.

  Here, when the value of the coefficient K is a constant value determined by the provisional supercharging pressure Pic_tar (for example, the slope of the tangent to the compressor characteristic line at the provisional supercharging pressure Pic_tar), when ΔPic is sufficiently small, the acquired compressor The error between the outflow mcm and the actual value is small. However, when ΔPic is large, the error becomes large.

  Therefore, in the present embodiment, the coefficient K is determined based on the provisional supercharging pressure Pic_tar and ΔPic. That is, the coefficient K is determined based on the table MAPK (Pic_tar, ΔPic) stored in the ROM 40b.

  (2) In the internal combustion engine system 1 including the supercharger 35, the response delay of the supercharger 35 cannot be ignored. Therefore, the provisional in-cylinder intake air flow rate mc_tar and the provisional supercharging pressure Pic_tar need to be values considering the response delay of the supercharger 35.

  Taking this response delay into account, the point on the intake air-supercharging pressure steady line (Pic_tar, mc_tar: circled points in FIG. 7) corresponding to the current actual compressor speed Ncm is the current in-cylinder intake air A first point corresponding to the flow rate mc (a white diamond point in FIG. 7) and a second point corresponding to the current intercooler internal pressure Pic (a black diamond point in FIG. 7) It can be assumed to be in between.

  Here, in a steady operation state in the internal combustion engine system 1 including the supercharger 35 (at this time, the intake air amount Ga and the in-cylinder intake air flow rate mc coincide with each other), the compressor rotational speed Ncm is set to (i ), It is expressed as a function of the intake air amount Ga which is the mass flow rate of the intake air in the intake passage (intake amount-rotational speed steady line).

  Therefore, the point on the intake air amount-rotational speed steady line corresponding to the current actual compressor speed Ncm (the circled point in (i) of FIG. 8) corresponds to the current in-cylinder intake air flow rate mc. The provisional intake air amount Ga_pic (see FIG. 7) acquired by the point 1 (the white diamond point in FIG. 8 (i)), the current intercooler internal pressure Pic and the intake air amount-supercharging pressure steady line. )) (A black diamond point in FIG. 8 (i)) corresponding to the second point. Based on these, the current actual compressor speed Ncm can be accurately estimated.

  Specifically, referring to (i) of FIG. 8, the first provisional rotational speed Ncm_mc is acquired based on the current in-cylinder intake air flow rate mc and the intake air amount-steady rotational speed relationship. Further, based on the temporary intake air amount Ga_pic and the intake air amount-rotational speed steady relationship, the second temporary rotational speed Ncm_pic is acquired.

  Then, as shown in FIG. 8 (ii), based on the first temporary rotational speed Ncm_mc and the second temporary rotational speed Ncm_pic, the change in the transient compressor rotational speed Ncm is delayed with respect to the step change. As a result of estimation using dead time and first-order lag, the estimated value (circled point) of the compressor rotation speed Ncm is acquired. This dead time or first-order lag can be acquired in advance by modeling various changes in the rotational speed in a bench test using a bench test system equipped with a compressor rotational speed sensor.

<<<<< Block diagram of compressor model >>>>
FIG. 9 is a functional block diagram showing details of a configuration relating to acquisition of the compressor outflow amount mcm in the compressor model M4 shown in FIG. Referring to FIG. 9, the compressor model M4 includes a provisional intake air amount acquisition unit M41, a compressor rotation speed estimation unit M42, a provisional cylinder intake air flow rate acquisition unit M43, and a provisional supercharging pressure acquisition unit M44. And arithmetic units M45 to M47.

  The provisional intake air amount acquisition unit M41 is already estimated by an intake air amount-supercharging pressure steady map (see a solid curve in FIG. 7) that defines the intake air amount-supercharging pressure steady relationship and an intercooler model M5 described later. The temporary intake air amount Ga_pic is acquired based on the intercooler internal pressure Pic (k−1) immediately before (latest).

  The compressor rotation speed estimation unit M42 includes the in-cylinder intake air flow rate mc (k-1) already estimated by the intake valve model M3, the provisional intake air amount Ga_pic acquired by the provisional intake air amount acquisition unit M41, and the intake air The compressor rotation speed Ncm is estimated on the basis of the intake air amount-rotation speed steady map (see (i) in FIG. 8) that defines the amount-rotation speed steady relationship. Details of the contents and functions of the compressor rotation speed estimation unit M42 will be described later.

  The temporary in-cylinder intake air flow rate acquisition unit M43 calculates the temporary in-cylinder intake air flow rate mc_tar based on the compressor rotation speed Ncm estimated by the compressor rotation speed estimation unit M42 and the above-described intake air amount-rotation speed steady map. get.

  The provisional supercharging pressure acquisition unit M44 performs provisional supercharging based on the provisional in-cylinder intake air flow rate mc_tar acquired by the provisional in-cylinder intake air flow rate acquisition unit M43 and the above-described intake air amount-supercharging pressure steady map. Acquire pressure Pic_tar.

  The calculation unit M45 calculates a difference ΔPic between the provisional supercharging pressure Pic_tar acquired by the provisional supercharging pressure acquisition unit M44 and the immediately preceding (latest) intercooler internal pressure Pic (k−1).

  The calculation unit M46 calculates the compressor outflow amount correction value Δmcm by multiplying ΔPic calculated by the calculation unit M45 by the predetermined gain (coefficient) K described above.

  The calculation unit M47 calculates (acquires or acquires the compressor outflow amount mcm (k-1) by adding the compressor outflow amount correction value Δmcm calculated by the calculation unit M46 to the above-described provisional in-cylinder intake air flow rate mc_tar. presume.

  FIG. 10 is a functional block diagram showing details of the configuration of the compressor rotation speed estimation unit M42 shown in FIG.

  Hereinafter, referring to FIG. 9, the compressor rotation speed estimation unit M42 includes a first temporary rotation speed acquisition unit M421, a second temporary rotation speed acquisition unit M422, a calculation unit M423, a dead time calculation unit M424, A delay calculation unit M425 and a calculation unit M426 are included. The calculation unit M423, the dead time calculation unit M424, the first-order lag calculation unit M425, and the calculation unit M426 constitute the main part of the rotational speed estimated value acquisition unit of the present invention.

  The first provisional rotational speed acquisition unit M421 generates a compressor 35b based on the in-cylinder intake air flow rate mc (k-1) that has already been estimated by the intake valve model M3 and the above-described intake air amount-rotational speed steady map. The first provisional rotational speed Ncm_mc, which is a provisional value of the rotational speed, is acquired.

  The second provisional rotational speed acquisition unit M422, based on the provisional intake air amount Ga_pic and the above-described intake air amount-revolution number steady map, the second provisional revolution number Ncm_pic, which is another provisional value of the rotational speed of the compressor 35b. To get.

  The calculation unit M423, the dead time calculation unit M424, the first-order lag calculation unit M425, and the calculation unit M426 are based on the first temporary rotation speed Ncm_mc and the second temporary rotation speed Ncm_pic, and the change in the rotational speed of the compressor 35b is transient To obtain the compressor rotation speed Ncm.

Referring to FIG. 2 again, the compressor model M4 is also a model for estimating the compressor applied energy Ecm. This compressor imparted energy Ecm is a general expression representing a part of this model, the following equation (5), compressor efficiency η, compressor outflow mcm, value Pic / Pa (intercooler internal pressure Pic divided by intake pressure Pa) Value) and intake air temperature Ta (refer to Japanese Patent Laid-Open No. 2006-70881 for the derivation process of the following equation (5)).

  In the equation (5), Cp is the constant pressure specific heat of air. Further, the compressor efficiency η can be estimated empirically based on the compressor outflow amount mcm and the compressor rotation speed Ncm. Therefore, the compressor efficiency η is acquired based on the table MAPETA that defines the relationship between the compressor outflow amount mcm and the compressor rotational speed Ncm and the compressor efficiency η, the compressor outflow amount mcm and the compressor rotational speed Ncm. Here, the compressor rotation speed Ncm is estimated by the above-described compressor rotation speed estimation unit M42 without using the compressor rotation speed detection sensor.

  The ROM 40b stores the above-described table MAPETA in advance (see FIG. 11). The compressor model M4 has a compressor efficiency η (k-1) (= MAPETA (mcm (k) from the table MAPETA, the compressor outflow mcm (k-1) and the compressor rotational speed Ncm estimated as described above. -1), Ncm)).

  The compressor model M4 includes the compressor efficiency η (k-1) and the compressor outflow mcm (k-1) estimated as described above, the value Pic (k-1) / Pa, and the current intake air temperature Ta. Is applied to the above equation (5) and the calculation of the equation is performed to estimate the compressor imparted energy Ecm (k-1). Here, the value Pic (k-1) / Pa is obtained by dividing the immediately preceding (latest) intercooler internal pressure Pic (k-1), which has already been estimated by the intercooler model M5 described later, by the current intake pressure Pa. It is a thing.

<< Intercooler model M5 >>
The intercooler model M5 is a general expression representing this model, the following expressions (6) and (7), the intake air temperature Ta, the flow rate of air flowing into the intercooler section (ie, compressor outflow mcm), compressor imparted energy Ecm, And a model for calculating the intercooler internal pressure Pic and the intercooler internal temperature Tic from the flow rate of the air flowing out from the intercooler section (that is, the throttle passing air flow rate mt) (the following formulas (6) and (7) (See JP 2006-70881 A for the derivation process).

The intercooler section includes an intake passage from the outlet of the compressor 35b to the throttle valve 36 in addition to the intercooler 38. In the following formulas (6) and (7), Vic is the volume of the intercooler section.
d (Pic / Tic) / dt = (R / Vic) ・ (mcm−mt) (6)
dPic / dt = κ · (R / Vic) · (mcm · Ta−mt · Tic) + (κ−1) / (Vic) · (Ecm−K · (Tic−Ta)) (7)

  The intercooler model M5 includes the compressor outflow mcm (k-1) and the compressor applied energy Ecm (k-1) acquired by the compressor model M4, and the throttle passage air flow rate mt (k-1) acquired by the throttle model M2. ) And the current intake air temperature Ta are applied to the right side of the equations (6) and (7) to calculate the latest intercooler pressure Pic (k) and intercooler temperature. Estimate Tic (k).

<<< Intake pipe model M6 >>>
The intake pipe model M6 includes the following expressions (8) and (9), which are general expressions representing this model, the flow rate of air flowing into the intake pipe portion (that is, the air flow rate mt through the throttle), the intercooler temperature (throttle valve) This is a model for calculating the intake pipe internal pressure Pm and the intake pipe internal temperature Tm based on the upstream temperature (Tic) and the flow rate of the air flowing out from the intake pipe portion (that is, the in-cylinder intake air flow rate mc). In the following formulas (8) and (9), Vm is the volume of the intake pipe portion.
d (Pm / Tm) / dt = (R / Vm) ・ (mt−mc) (8)
dPm / dt = κ ・ (R / Vm) ・ (mt ・ Tic−mc ・ Tm) (9)

  The intake pipe model M6 includes a throttle passage air flow rate mt (k-1) acquired by the throttle model M2, a cylinder intake air flow rate mc (k-1) acquired by the intake valve model M3, and an intercooler model M5. By applying the latest intercooler internal temperature (throttle valve upstream temperature) Tic (k) estimated by the above equation to the right side of the above formulas (8) and (9), The pressure Pm (k) and the intake pipe temperature Tm (k) are estimated.

<<< Intake valve model M7 >>>
The intake valve model M7 includes a model similar to the intake valve model M3 described above. In the intake valve model M7, the latest intake pipe pressure Pm (k) and intake pipe temperature Tm (k) estimated by the intake pipe model M6, and the latest intercooler internal temperature Tic (k) estimated by the intercooler model M5. Are applied to the equation (4), which is a general equation representing this model, and the calculation of the equation is performed to calculate the latest in-cylinder intake air flow rate mc (k).

  In the intake valve model M7, the in-cylinder intake air flow rate mc (k) calculated as described above is added to the time Tint (the intake valve 27a is calculated from the current engine speed NE and the current intake valve timing VT). The predicted in-cylinder air amount KLfwd, which is an estimated value of the in-cylinder air amount, is calculated by multiplying the time from when the valve is opened to when it is closed.

<Specific Example of Operation of Embodiment>
Next, a specific example of the operation of the control device 4 of the present embodiment having the above-described configuration will be described using a flowchart. In the drawing showing the flowchart, “step” is abbreviated as “S”.

<< Throttle valve opening estimation >>
The CPU 40a executes the throttle valve opening estimation routine 1200 shown in FIG. 12 every elapse of a predetermined calculation cycle ΔTt1 (2 ms in this example).

  The CPU 40a starts the routine 1200 at a predetermined timing. When the processing of the routine 1200 is started, first, in step 1205, “0” is set to the variable i. Next, in step 1210, it is determined whether or not the variable i is equal to the delay count ntdly. The number of delays ntdly is a value (32 in this example) obtained by dividing the delay time TD (64 ms in this example) by the calculation cycle ΔTt1.

  At this time point immediately after the start of the routine 1200, the variable i is “0”. Therefore, the determination in step 1210 is “No”, and the process proceeds to step 1215. In step 1215, the CPU 40a stores the value of the target throttle valve opening θtt (i + 1) in the target throttle valve opening θtt (i), and in the following step 1220, the predicted throttle valve opening θte (i ) Stores the value of the predicted throttle valve opening θte (i + 1). With the above processing, the target throttle valve opening θtt (0) is stored in the target throttle valve opening θtt (0), and the predicted throttle valve opening θte (1) is stored in the predicted throttle valve opening θte (0). Stores the value. Subsequently, the CPU 40a increases the value of the variable i by “1” in step 1225, and returns to the processing of step 1210.

  While the value of the variable i is smaller than the delay count ntdly, Steps 1215 to 1225 are executed again. That is, Steps 1215 to 1225 are repeatedly executed until the value of the variable i becomes equal to the delay count ntdly. As a result, the value of the target throttle valve opening θtt (i + 1) is sequentially shifted to the target throttle valve opening θtt (i), and the value of the predicted throttle valve opening θte (i + 1) is changed to the predicted throttle valve opening Shifted sequentially to θte (i).

  When the value of the variable i becomes equal to the delay count ntdly, the determination in step 1210 is “Yes”, and the process proceeds to step 1230. In step 1230, the CPU 40a obtains the current temporary target throttle valve opening θtt1 based on the current accelerator pedal operation amount Accp and the table of FIG. 3, and uses this to open the target throttle valve after the delay time TD. In order to obtain the degree θtt, the target throttle valve opening θtt (ntdly) is stored.

  Subsequently, the process proceeds to step 1235. In step 1235, the CPU 40a stores the predicted throttle valve opening θte (ntdly-1) stored at the previous calculation time, the target throttle valve opening θtt (ntdly) stored in step 1230, and the above (1 ) (See the formula shown in step 1235 in FIG. 12) and the predicted throttle valve opening θte (ntdly) after the delay time TD from the current time is acquired. In step 1240, the CPU 40a sends a drive signal to the throttle valve actuator 36a so that the actual throttle valve opening degree θta becomes the target throttle valve opening degree θtt (0), and this routine is temporarily terminated. To do.

  In this way, in the memory (RAM 40c) relating to the target throttle valve opening θtt, the contents of the memory are shifted one by one each time this routine is executed. Then, the value stored in the target throttle valve opening θtt (0) is set as the target throttle valve opening θtt output to the throttle valve actuator 36a by the electronic control throttle valve logic A1.

  That is, the value stored in the target throttle valve opening θtt (ntdly) by this execution of this routine is set to θtt (0) when the routine is repeated for the delay number ntdly (after the delay time TD). Stored. Further, in the memory (RAM 40c) relating to the predicted throttle valve opening θte, the predicted throttle valve opening θte after a predetermined time (m · ΔTt) has elapsed from the current time is stored in θte (m) in the memory. In this case, the value m is an integer from 0 to ntdly.

<< In-cylinder air volume estimation >>
On the other hand, the CPU 40a executes the in-cylinder air amount estimation routine 1300 shown in FIG. 13 every elapse of a predetermined calculation cycle ΔTt2 (in this example, 8 ms), so that the in-cylinder air amount at a time earlier than the present time. (Predicted in-cylinder air amount KLfwd) is estimated.

  Specifically, the CPU 40a starts processing of the routine 1300 at a predetermined timing. When the processing of the routine 1300 is started, first, in step 1305, in order to calculate the throttle passage air flow rate mt (k-1) by the throttle model M2, the processing is executed in the routine 1400 shown in the flowchart of FIG. proceed.

  In the routine 1400, first, in step 1405, the CPU 40a determines the time closest to the time after a predetermined time interval Δt0 from the current time from θte (m) stored in the memory by executing the routine 1200 described above. The predicted throttle valve opening degree θte (m) estimated as the throttle valve opening degree is read as the predicted throttle valve opening degree θt (k−1). Here, in the present example, the predetermined time interval Δt0 is the intake air in the intake stroke of the cylinder from a predetermined time before the fuel injection start timing of the specific cylinder (the final time when the fuel injection amount needs to be determined). This is the time until the valve 27a is closed (second time point).

  Hereinafter, for convenience of explanation, the time corresponding to the predicted throttle valve opening θt (k-1) at the previous calculation time is defined as the previous estimated time t1, and the predicted throttle valve opening θt (k-1 at the current calculation time). ) Is the current estimated time point t2 (see FIG. 15, which is a schematic diagram showing the relationship among the first time point, the predetermined time interval Δt0, the previous estimated time point t1, and the current estimated time point t2).

  Next, the process proceeds to step 1410, and the CPU 40a obtains Ct (θt) · At (θt) of the equation (2) from the table MAPCTAT and the predicted throttle valve opening θt (k-1). . Next, the process proceeds to step 1415, and the CPU 40a determines the value Φ (Pm (k-1) / Pic (k−) from the value (Pm (k−1) / Pic (k−1)) and the table MAPΦ. Get 1)). Here, the value (Pm (k-1) / Pic (k-1)) is the intake pipe pressure Pm () at the previous estimated time t1 calculated in step 1325 described later when the routine of FIG. This is a value obtained by dividing k-1) by the intercooler internal pressure Pic (k-1) at the previous estimated time point t1 calculated in step 1320 described later when the routine of FIG.

  Subsequently, the process proceeds to step 1420, and the CPU 40a determines the value obtained in steps 1410 and 1415 and the expression (2) representing the throttle model M2 (the expression shown in step 1420 in FIG. 14). And the intercooler internal pressure Pic (k-1) and the intercooler internal temperature Tic (k-1) at the previous estimated time point t1 calculated in step 1320 described later when the routine of FIG. , The throttle passage air flow rate mt (k−1) at the previous estimated time point t1 is calculated. Then, this routine 1400 is temporarily terminated, and the process proceeds to step 1310 in FIG.

  In step 1310, the CPU 40a uses the table MAPC, the current engine speed NE, the current engine speed NE, and the coefficient c in the equation (4) (see the equation shown in step 1310 in FIG. 13) representing the intake valve model M3. From the intake valve timing VT. Similarly, the CPU 40a acquires the value d of the equation (4) from the table MAPD, the current engine speed NE and the current intake valve timing VT.

  Further, the CPU 40a, the above equation (4), the intercooler internal temperature Tic (k-1) at the previous estimated time point t1 calculated in step 1320 described later at the time of execution of the previous main routine, and the previous main routine. Based on the intake pipe pressure Pm (k-1) and the intake pipe temperature Tm (k-1) at the previous estimated time t1 calculated in step 1325, which will be described later at the time of execution, the in-cylinder at the previous estimated time t1 The intake air flow rate mc (k-1) is calculated.

  Next, the process proceeds to step 1315, and the routine 1600 shown in the flowchart of FIG. 16 is used to calculate the compressor outflow amount mcm (k-1) and the compressor applied energy Ecm (k-1) by the compressor model M4. The process proceeds.

  In the routine 1600, the CPU 40a, first, in step 1605, the in-cylinder intake air flow rate mc (k-1) at the previous estimated time t1 acquired in step 1310 described above, and the intake air amount-rotation speed steady map MAPGa. Based on -Ncm, a first provisional rotational speed Ncm_mc that is a provisional value of the rotational speed of the compressor 35b is acquired.

  Next, in step 1610, the CPU 40a determines the intercooler internal pressure Pic (k-1) at the previous estimated time t1 calculated in step 1320, which will be described later, when the routine of FIG. Based on the supercharging pressure steady map MAPGa-Pic, the provisional intake air amount Ga_pic is acquired.

  Subsequently, at step 1615, the CPU 40a is another provisional value of the rotation speed of the compressor 35b based on the temporary intake air amount Ga_pic acquired at step 1605 and the intake air amount-rotation speed steady map. Obtain the second provisional rotation speed Ncm_pic.

  Thereafter, in step 1620, the CPU 40a estimates a transient change in the rotational speed of the compressor 35b using dead time and first-order lag based on the first temporary rotational speed Ncm_mc and the second temporary rotational speed Ncm_pic. Thus, the compressor rotation speed Ncm is acquired (see FIG. 8).

  After the compressor rotation speed Ncm is estimated as described above, the process proceeds to step 1625, and the CPU 40a determines the estimated compressor rotation speed Ncm and the intake air amount-rotation speed steady map MAPGa-Ncm. Based on this, the provisional cylinder intake air flow rate mc_tar is acquired. Next, the process proceeds to step 1630, and the CPU 40a performs provisional supercharging based on the provisional in-cylinder intake air flow rate mc_tar obtained in step 1625 and the intake air amount-supercharging pressure steady map MAPGa-Pic. Acquire pressure Pic_tar.

  After the provisional supercharging pressure Pic_tar is acquired as described above, the process proceeds to Step 1635, and the CPU 40a and the intercooler internal pressure Pic (k-1) at the above-described time t1 are processed by the CPU 40a. And the difference ΔPic is calculated.

  Next, the process proceeds to step 1640, and the CPU 40a acquires the gain K based on the intercooler internal pressures Pic (k-1) and ΔPic and the above-described table MAPK (Pic_tar, ΔPic). .

  Subsequently, the process proceeds to step 1645, and the CPU 40a multiplies the gain K and the above-described value ΔPic to calculate the compressor outflow amount correction value Δmcm. Next, the process proceeds to step 1650, and the CPU 40a adds the correction value Δmcm calculated in step 1640 to the in-cylinder intake air flow rate mc (k-1) at the previous estimated time t1, thereby obtaining the previous estimated time. The compressor outflow mcm (k-1) at t1 is calculated.

  Thereafter, the process proceeds to step 1660, and the CPU 40a acquires the compressor efficiency η (k−1) based on the table MAPETA and the compressor rotational speed Ncm estimated in step 1620.

  Finally, the process proceeds to step 1665, and the CPU 40a calculates the intercooler internal pressure Pic (k-1) at the previous estimated time t1 calculated in step 1320, which will be described later when the routine of FIG. The value Pic (k-1) / Pa divided by the intake pressure Pa of the compressor, the compressor outflow mcm (k-1) calculated in step 1650, and the compressor efficiency η (k-1) acquired in step 1660 ), The current intake air temperature Ta, and the equation (5) representing a part of the compressor model M4 (see the equation shown in step 1665 in FIG. 16), the compressor application at the previous estimated time t1 The energy Ecm (k-1) is calculated. Then, this routine 1600 is temporarily terminated, and the process proceeds to step 1320 in FIG.

  In step 1320, the CPU 40a discretizes the equations (6) and (7) representing the intercooler model M5 (difference equation: see the equation shown in step 1320 in FIG. 13) and the above-described steps. Based on the throttle passage air flow rate mt (k-1), the compressor outflow amount mcm (k-1), and the compressor imparted energy Ecm (k-1) calculated in 1305 and step 1315, respectively, the current estimated time t2 Intercooler internal pressure Pic (k) and a value {Pic / Tic} (k) obtained by dividing the intercooler internal pressure Pic (k) by the intercooler internal temperature Tic (k) at the present estimated time t2. calculate.

Δt is a discrete interval used in the calculation by the intercooler model M5 (step 1320) and the calculation by the intake pipe model M6 described later (step 1325), and is expressed by the following equation.
Δt = t2−t1

  That is, in step 1320, the intercooler internal pressure Pic (k) at the current estimated time t2 and the intercooler internal pressure Pic (k-1) at the previous estimated time t1 and the intercooler internal temperature Tic (k-1) and the like. Intercooler internal temperature Tic (k) is calculated.

  Next, the processing proceeds to step 1325, and the CPU 40a discretizes the above-described equations (8) and (9) representing the intake pipe model M6 (difference equation: see the equation shown in step 1325 in FIG. 13). ), The throttle passage air flow rate mt (k-1) and the in-cylinder intake air flow rate mc (k-1) calculated in Steps 1305 and 1310, respectively, and Step 1320 in the previous execution of this routine. Based on the intercooler internal temperature Tic (k-1) at the previous estimated time point t1 calculated in step 4, the intake pipe internal pressure Pm (k) at the current estimated time point t2 and the intake pipe internal pressure Pm (k) are calculated this time. A value {Pm / Tm} (k) divided by the intake pipe temperature Tm (k) at the estimated time t2 is calculated.

  That is, in step 1325, the intake pipe pressure Pm (k) and the intake pipe temperature at the current estimated time t2 are determined from the intake pipe pressure Pm (k-1) and the intake pipe temperature Tm (k-1) at the previous estimated time t1. Tm (k) is calculated.

  Subsequently, the process proceeds to step 1330, and the CPU 40a calculates the in-cylinder intake air flow rate mc (k) at the current estimated time t2 using the above equation (4) representing the intake valve model M7.

  At this time, the values acquired in step 1310 described above are used as the coefficient c and the value d. Further, the intercooler internal temperature Tic (k), the intake pipe internal pressure Pm (k), and the intake pipe internal temperature Tm (k) are the values at the current estimated time t2 calculated in the above-described step 1320 and step 1325 (latest). Value) is used.

  In step 1335, the CPU 40a then determines the intake valve opening time determined by the current engine speed NE and the current intake valve timing VT (the time from when the intake valve 27a is opened until it is closed). Tint is calculated, and further, in the following step 1340, the estimated in-cylinder air amount KLfwd is calculated by multiplying the in-cylinder intake air flow rate mc (k) at the current estimated time t2 by the intake valve opening time Tint. The routine is temporarily terminated.

  The predicted in-cylinder air amount KLfwd calculated as described above will be further described. Here, for convenience of explanation, the calculation period ΔTt2 of the in-cylinder air amount estimation routine 1300 in FIG. 13 is sufficiently shorter than the time during which the crankshaft 23 rotates 360 °, and the predetermined time interval Δt0 is large. Consider the case of no change.

  At this time, the current estimation time t2 shifts to the previous time by substantially the calculation cycle ΔTt2 every time the execution of the in-cylinder air amount estimation routine 1300 described above is repeated. When this routine is executed at a predetermined time before the fuel injection start timing of the specific cylinder (the final time when the fuel injection amount needs to be determined), the current estimated time t2 is the second time ( This substantially coincides with the intake valve 27a during the intake stroke of the cylinder. Therefore, the predicted in-cylinder air amount KLfwd calculated at this time is an estimated value of the in-cylinder air amount at the second time.

<Effect by embodiment>
As described above, the control device 4 of the present embodiment is constructed based on the intake air parameters that can be obtained (measured or calculated) with higher accuracy than the exhaust air parameters and the physical laws relating to the air behavior in the intake system. The cylinder intake air flow rate mc and the intercooler internal pressure Pic are calculated using a calculation model (intake valve model or the like).

  Further, the control device 4 of the present embodiment considers the response delay of the supercharger 35 based on these calculated values and the predetermined relationship shown in FIGS. 7 and 8, and the compressor rotational speed Ncm. And the compressor outflow amount mcm and the predicted in-cylinder air amount KLfwd are acquired based on the estimated value.

  Thus, in the configuration of the present embodiment, the compressor rotation speed Ncm is accurately estimated in consideration of the response delay of the supercharger 35 without providing the compressor rotation speed sensor in the internal combustion engine system 1. Further, it is not necessary to store a large number of compressor characteristic lines corresponding to a large number of compressor rotation speeds Ncm as shown in FIG.

  Furthermore, in the present embodiment, when calculating the compressor outflow amount mcm and the predicted in-cylinder air amount KLfwd, the throttle passing air flow rate mt estimated by the throttle model M2 is used instead of the output value of the air flow rate sensor.

  As described above, according to the present embodiment, the compressor outflow amount mcm and the predicted in-cylinder air amount KLfwd can be estimated with higher accuracy than in the past under a wide range of operating conditions with an inexpensive apparatus configuration.

<List of examples of modification>
Note that, as described above, the above-described embodiments are merely examples of typical embodiments of the present invention that the applicant has considered to be the best at the time of filing of the present application. Therefore, the present invention is not limited to the above-described embodiment. Therefore, it goes without saying that various modifications can be made to the above-described embodiment within the scope not changing the essential part of the present invention.

  Hereinafter, some typical modifications will be exemplified. However, it goes without saying that the modifications are not limited to those listed below. In addition, all or some of the plurality of modified examples can be combined with each other as appropriate within a technically consistent range. The present invention (especially those expressed functionally and functionally in the constituent elements constituting the means for solving the problems of the present invention) is based on the above-described embodiment and the description of the following modifications. Should not be interpreted as limited. Such a limited interpretation is unacceptable and improper for imitators, while improperly harming the applicant's interests (rushing to file under a prior application principle).

  (A) The present invention is not limited to the specific apparatus configuration shown in the above embodiment.

  For example, the present invention is applicable to gasoline engines, diesel engines, methanol engines, bioethanol engines, and any other type of internal combustion engine. The number of cylinders and the cylinder arrangement method (in-line, V-type, horizontally opposed) are not particularly limited.

  The intercooler 38 may be a water-cooled type. Alternatively, the intercooler 38 may not be provided. Further, the supercharger 35 may be of a system other than the turbocharger.

  (B) The present invention is not limited to the specific functions and operations shown in the above-described embodiments.

  For example, the delay time TD may be a variable time according to the engine speed NE (for example, a time required for the crankshaft 23 to rotate by a predetermined angle) instead of a fixed time.

  When the internal combustion engine system 1 is not provided with the throttle valve 36, a compressor model M4 or the like is constructed by constructing a calculation model that appropriately changes the intake valve model M3 and / or the intake pipe model M6 instead of the throttle model M2. Parameters necessary for calculations in other models can be generated. The same applies when the intercooler 38 is not provided.

When the actual throttle valve opening θta becomes the target throttle valve opening θtt with almost no delay from the time when the drive signal is sent to the throttle valve actuator 36a, the equation (1) is changed to The following formula may be applied:
θte (k) = θtt (k)

  In place of the intercooler internal pressure Pic in FIGS. 6 and 7, the ratio Pic / Pa between this and the intake pressure Pa can be used as the “supercharging pressure” of the present invention.

  (C) Other modifications not specifically mentioned are naturally included in the scope of the present invention as long as they do not change the essential part of the present invention. In addition, in each element constituting the means for solving the problems of the present invention, elements expressed functionally and functionally include the specific structures disclosed in the above-described embodiments and modifications, It includes any structure that can realize this action / function. Furthermore, the disclosure content (including the specification and drawings) of the prior applications and publications cited in this specification may be incorporated as a part of this specification.

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine system 2 ... Internal combustion engine 21 ... Cylinder 25 ... Intake port 27a ... Intake valve 28 ... Injector
DESCRIPTION OF SYMBOLS 3 ... Intake / exhaust system 31 ... Intake manifold 33 ... Intake duct 34 ... Exhaust pipe 35 ... Supercharger 35b ... Compressor 36 ... Throttle valve 36a ... Throttle valve actuator 38 ... Intercooler 4 ... Control device 40 ... ECU 40a ... CPU
40b ... ROM 41 ... pressure sensor 42 ... temperature sensor 43 ... cam position sensor 44 ... crank position sensor 45 ... throttle position sensor 46 ... accelerator opening sensor M1 ... electronically controlled throttle valve model M2 ... throttle model M3 ... intake valve model M4 ... Compressor model M41 ... Provisional intake air amount acquisition unit M42 ... Compressor rotation number estimation unit M421 ... First provisional rotation number acquisition unit M422 ... Second provisional rotation number acquisition unit M423 ... Calculation unit M424 ... Dead time calculation unit M425 ... Primary delay calculation Part M426 ... Calculation part M43 ... Temporary cylinder intake air flow rate acquisition part M44 ... Temporary supercharging pressure acquisition part M45 to M47 ... Calculation part M5 ... Intercooler model M6 ... Intake pipe model M7 ... Intake valve model

JP 2006-22763 A JP 2006-70881 A JP 2006-194107 A

Claims (6)

An intake passage connected to a cylinder provided in the internal combustion engine;
An intake valve provided in the internal combustion engine to open and close an intake port which is a connection portion with the cylinder in the intake passage;
A throttle valve interposed in the intake passage and capable of adjusting a cross-sectional area of the intake passage;
A supercharger having a compressor for compressing air in the intake passage upstream of the throttle valve in the intake passage;
An internal combustion engine system control device for controlling an internal combustion engine system comprising:
A cylinder that is a flow rate of air flowing into the cylinder using a calculation model constructed based on a physical law relating to air behavior in an intake system including the intake passage, the throttle valve, the compressor, and the intake valve In-cylinder intake air flow rate acquisition means for acquiring the internal intake air flow rate;
Supercharging pressure acquisition means for acquiring a supercharging pressure corresponding to the pressure of the air compressed by the compressor using another calculation model constructed based on another physical law relating to the behavior of air in the intake system When,
An intake air amount-supercharging pressure steady relationship that is a relationship between the in-cylinder intake air flow rate and the supercharging pressure in a steady operation state in the internal combustion engine system, a supercharging pressure acquisition value by the supercharging pressure acquisition means, A provisional intake air amount acquisition means for acquiring a provisional intake air amount that is the in-cylinder intake air flow rate when it is assumed that the supercharging pressure coincides with the supercharging pressure acquisition value in the steady operation state When,
In-cylinder intake air flow rate acquired by the in-cylinder intake air flow rate acquisition means, and the intake air flow rate steady-state relationship that is the relationship between the in-cylinder intake air flow rate and the rotation speed of the compressor in the steady operation state And a compressor rotational speed estimating means for estimating the rotational speed based on the provisional intake air amount;
An internal combustion engine system control device comprising: The internal combustion engine system control device according to claim 1,
The compressor rotation speed estimation means includes
Based on the in-cylinder intake air flow rate acquired by the in-cylinder intake air flow rate acquisition means and the intake air amount-rotational speed steady relationship, a first provisional rotational speed that is a provisional value of the rotational speed is acquired. A first provisional rotational speed acquisition means;
Second provisional rotational speed acquisition means for acquiring a second provisional rotational speed, which is another provisional value of the rotational speed, based on the temporary intake air amount and the intake air amount-rotational speed steady relationship;
Based on the first provisional rotational speed and the second provisional rotational speed, a rotational speed estimated value acquisition means for acquiring an estimated value of the rotational speed by estimating a transient change in the rotational speed;
An internal combustion engine system control device comprising: The internal combustion engine system control device according to claim 1 or 2,
Based on the estimated rotational speed value by the compressor rotational speed estimation means and the intake air amount-rotational speed steady relation, it is assumed that the rotational speed matches the estimated rotational speed value in the steady operation state. Provisional in-cylinder intake air flow rate acquisition means for acquiring a provisional in-cylinder intake air flow rate that is a in-cylinder intake air flow rate;
Provisional supercharging pressure acquisition means for acquiring a provisional supercharging pressure, which is a provisional value of the supercharging pressure, based on the intake air amount-supercharging pressure steady relationship and the provisional cylinder intake air flow rate;
Compressor outflow amount acquisition means for acquiring a compressor outflow amount that is a flow rate of air flowing out from the compressor based on the temporary in-cylinder intake air flow rate, the temporary supercharging pressure, and the supercharging pressure acquisition value. When,
An internal combustion engine system control device further comprising: An internal combustion engine system control device according to claim 3,
The compressor outflow amount acquisition means includes:
The provisional in-cylinder intake air is a correction value calculated by the product of the deviation and the deviation between the provisional super-charging pressure and the supercharging pressure acquisition value and the provisional in-cylinder intake air flow rate and the deviation. An internal combustion engine system control apparatus, wherein the compressor outflow amount is calculated by correcting a flow rate. An internal combustion engine system control device according to any one of claims 1 to 4,
The cylinder intake air flow rate acquisition means includes:
Using the throttle model as the calculation model constructed based on the physical law regarding the air behavior in the throttle valve, the amount of air passing through the throttle, which is the flow rate of air in the throttle valve, is based on the opening of the throttle valve. A throttle passage air amount acquisition means,
Using the intake pipe model as the calculation model constructed based on the physical law regarding the behavior of air in the portion downstream of the throttle valve in the intake passage, the intake pressure that is the pressure and temperature of air in the portion Intake pipe state acquisition means for acquiring the pipe pressure and the intake pipe temperature based on the throttle passage air amount;
And using the intake valve model as the calculation model constructed based on a physical law relating to the behavior of air in the intake valve, the in-cylinder intake air flow rate is based on the intake pipe internal pressure and the intake pipe internal temperature. An internal combustion engine system control device obtained by An internal combustion engine system control device according to claim 5,
The supercharging pressure acquisition means includes
Using the intercooler model as the calculation model constructed based on the physical law regarding the behavior of the air in the intercooler that is interposed between the compressor and the throttle valve and cools the air flowing out from the compressor The supercharging pressure is acquired based on the throttle passage air amount acquired by the throttle passage air amount acquisition means.

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