JP5075889B2 - Idle speed control device - Google Patents

Description

  The present invention mainly relates to a method for controlling an engine speed to a target speed during idling of an internal combustion engine.

  During the idling operation of the internal combustion engine, the auxiliary air passage provided in the bypass passage that bypasses the throttle valve or the throttle valve is provided with an auxiliary air control valve, and the opening degree of the throttle valve or the auxiliary air control valve is controlled during the idling operation. Thus, there is an apparatus that controls the idle rotation speed by controlling the amount of auxiliary air supplied to the engine. If the load of the internal combustion engine (for example, the load for driving the engine friction, alternator, air conditioner, automatic transmission, power steering, etc.) changes during such idling, the engine speed will vary. In order to maintain the engine speed at the engine speed, control is performed to increase / decrease the auxiliary air amount, and in order to determine the increase / decrease amount of the auxiliary air amount, it is necessary to suppress engine rotation fluctuation due to an assumed load generation factor. The auxiliary air amount may be stored in advance.

Japanese Patent Laid-Open No. 5-231220

  When the conventional technique is used, a large data map for storing the auxiliary air amount is required for each load and for each operating state, and the memory capacity for storing the data map also increases. In addition, in order to set an appropriate value in the data map, it is necessary to implement a great deal of actual machine adaptation. An object of the present invention is to reduce the memory capacity for storing data by reducing such a data map, and in addition, requires a work man-hour related to adapting an actual machine to determine a value to be set in the data map. Without any control, the idle rotation of the internal combustion engine is controlled.

  In order to achieve the above object, an idle speed control device according to the present invention employs the following means. In other words, the driving load on the engine is calculated using a physical model for each factor that generates loss torque (friction, pumping loss), alternator drive, air conditioner compressor drive, automatic transmission torque converter, power steering, etc. In the control for estimating the load generated in the engine from this and calculating the necessary correction amount from this estimated value, the physical model of the air conditioner is the estimated drive load and the engine output correction amount calculated from the drive load. According to the state, the expansion valve flow rate is corrected and learned, and the physical model of the alternator is linked with the physical model that simulates the battery, and depends on the estimated driving load and the state of the engine output correction amount calculated from the driving load. Battery physical mode Correction learning of the battery charging rate and the power generation efficiency of the alternator physical model, the physical model of the AT torque converter corresponds to the estimated drive load and the state of the engine output correction amount calculated from the drive load. The capacity coefficient is corrected and learned, and the engine friction physical model is characterized by correcting and learning the engine oil viscosity coefficient according to the estimated driving load and the state of the engine output correction amount calculated from the driving load. To do.

  The idle speed control device according to the present invention calculates an air correction amount corresponding to each load device by a physical model instead of the data map of the air correction value held for each load device and for each operation state. In addition, it is not necessary to mount a data map in the idle speed control device, the memory capacity of the idle speed control device can be reduced as compared to map search, and the values stored in each data map are Since there is no need to decide by conformity, and when there is a mismatch between the characteristics of each physical model and the actual machine, the correction value is learned and the function of storing the correction value is provided. It is possible to improve the decrease in the development efficiency of the idle speed control device as compared with the case of possessing it.

  As an example, in order to determine the basic correction amount, conventionally, a data map is held for each AT range information (P / N, D, R) and for each air conditioner ON / OFF, and for each water temperature condition (16 points). For 96 points of data that have been set, a data map is not required, and a matching experiment related to this is also unnecessary. In this way, the number of setting data can be reduced to about one third and the memory capacity can be reduced to about one half.

1 is a system configuration diagram of a fuel injection device to which the present invention is applied. The block diagram which shows the internal structure of ECU. An example of the control block of the idle speed control apparatus to which this invention is applied. FIG. 4 is an example showing in detail block 305 of FIG. 3 of the present invention. FIG. 4 is an example showing in detail block 306 of FIG. 3 of the present invention. FIG. 4 is an example showing in detail block 307 of FIG. 3 of the present invention. FIG. 4 is an example showing in detail block 308 of FIG. 3 of the present invention. FIG. 4 is an example showing in detail block 309 of FIG. 3 of the present invention. FIG. 4 is an example of a detailed flowchart of the control block diagram of FIG. 3 of the present invention. FIG. 5 is an example of a detailed flowchart of the control block diagram of FIG. 4 of the present invention. FIG. 6 is an example of a detailed flowchart of the control block diagram of FIG. 5 of the present invention. FIG. 7 is an example of a detailed flowchart of the control block diagram of FIG. 6 of the present invention. FIG. 8 is an example of a detailed flowchart of the control block diagram of FIG. 7 of the present invention. FIG. 9 is an example of a detailed flowchart of the control block diagram of FIG. 8 of the present invention.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a control device for an internal combustion engine of the present invention will be described based on the drawings.

  FIG. 1 is an overall configuration diagram of a fuel injection control system for an internal combustion engine to which the present invention is applied.

  An air amount sensor 101 is provided in the intake path of the internal combustion engine 116 to measure the amount of intake air. Similarly, the intake air temperature sensor 102 detects the temperature of intake air. The throttle assembly, that is, the throttle body 104 controls the intake air amount by appropriately adjusting the throttle opening degree detected by the throttle sensor 103. The intake air that has passed through the throttle body 104 enters an intake collector 105 (surge tank), and is branched and supplied to each cylinder of the internal combustion engine 116 through a plurality of intake branch pipes 106 connected to the intake collector 105.

  The internal combustion engine 116 includes an intake valve mechanism 109 that variably operates an intake valve on an intake side thereof, and an intake valve sensor (not shown) that detects an operation state of the intake valve, and an exhaust valve can be variably operated on a discharge side thereof. An exhaust valve mechanism 111 is provided. For measures against exhaust gas, an EGR valve 107 that returns a part of the exhaust gas to the intake system is also provided, and the valve is appropriately opened to return a part of the exhaust gas to the intake system. The fuel is sucked up by the fuel pump 119 from the fuel tank 118, adjusted by the pressure regulator 122, and then fed to the electronically controlled fuel injection valve 108 through the fuel pipe 121. The fuel injection valve 108 Control is made to inject fuel into the intake air that is branched and supplied to each cylinder of the internal combustion engine. The evaporated gas generated in the fuel tank 118 is adsorbed by the canister 120, and the adsorbed fuel is returned to the intake system through the purge valve 123.

  The internal combustion engine 116 includes an air-fuel ratio sensor 113 and an oxygen sensor 115 in its exhaust path, a water temperature sensor 114 that detects the coolant temperature, and a crank angle sensor 117 that detects the rotation angle of the crank arm. ing.

  The electronic control unit (ECU) 112 receives outputs from the air amount sensor 101, the intake air temperature sensor 102, the throttle sensor 103, the air-fuel ratio sensor 113, the water temperature sensor 114, the oxygen sensor 115, the crank angle sensor 117, and the like as inputs. Control signals are output to the throttle valve in the throttle body 104, the EGR valve 107, the fuel injection valve 108, the intake valve mechanism 109, the exhaust valve mechanism 111, the ignition coil 110, the pressure regulator 122, the purge valve 123, and the like. The ECU 112 calculates and determines an appropriate fuel injection amount based on inputs from these various sensors, and injects the appropriate fuel injection amount to the drive mechanism (not shown) of the fuel injection valve 108. Give instructions.

  FIG. 2 is a block diagram showing an internal configuration of the ECU 112.

  The ECU 112 is an electronic control device configured by a computer including an input circuit 203, an A / D conversion unit 204, a central processing unit (CPU) 205, a ROM 207, a RAM 209, and an output circuit 210. In the input circuit 203, a signal output from the sensors 201 is taken into the input circuit 203 as an input signal 202. When the input signal 202 is an analog signal (for example, a signal from the throttle sensor 103, the water temperature sensor 114, etc.), the input circuit 203 removes a noise component from the signal and outputs the signal to the A / D converter 204. . The CPU 205 has a function of executing a wide variety of control, diagnosis, and the like by fetching the results of the A / D conversion unit 204 and executing the control logic 208 (program) stored in a storage medium such as the ROM 207. Yes.

  The result calculated by the CPU 205 is temporarily stored in the RAM 209, and the calculation result is output as a control output signal 211 through the output circuit 210, and the actuators 212 (for example, the fuel injection valve 108, the ignition coil, etc.). 110).

  On the other hand, when the input signal 202 is a digital signal (for example, a signal from the crank angle sensor 117 or the like), it is directly taken into the CPU 205 from the input circuit 203 via the signal line 206 and is calculated by the CPU 205.

  FIG. 3 shows a schematic diagram of idle speed control that is the subject of this embodiment.

  In block 301, the target engine speed is calculated based on the operating state of the air conditioner, AT select range information, engine cooling water temperature, engine combustion state, and the like.

  In block 302, based on the difference between the target engine speed calculated in block 301 and the actual engine speed, a feedback correction value for optimal convergence to the target engine speed is calculated. At this time, it is determined whether feedback control is possible based on information such as the engine speed, the vehicle speed, and the idling state. If it is determined that it is possible, for example, a feedback correction value is calculated by PID control. If it is not determined that it is possible, attenuation control is performed from the previously calculated feedback correction value to correction 0.

  In block 303, it is determined whether or not learning correction can be performed in each calculation of the control based on the operating state of the electric load device such as an air conditioner or a headlight, the AT select range information, and the like, and the result is calculated for each calculation unit. To communicate.

  In block 304, determine the state of each device that requires current for operation of the starter, headlight, brake lamp, radiator fan, etc., estimate the current consumption of the operating device, and add them up To calculate the generated electrical load. At this time, the learning correction permission information calculated in block 303 is referred to, and if permitted, the calculation is performed after correcting the motor resistance of the radiator fan.

  In block 305, the resistance, voltage, and current of the battery are calculated from the amount of electric load calculated in block 304 and the power generation current amount of the alternator calculated in block 306, which will be described later, and the charging rate of the battery is estimated based on these. At this time, the learning correction permission information calculated in block 303 is referred to, and if permitted, the calculation is performed after correcting the charging efficiency of the battery represented by the charging capacity per unit time.

  In block 306, an alternator power generation current amount and an alternator load torque are calculated from the engine speed and the battery voltage. The alternator load output is calculated by multiplying the load torque by the target engine speed calculated in block 301. At this time, the learning correction permission information calculated in block 303 is referred to, and if permitted, the calculation is performed after correcting the power generation efficiency of the alternator.

  In block 307, the air conditioner load output is calculated from the engine speed, the evaporator temperature, and the compressor outlet pressure. At this time, the learning correction permission information calculated in block 303 is referred to, and if permitted, the calculation is performed after correcting the flow rate of the expansion valve of the air conditioner.

  In block 308, the AT torque converter load torque is calculated from the AT gear position, vehicle speed, engine speed, and AT oil temperature. The AT torque converter load output is calculated by multiplying the load torque by the target engine speed calculated in block 301. At this time, the learning correction permission information calculated in block 303 is referred to, and if permitted, the calculation is performed after correcting the torque converter capacity coefficient.

  In block 309, engine loss torque is calculated from the AT oil temperature, engine load, and exhaust pressure. The engine loss output is calculated by multiplying the loss torque by the target engine speed calculated in block 301. At this time, the learning correction permission information calculated in block 303 is referred to, and if permitted, the calculation is performed after correcting the friction correction coefficient.

  In block 310, the load torque by the device is calculated according to the operating state of the power steering. The power steering load output is calculated by multiplying the load torque by the target engine speed calculated in block 301.

  In block 311, feedback correction amount calculated in block 302, alternator load output calculated in block 306, air conditioner load output calculated in block 307, AT torque converter load output calculated in block 308, engine loss output calculated in block 309 Then, the power steering load output calculated in block 310 is added together to calculate the idle load output necessary for maintaining the idle state.

  FIG. 4 is an example showing the block 305 of FIG. 3 in detail. In block 401, the alternator power generation current amount and the electric load current are added. In block 402, a table search is performed for the battery resistance during charging based on the battery charging rate calculated in block 405 described later. In block 403, the battery resistance during discharging is searched in a table based on the above-described battery charging rate. In block 404, whether the value calculated in block 401 is positive or negative is determined, and the battery resistance value is switched. At this time, when positive, the battery resistance during charging calculated in block 402 is output, and when negative, the battery resistance during discharging calculated in block 403 is output. In block 405, a no-load battery voltage is calculated based on the battery charge rate described above. In block 406, the battery voltage is calculated by adding the no-load battery voltage calculated in block 405 to the value calculated in block 401 multiplied by the battery resistance calculated in block 404. In block 407, the battery current calculated by subtracting the no-load battery voltage calculated in block 405 from the battery voltage calculated in block 406 is divided by the battery resistance calculated in block 404. In block 408, a learning permission signal that is permitted when an electric load is input and the engine output correction amount exceeds a predetermined range is referred to, and when the engine output correction amount is larger than the predetermined value when permitted. Subtracts and corrects the alternator power generation efficiency, and when the engine output correction amount is smaller than a predetermined value, calculates the battery charge rate correction amount by adding and correcting the alternator power generation efficiency. In block 409, the battery current calculated in block 407 is multiplied by the battery voltage calculated in block 406, and the battery charge rate correction amount calculated in block 408 is added to the value calculated in the previous block, thereby adding the battery charge amount. Is calculated. In block 410, the battery charge rate calculated in block 409 is divided by the maximum charge amount to calculate the battery charge rate.

  FIG. 5 is an example showing in detail the block 306 of FIG. In block 501, the engine speed is multiplied by the pulley ratio to calculate the alternator speed. In block 502, a table is searched based on the alternator rotation speed calculated in block 501, and the maximum power generation amount is calculated. In block 503, a filtering process is performed on the battery voltage (sensor value) to calculate an average voltage value. In block 504, the alternator drive duty is calculated based on the previous battery voltage (sensor value). In block 505, the alternator maximum power generation amount is calculated by multiplying the maximum power generation amount calculated in block 502 by the average voltage value calculated in block 503 and further dividing by the battery voltage (estimated value). In block 506, the generated current is calculated based on the alternator maximum power generation amount calculated in block 505 and the alternator drive duty calculated in block 504. In block 507, the table is searched based on the alternator rotation speed calculated in block 501, and the power generation efficiency is calculated. In block 508, a learning permission signal that is permitted when an electric load is input and the engine output correction amount exceeds a predetermined range is referred to. When the engine output correction amount is larger than the predetermined value when permitted. Subtracts and corrects the alternator power generation efficiency. When the engine output correction amount is smaller than a predetermined value, the correction value of the alternator power generation efficiency is calculated by adding and correcting the alternator power generation efficiency. In block 509, the power generation current calculated in block 506 is multiplied by the battery voltage (estimated value), and divided by the alternator rotation speed calculated in block 501. Further, the power generation efficiency calculated in block 507 and the power generation efficiency calculated in block 508 are The alternator load torque is calculated by dividing the calculated power generation efficiency correction value by the added value. In block 510, an alternator load output is calculated by multiplying the alternator load torque calculated in block 509 by the target engine speed and further multiplying by a conversion coefficient.

  FIG. 6 is an example showing the block 307 of FIG. 3 in detail.

  In block 601, a learning permission signal that is permitted when the air conditioner is activated and the engine output correction amount exceeds a predetermined range is referred to, and when the engine output correction amount is larger than the predetermined value when permitted. Subtracts and corrects the expansion valve flow rate. When the engine output correction amount is smaller than a predetermined value, the expansion valve flow rate correction value is calculated by adding and correcting the expansion valve flow rate. At block 602, a table is searched based on the evaporator temperature to calculate the expansion valve flow rate. In block 603, the maximum compressor flow rate is calculated based on the engine speed. In block 604, the smaller value of the sum of the expansion valve flow rate calculated in block 602, the expansion valve flow rate correction value calculated in block 601 and the compressor maximum flow rate calculated in block 603 is output as the compressor flow rate. In block 605, the compressor inlet pressure is calculated by multiplying the compressor flow rate calculated in block 604 and the compressor outlet pressure. In block 606, the ratio of the suction pressure and the discharge pressure is calculated by searching the map based on the compressor inlet pressure and the compressor outlet pressure calculated in block 605. In block 607, the compressor load output is calculated by multiplying the compressor flow rate calculated in block 604 by a value obtained by subtracting 1 from the ratio calculated in block 606 and then multiplying by the evaporator temperature.

  FIG. 7 is an example showing in detail the block 308 of FIG. In block 701, a table search is performed for the torque converter load coefficient based on the AT oil temperature. In block 702, a table search is performed for the turbine rotation delay time when shifting from the D range to the N range based on the AT oil temperature. In block 703, a table search is performed for the turbine rotation delay time when shifting from the N range to the D range based on the AT oil temperature. In block 704, the table is searched for the friction coefficient for calculating the turbine rotation after delay based on the AT oil temperature. In block 705, the table is searched for the friction coefficient for calculating the turbine rotation during delay based on the AT oil temperature. In block 706, a table search is performed for the friction coefficient for calculating the N-range target turbine rotation based on the AT oil temperature. In block 707, the N-range turbine speed is calculated by multiplying the engine speed by the N-range target turbine speed calculation friction coefficient calculated in block 706. In block 708, a gear ratio is calculated based on the gear position. In block 709, the D-range turbine speed is calculated by multiplying the gear ratio calculated in block 708 by the vehicle speed. In block 710, when the range is changed from the D range to the N range and the AT is open, or the range is changed from the N range to the D range and the AT is engaged, the turbine rotational speed at the N range calculated in the block 707 is set. The turbine rotation speed response delay is calculated by multiplying the friction coefficient for calculating the turbine rotation during delay calculated in block 705. If the above condition is not satisfied, the turbine speed response delay is calculated by multiplying the turbine speed at the time of D range calculated in block 709 by the friction coefficient for calculating the turbine speed after delay calculated in block 704. In block 711, in the case of the N range, the smaller value of the turbine speed response delay calculated in block 710 and the turbine speed in the N range calculated in block 707 is output as the turbine speed. The smaller value of the turbine speed response delay calculated in 710 and the turbine speed in the D range calculated in block 709 is output as the turbine speed. In block 712, the torque converter / engine speed ratio is calculated by dividing the turbine speed calculated in block 711 by the engine speed. In block 713, learning is permitted by referring to a learning permission signal that is permitted when a load is input to the AT torque converter, such as when the engine is operated from the N range to the D range, and the engine output correction amount exceeds a predetermined range. When the AT oil temperature is smaller than a predetermined value and the engine output correction amount is larger than the predetermined value, the torque converter capacity coefficient is subtracted and corrected. When the engine output correction amount is smaller than the predetermined value, the torque converter A low-temperature torque converter capacity coefficient correction value is calculated by adding and correcting the capacity coefficient. In block 714, learning is permitted by referring to a learning permission signal that is permitted when a load is input to the AT torque converter, such as an operation from the N range to the D range, and the engine output correction amount exceeds a predetermined range. When the AT oil temperature is higher than a predetermined value and the engine output correction amount is higher than the predetermined value, the torque converter capacity coefficient is subtracted and corrected, and when the engine output correction amount is lower than the predetermined value, the torque converter By adding and correcting the capacity coefficient, a high-temperature torque converter capacity coefficient correction value is calculated. In block 715, 1 is subtracted from the square of the torque converter / engine speed ratio calculated in block 712, and is multiplied by the torque converter load coefficient calculated in block 701 and the low-temperature torque converter capacity coefficient calculated in block 713. Further, the torque converter capacity coefficient at high temperature calculated in block 714 is subtracted therefrom to calculate the torque converter capacity coefficient. In block 716, the AT load torque is calculated by multiplying the torque converter capacity coefficient calculated in block 715 by the square of the engine speed. In block 717, an AT load output is calculated by multiplying the AT load torque calculated in block 716 by the target engine speed and the conversion coefficient.

  FIG. 8 is an example showing the block 309 of FIG. 3 in detail. In block 801, learning is permitted by referring to a learning permission signal that is permitted when the load of the auxiliary machinery is not input and the engine output correction amount is larger than a predetermined value, and the engine oil oil When the temperature is smaller than a predetermined value, the engine oil viscosity coefficient is subtracted and corrected, and when the engine output correction amount is smaller than the predetermined value, a first engine friction correction coefficient for calculating and correcting the engine oil viscosity coefficient is calculated. In block 802, the learning is permitted by referring to the learning permission signal that is permitted when the load of the auxiliary machinery is not input and the engine output correction amount is larger than the predetermined value, and the engine oil oil When the temperature is higher than a predetermined value, the engine oil viscosity coefficient is subtracted and corrected, and when the engine output correction amount is lower than the predetermined value, a second engine friction correction coefficient for calculating and correcting the engine oil viscosity coefficient is calculated. In block 803, the oil viscosity correction coefficient is calculated by multiplying the engine friction correction coefficient 1 calculated in block 801 by the value obtained by dividing 353 by the engine oil temperature, and adding this to the engine friction correction coefficient 2 calculated in block 802. . In block 804, the pump torque is calculated by multiplying 0.079548 by the value obtained by subtracting the intake pipe pressure from 101.3 and multiplying it by the displacement. In block 805, the pressure correction coefficient is multiplied by the intake pipe pressure, 7.7, the offset correction value is subtracted therefrom, and the value obtained by multiplying the target rotation correction by the target rotational speed is added. The friction torque is calculated by multiplying. In block 806, the engine loss torque is calculated by multiplying the friction torque calculated in block 805 by the oil viscosity correction coefficient calculated in block 803 and adding the pump torque calculated in block 804 to it. In block 807, the engine loss output is calculated by multiplying the engine loss torque calculated in block 806 by the target engine speed and the conversion coefficient.

  FIG. 9 is an example of the detailed flowchart of FIG.

  In step 901, the air temperature is read from the operating state of the air conditioner, the AT range information, and the engine cooling water temperature sensor. In step 902, the target engine speed is calculated. In step 903, the idle determination information, the vehicle speed, and the engine speed are read, and a feedback correction amount for converging to the target engine speed is calculated. In step 905, a signal capable of determining the operation status of each device that generates an electric load as a result of operation is read. In step 906, a target to which the reflection of the learning result is permitted is determined. In step 907, it is determined whether or not the reflection of the learning result of the radiator fan motor resistance is permitted. If permitted, the process proceeds to step 908. In step 908, a correction coefficient for the radiator fan motor resistance is calculated. In step 909, a correction calculation of the radiator fan current consumption is performed based on the motor resistance correction coefficient described above, and the total amount of electric load generated is calculated. In step 910, it is determined whether or not the reflection of the learning result of the battery charging efficiency is permitted. If permitted, the process proceeds to step 911. In step 911, a battery charging efficiency correction coefficient based on the charging capacity per unit time is calculated. In step 912, the battery charge rate is estimated after correcting the battery charge efficiency as described above. In step 913, it is determined whether or not the reflection of the learning result of the alternator power generation efficiency is permitted. If permitted, the process proceeds to step 914. In step 914, a correction coefficient for alternator power generation efficiency based on electric power that can be generated per unit time is calculated. In step 915, the alternator power generation efficiency is corrected, and the alternator load torque is calculated. In step 916, an alternator load output is calculated by multiplying the alternator load torque described above by the target engine speed. In step 917, it is determined whether or not the reflection of the learning result of the refrigerant flow rate of the air conditioner expansion valve is permitted. If permitted, the process proceeds to step 918. In step 918, the refrigerant flow rate correction coefficient of the expansion valve of the air conditioner is calculated. In step 919, the air-conditioner load torque is calculated after correcting the refrigerant flow rate of the air-conditioner expansion valve described above. In step 920, the air conditioner load output is calculated by multiplying the aforementioned air conditioner load torque by the target engine speed. In step 921, it is determined whether or not the reflection of the learning result of the AT torque converter capacity coefficient is permitted. If permitted, the process proceeds to step 922. In step 922, an AT torque converter capacity coefficient correction coefficient is calculated. In step 923, after correcting the AT torque converter capacity coefficient as described above, the load torque of the AT torque converter is calculated. In step 924, the AT torque converter load output is calculated by multiplying the aforementioned AT torque converter load torque by the target engine speed. In step 925, it is determined whether or not the reflection of the learning result of the engine friction coefficient is permitted. If permitted, the process proceeds to step 926. In step 926, an engine friction coefficient correction coefficient is calculated. In step 927, after correcting the above-described engine friction coefficient, the engine loss torque is calculated. In step 928, the engine loss output is calculated by multiplying the aforementioned engine loss torque by the target engine speed. In step 929, a power steering load output is calculated based on the power steering operating state. In step 930, the feedback correction amount, alternator load output, air conditioner load output, AT torque converter load output, engine loss output, and power steering load output are added together to calculate an idle load output necessary to maintain the idle state.

  FIG. 10 is an example of a detailed flowchart of FIG. 4 described above.

  In step 1001, the electric load current is subtracted from the alternator power generation current to calculate the charge contribution current amount. In step 1002, a table is searched based on the battery charging rate, and the battery resistance during charging is calculated. In step 1003, a table search is performed based on the battery charge rate, and the battery resistance during discharge is calculated. In step 1004, it is determined whether or not the battery is in the charged state. If the battery is in the charged state, the process proceeds to step 1005. The battery resistance is set as the battery resistance at the time of charging. Is the battery resistance during discharge. In step 1007, an estimated no-load battery voltage value is calculated. In step 1008, the charge contribution current amount calculated in step 1001 is multiplied by the battery resistance calculated in step 1005 or 1006, and the no-load battery voltage estimated value calculated in step 1007 is added to calculate the battery voltage estimated value. In step 1009, the battery current is calculated by dividing the battery voltage estimated value calculated in step 1007 from the battery voltage estimated value calculated in step 1008 by the battery resistance calculated in step 1005 or 1006. In step 1010, the battery charging efficiency correction value is learned. In step 1011, the value obtained by multiplying the previous battery charge amount by the battery current amount calculated in step 1009 and the battery voltage calculated in step 1008 is added, and the charge rate correction calculated in step 1010 is further added to thereby reduce the battery charge amount. calculate. In step 1012, the battery charging rate is calculated by dividing the battery charging amount calculated in step 1011 by the maximum charging amount.

  FIG. 11 is an example of a detailed flowchart of FIG. 5 described above.

  In step 1101, the engine speed is multiplied by the pulley ratio to calculate the alternator speed. In step 1102, the maximum power generation amount is calculated by performing a table search based on the alternator rotation speed calculated in step 1101. In step 1103, the filtered battery voltage is calculated from the battery sensor voltage. In step 1104, the alternator drive duty is calculated from the battery sensor voltage. In step 1105, the maximum power generation amount calculated in step 1102 is multiplied by the filtered battery voltage calculated in step 1103 and divided by the estimated battery voltage value to calculate the alternator maximum power generation amount. In step 1106, the alternator maximum power generation amount calculated in step 1105 is multiplied by the alternator driving duty calculated in step 1104 to calculate a power generation current. In step 1107, the power generation efficiency is calculated by searching a table based on the alternator rotation speed calculated in step 1101. In step 1108, it is determined whether or not alternator power generation efficiency learning is permitted. If it is permitted, the process proceeds to Step 1109, and if it is not permitted, the process proceeds to Step 1110. In step 1109, the alternator power generation efficiency correction coefficient is updated. In step 1110, the power generation current calculated in step 1106 is multiplied by the battery voltage, and this is divided by the alternator rotation speed calculated in 1101, the power generation efficiency calculated in step 1107 and the added value of the power generation efficiency correction coefficient calculated in step 1109, The alternator load torque is calculated. In step 1111, an alternator load output is calculated by multiplying the alternator load torque calculated in step 1110 by the target engine speed and the conversion coefficient.

  FIG. 12 is an example of a detailed flowchart of FIG.

  In step 1201, it is determined whether or not expansion valve flow rate learning is permitted. If it is permitted, the process proceeds to step 1202, and if it is not permitted, the process proceeds to step 1203. In step 1202, the expansion valve flow rate correction coefficient is updated. In step 1203, a table is searched based on the evaporator temperature, and the expansion valve flow rate is calculated. In step 1204, the compressor flow rate is calculated from the engine speed. In step 1205, the compressor flow rate calculated in step 1204 is compared with the sum of the expansion valve flow rate correction coefficient calculated in step 1202 and the expansion valve flow rate calculated in step 1203, and the smaller value is output as the compressor flow rate. In step 1206, the compressor outlet pressure is calculated by multiplying the compressor outlet pressure by the compressor flow rate calculated in step 1205. Based on the compressor outlet pressure in step 1207 and the compressor inlet pressure calculated in step 1206, a suction pressure / discharge pressure ratio is calculated by searching a map. In step 1208, the compressor load output is calculated by multiplying the evaporator temperature by the compressor flow rate calculated in step 1205 and multiplying it by the value obtained by subtracting 1 from the suction pressure / discharge pressure ratio calculated in step 1207.

  FIG. 13 is an example of the detailed flowchart of FIG.

  In step 1301, a table is searched based on the AT oil temperature, and a torque converter load coefficient is calculated. In step 1302, a table search is performed based on the AT oil temperature, and a turbine delay timer when shifting from the D range to the N range is calculated. In step 1303, a table search is performed based on the AT oil temperature, and a turbine delay timer when shifting from the N range to the D range is calculated. In step 1304, a table search is performed based on the AT oil temperature, and a friction coefficient for N-range target turbine rotation calculation is calculated. In step 1305, a table search is performed based on the AT oil temperature, and a friction coefficient for delay target turbine rotation calculation is calculated. In step 1306, a table search is performed based on the AT oil temperature, and a friction coefficient for calculating the target turbine rotation during delay is calculated. In Step 1307, the N-range turbine speed is calculated by multiplying the engine speed by the N-range target turbine speed calculation friction coefficient calculated in Step 1304. In step 1308, a gear ratio is calculated from the gear position. In step 1309, the gear ratio calculated in step 1308 is multiplied by the vehicle speed to calculate the turbine speed in the D range. In step 1310, it is determined whether the state shifts from the D range to the N range and is in the AT released state, or the state shifts from the N range to the D range and is in the AT engaged state. Otherwise, the process proceeds to step 1312. In step 1311, the turbine rotation response delay is calculated by multiplying the turbine rotation speed in the N range calculated in step 1307 by the friction coefficient for calculating the target turbine rotation during delay calculated in step 1306. In step 1312, the turbine rotation response delay is calculated by multiplying the turbine speed of the D-range turbine calculated in step 1309 by the post-delay target turbine rotation calculation friction coefficient calculated in step 1305. In step 1313, it is determined whether or not it is the D range. If it is the N range, the process proceeds to step 1314. If not, the process proceeds to step 1315. In step 1314, the turbine rotation response delay calculated in step 1311 or step 1312 is compared with the D-range turbine rotation speed calculated in step 1309, and the smaller value is output as the turbine rotation speed. In step 1315, the turbine rotation response delay calculated in step 1311 or step 1312 is compared with the N-range turbine rotation speed calculated in step 1307, and the smaller value is output as the turbine rotation speed. In step 1316, the torque converter turbine / engine speed ratio is calculated by dividing the turbine speed calculated in step 1314 or step 1315 by the engine speed. In step 1317, it is determined whether or not torque converter capacity coefficient learning is permitted. If it is permitted, the process proceeds to Step 1318. If it is not permitted, the process proceeds to Step 1320. In step 1318, a low-temperature torque converter capacity coefficient correction coefficient is calculated. In step 1319, a high-temperature torque converter capacity coefficient correction coefficient is calculated. In Step 1320, the square value of the torque converter turbine / engine speed ratio calculated in Step 1316 is subtracted from 1 and the result is the torque converter load coefficient calculated in Step 1301 and the low-temperature torque converter capacity coefficient correction calculated in Step 1318. The torque converter capacity coefficient is calculated by multiplying the coefficient and subtracting the high-temperature torque converter capacity coefficient correction coefficient calculated in step 1319 therefrom. The AT load torque is calculated by multiplying the torque converter capacity coefficient calculated in Steps 1321 and 1320 by the square of the engine speed. The AT load output is calculated by multiplying the AT load torque calculated in Step 1322 and Step 1321 by the target rotational speed and the conversion coefficient.

  FIG. 14 is an example of a detailed flowchart of FIG.

  In step 1401, it is determined whether or not the friction correction coefficient 1 learning is permitted. If it is permitted, the process proceeds to step 1402, and if it is not permitted, the process proceeds to step 1403. In step 1402, the friction correction coefficient 1 is updated. In step 1403, it is determined whether or not the friction correction coefficient 2 learning is permitted. If it is permitted, the process proceeds to step 1404. If it is not permitted, the process proceeds to step 1405. In step 1404, the friction correction coefficient 2 is updated. The oil viscosity correction coefficient is calculated by multiplying the friction correction coefficient 1 calculated in steps 1405 and 1402 by 353, and dividing the result by the engine oil temperature and adding the friction correction coefficient 2 calculated in step 1404. In step 1406, the pump torque is calculated by multiplying 0.079548 by the value obtained by subtracting the intake pipe pressure from 101.3 and the displacement. In step 1407, the pressure correction coefficient is multiplied by the intake pipe pressure, 7.7, the offset correction value is subtracted therefrom, the value obtained by multiplying the target rotation correction by the target rotational speed is added, and the result is multiplied by the displacement, 0.009999. Thus, the friction torque is calculated. In step 1408, the friction torque calculated in step 1407 is multiplied by the oil viscosity correction coefficient calculated in step 1405, and the engine torque is calculated by adding the pump torque calculated in step 1406 to the result. The engine loss output is calculated by multiplying the engine loss torque calculated in steps 1409 and 1408 by the target rotational speed and the conversion coefficient.

  As mentioned above, although one Embodiment of this invention was explained in full detail, this invention is not limited to the said embodiment. Moreover, each component is not limited to the said structure, unless the characteristic function of this invention is impaired.

101 Air volume sensor (air flow sensor)
102 Intake air temperature sensor 103 Throttle sensor 104 Throttle body 105 Intake collector (surge tank)
106 Intake branch pipe 107 EGR valve 108 Fuel injection valve 109 Intake valve mechanism 110 Ignition coil 111 Exhaust valve mechanism 112 Electronic control unit (ECU)
113 Air-fuel ratio sensor 114 Water temperature sensor 115 Oxygen sensor 116 Internal combustion engine 117 Crank angle sensor 118 Fuel tank 119 Fuel pump 120 Canister 121 Fuel piping 122 Pressure regulator 123 Purge valve 201 Sensors 202 Input signal 203 Input circuit 204 A / D converter 205 CPU
206 Signal line 207 ROM
208 Control logic 209 RAM
210 Output circuit 211 Control output signal 212 Actuators

Claims (8)

The engine output required to maintain the idling engine speed of the internal combustion engine is estimated by a physical model separately with the change of the load, the engine loss torque, which is an element of the load, and the driving load of the auxiliary machines, and Auxiliary equipment includes air conditioner, alternator and AT torque converter,
The physical model has a learning function based on an engine output and a drive load estimation amount, calculates an engine output correction amount based on the estimated value of the drive load, and controls an idle rotation speed in an idle rotation speed control device,
The physical model of the air conditioner corrects and learns the expansion valve flow rate according to the estimated drive load and the state of the engine output correction amount calculated from the drive load.
The alternator physical model is linked to the physical model simulating the battery, and the battery charge rate of the battery physical model and the alternator physics are determined according to the estimated driving load and the state of the engine output correction amount calculated from the driving load. Learning to correct the power generation efficiency of the model,
The AT torque converter physical model corrects and learns the torque converter capacity coefficient according to the estimated drive load and the state of the engine output correction amount calculated from the drive load,
The physical model of the engine friction is obtained by correcting and learning the engine oil viscosity coefficient according to the estimated driving load and the state of the engine output correction amount calculated from the driving load.   When the air conditioner is operated and the engine output correction amount is larger than a predetermined value, the expansion valve flow rate is subtracted and corrected, and when the engine output correction amount is smaller than the predetermined value, the expansion valve flow rate is added and corrected. The air conditioner physical model according to claim 1.   When an electrical load is input and the engine output correction amount is larger than a predetermined value, the alternator power generation efficiency is subtracted and corrected, and when the engine output correction amount is smaller than the predetermined value, the alternator power generation efficiency is added and corrected. The alternator physical model according to claim 1.   When an electrical load is input and the engine output correction amount is larger than a predetermined value, the battery charge rate is subtracted and corrected, and when the engine output correction amount is smaller than the predetermined value, the battery charge rate is added and corrected. The battery physical model according to claim 1.   When a load is input to the AT torque converter, such as when operating from the N range to the D range, and the engine output correction amount is greater than the predetermined value, the torque converter capacity coefficient is subtracted and corrected, and the engine output correction amount is less than the predetermined value. 2. The AT torque converter physical model according to claim 1, wherein when it is small, the torque converter capacity coefficient is added and corrected.   When the AT oil temperature is lower than a predetermined value, only the low temperature side torque converter capacity coefficient is corrected, and when the AT oil temperature is higher than the predetermined value, only the high temperature side torque converter capacity coefficient is corrected. The AT torque converter physical model according to claim 5.   When the load of auxiliary equipment is not input and the engine output correction amount is larger than the predetermined value, the engine oil viscosity coefficient is subtracted and corrected. When the engine output correction amount is smaller than the predetermined value, the engine oil viscosity coefficient is decreased. The engine physical torque calculation physical model according to claim 1, wherein addition correction is performed.   When the engine oil temperature is lower than the predetermined value, only the first engine oil viscosity coefficient on the low temperature side is corrected. When the engine oil temperature is higher than the predetermined value, only the second engine oil viscosity coefficient on the high temperature side is corrected. The engine loss torque calculation physical model according to claim 7, wherein:

Images