JP5216787B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device, and more particularly to a torque-based engine control device that controls an air amount based on a target torque.

  Conventionally, a technique for controlling the intake air amount by calculating a target torque of an engine and controlling a throttle opening so as to realize the target torque has been proposed. However, when the atmospheric pressure drops at high altitudes or when the intake air temperature rises due to a rise in the outside air temperature, the intake air density decreases. In order to compensate for such a torque error due to the change in intake air density, Japanese Patent Application Laid-Open No. 2008-157078 (Patent Document 1) and Japanese Patent No. 3284395 (Patent Document 2) perform intake air density correction after target torque calculation, The throttle opening is calculated.

  In this case, since the throttle opening is calculated after the intake air density correction, when the correction amount is large, the difference between the accelerator opening by the driver operation and the throttle opening becomes large. For example, when the throttle opening is fully opened before the driver's accelerator opening due to the correction amount, the intake air amount does not increase even if the driver increases the accelerator opening. That is, the driver's operation amount is not reflected as an increase in the intake air amount, that is, an increase in torque, so that the accelerator response is deteriorated and drivability is reduced.

  Therefore, in WO2006-016423 (Patent Document 3), when the throttle is fully open, the target air amount set based on the engine load is compared with the air amount actually measured by the intake air amount meter, and the target air amount is corrected. Yes.

JP 2008-157078 A Japanese Patent No. 3284395 WO2006-016423

  An object of the present invention is to control an engine that achieves a target torque with high accuracy by correcting the maximum torque regardless of the open / closed state of the throttle even if a torque error occurs due to factors other than the amount of operation of the driver. To provide an apparatus.

  The target air amount is calculated from the atmospheric pressure or supercharging pressure, the intake air temperature, and the intake pipe pressure, and the air amount correction amount is calculated from the target air amount and the intake air amount. Further, the maximum target air amount is calculated based on the atmospheric pressure or the supercharging pressure and the intake air temperature, and the maximum basic air amount is calculated based on the engine speed, the atmospheric pressure or the supercharging pressure. Further, the maximum torque correction amount is calculated from the maximum target air amount, the air amount correction amount, and the maximum basic air amount.

  According to the present invention, even when various disturbances such as changes in the environment such as the atmospheric pressure and the intake air temperature of the engine, or changes in the throttle chamber over time, the target torque can be realized with high accuracy, and the accelerator opening It is possible to always reflect the change in the throttle opening.

An example of the whole control block of the control apparatus of the engine by this invention. An example of the torque base control block of the block 109 of the engine control apparatus according to the present invention. An example of the engine structure which the control apparatus of the engine by this invention controls. An example of the internal structure of the control apparatus of the engine by this invention. An example of the detailed block structure of the block 201 of the control apparatus of the engine by this invention. An example of the detailed block structure of the block 202 of the control apparatus of the engine by this invention. An example of the block structure of the maximum torque correction amount calculation of the block 603 of the control apparatus of the engine by this invention. An example of a detailed block configuration of block 203 of the engine control apparatus according to the present invention An example of the detailed block configuration of the block 204 of the control apparatus of the engine by this invention. An example of the detailed block configuration of the block 205 of the control apparatus of the engine by this invention. An example of the detailed block configuration of the block 206 of the control apparatus of the engine by this invention. An example of the behavior of the throttle opening at the time of environmental change of the engine control apparatus by this invention. An example of the behavior of the throttle opening and the target torque when the external required torque is generated by the engine control apparatus according to the present invention. An example of the behavior of the throttle opening and the torque when the maximum torque correction amount is reflected by the engine control apparatus according to the present invention. FIG. 3 is an example of a flowchart of the control block of FIG. 2 of the engine control apparatus according to the present invention. 6 is an example of a flowchart of the control block of FIG. 5 of the engine control apparatus according to the present invention. FIG. 7 is an example of a flowchart of the control block of FIG. 6 of the engine control apparatus according to the present invention. FIG. 8 is an example of a flowchart of the control block of FIG. 7 of the engine control apparatus according to the present invention. FIG. 9 is an example of a flowchart of the control block of FIG. 8 of the engine control apparatus according to the present invention. FIG. 10 is an example of a flowchart of the control block of FIG. 9 of the engine control apparatus according to the present invention. FIG. 10 is an example of a flowchart of the control block of FIG. 9 of the engine control apparatus according to the present invention. FIG. 10 is an example of a flowchart of the control block of FIG. 9 of the engine control apparatus according to the present invention. FIG. 11 is an example of a flowchart of the control block of FIG. 10 of the engine control apparatus according to the present invention. FIG. 12 is an example of a flowchart of the control block of FIG. 11 of the engine control apparatus according to the present invention.

  An embodiment of a control device for an internal combustion engine of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is an example of an entire control block performed by an engine control apparatus that is an object of the present invention.

  Block 101 is a block of the engine speed calculation means. Counting the number of inputs per unit time of the electrical signal of the crank angle sensor set at the predetermined crank angle position of the engine, mainly the pulse signal change, and calculating the number of revolutions per unit time of the engine Calculate.

  Block 102 calculates the basic fuel required by the engine based on the engine speed calculated in block 101 and the engine load. The engine load is represented by the output of the intake pipe pressure sensor installed in the intake pipe converted into the intake pipe pressure by a predetermined process, or the intake air amount of the engine measured by a thermal air flow meter or the like.

  In block 103, calculation of the correction coefficient in each operation region of the engine of the basic fuel calculated in block 102 is performed by map search based on the engine speed and the engine load described above.

  A block 104 performs a map search to calculate an optimum basic ignition timing in each operation region of the engine based on the engine speed and the engine load.

  The block 105 calculates the phase angle of VVT set to intake and exhaust according to the engine speed and the engine load.

  A block 106 sets a target rotational speed at idling in order to keep the idling rotational speed of the engine constant according to the engine rotational speed and the engine water temperature described above, the target air amount to the ISC valve control means, and the ISC ignition timing. Calculate the correction amount.

  A block 107 sets an optimum target air-fuel ratio in each region of the engine by a map search or the like based on the engine speed and the engine load.

  The block 108 performs the feedback control of the fuel by the output of the oxygen concentration sensor installed in the exhaust pipe so that the target air-fuel ratio set in the block 107 is set, and calculates the air-fuel ratio feedback coefficient.

  A block 109 calculates a target torque based on the engine speed, the accelerator opening, the ISC target air amount calculated in the block 106, and the like. Based on the calculated values, the number of fuel cut cylinders, the required ignition timing, the target Calculate the throttle opening.

  The block 110 is the basic fuel correction coefficient calculated in the block 103, the engine water temperature, the air-fuel ratio feedback coefficient calculated in the block 108, and the basic fuel calculated in the block 102. Correction is made based on the number of fuel cut cylinders calculated in block 109 described above.

  In block 111, the engine temperature, the ISC ignition timing correction amount calculated in block 106, and the required ignition calculated in block 109 with respect to the optimum basic ignition timing retrieved in block 104 described above. Make corrections according to time.

  Blocks 112 to 115 are fuel injection means for supplying the engine with the fuel amount corrected in the block 110 described above. Blocks 116 to 119 are ignition means for igniting the fuel mixture flowing into the cylinder in accordance with the ignition timing of the engine corrected in block 111 described above. Block 120 is throttle opening driving means for realizing the target throttle opening calculated in block 109 described above.

  FIG. 2 is an example of a target throttle opening calculation block in the torque base control means of the aforementioned block 109 of the engine control apparatus that is the subject of the present invention.

  The block 201 includes a maximum target opening area necessary for realizing the torque when the accelerator is fully opened and a target opening area necessary for realizing the torque required by the driver from the engine speed, the accelerator opening degree, and the ISC target air amount. , And the target torque ratio is calculated.

  Block 202 is the maximum engine generated from the engine speed, atmospheric pressure, target supercharging pressure, intake air amount, intake pipe pressure, intake air temperature, maximum target opening area and target opening area calculated in block 201 described above. Calculated based on the maximum basic torque that is the basic value of the torque, the target air amount that is the target value of the air amount necessary to realize the driver's required torque, the actual intake air amount to correct the maximum torque, etc. The maximum torque corrected with the maximum torque correction amount is calculated with respect to the maximum torque correction amount and the maximum basic torque. A block 203 calculates a target torque, which is a target value of the torque generated by the engine, from the engine speed, the target torque ratio calculated in the block 201 described above, and the maximum torque calculated in the block 202 described above. The block 204 is based on the engine speed, the engine load, the intake side advance value, the exhaust side advance value, the target torque calculated in the above block 203, the control torque ratio calculated in the block 205, etc. The equal torque correction amount necessary to compensate for the torque fluctuation due to is calculated. The engine load is represented by the intake pipe pressure or the intake air amount. The block 205 performs equal torque correction on the target torque from the engine speed, the aforementioned target torque, the aforementioned maximum torque, and the equal torque correction amount calculated in the aforementioned block 204, and calculates the target throttle opening. Calculate the torque ratio for control required for A block 206 calculates a target throttle opening from the engine speed and the control torque ratio calculated in the block 205 described above. Block 207 is throttle drive means for supplying a current required for realizing the target throttle opening calculated in block 206 to the throttle drive motor.

  FIG. 3 shows an example of the engine periphery controlled by the engine control device that is the subject of the present invention.

  The engine 301 controls the flow area of the flow path connected to the intake pipe 306 by bypassing the throttle valve 302 and the throttle valve that restrict the amount of air to be sucked by adjusting the opening of the driver. An idle speed control valve 303 that controls the number of revolutions of the engine, an intake air amount sensor 304 that measures the amount of air passing through the throttle section, and an intake air amount that is installed downstream of the intake air flow rate sensor 304 in conjunction with an exhaust side turbine. A supercharger 305 for pressurizing the intake air, an intake pipe pressure sensor 307 for detecting the pressure in the intake pipe 306, an EGR valve 308 for returning a part of the exhaust gas into the intake pipe 306, and eddy current generation with respect to the air flowing into the intake pipe 306 Swirl control valve 309 for controlling the flow rate by means of, fuel injection valve 310 for supplying fuel required by the engine, and suction A cam angle sensor 311 that outputs a phase signal for opening and closing a valve, and an ignition module that supplies ignition energy to an ignition plug that ignites an air-fuel mixture supplied into a cylinder of an engine based on an ignition signal of an engine control device 319 312, a cam angle sensor 313 that outputs an exhaust valve opening / closing phase signal, a water temperature sensor 314 that is installed in the cylinder block of the engine to detect the cooling water temperature of the engine, and an oxygen concentration in the exhaust gas that is installed in the exhaust pipe of the engine An oxygen concentration sensor 315 that detects the crank angle of the engine, an accelerator opening sensor 317 that detects the accelerator opening, an ignition key switch 318 that is a main switch for operating and stopping the engine, and each auxiliary machine of the engine It consists of an engine control device 319 that controls

  However, the intake pipe pressure sensor 307 may be integrated with an intake air temperature sensor that measures the temperature of the intake air. The oxygen concentration sensor 315 may output a signal proportional to the exhaust air / fuel ratio, or may output two signals on the rich / lean side of the exhaust gas with respect to the stoichiometric air / fuel ratio. . Moreover, although the supercharger 305 is provided in the present embodiment, it goes without saying that control of air amount, fuel, and ignition is established even if it is not provided.

  FIG. 4 is an example of the internal configuration of the engine control apparatus that is the subject of the present invention. Inside the CPU 401 is an I / O unit 402 that converts electrical signals of sensors installed in the engine into signals for digital arithmetic processing, and converts control signals for digital arithmetic into actual actuator drive signals. The I / O unit 402 includes a water temperature sensor 403, a crank angle sensor 404, a cam angle sensor 405, an oxygen concentration sensor 406, an intake air amount sensor 407, an intake pipe pressure sensor 408, a throttle opening sensor 409, an accelerator. An opening degree 410 and an ignition SW 411 are input. The output signal from the CPU 401 is sent to the fuel injection valves 412 to 415, the ignition coils 416 to 419, and the throttle drive motor 420 via the driver 413.

  FIG. 5 is an example of a detailed block of the target torque ratio calculation of the aforementioned block 201 of the engine control apparatus that is the subject of the present invention. In block 501, a table search is performed for the driver required opening area and the driver maximum required opening area, which is the maximum value of the table setting value, from the accelerator opening. The driver maximum required opening area corresponds to the driver required opening area when the accelerator is fully opened. In block 502, the ISC target opening area and the ISC maximum target opening area which is the maximum value of the table setting value are searched from the table based on the ISC target air amount. The adder 503 adds the driver maximum required opening area and the ISC maximum target opening area to obtain the maximum target opening area. The adder 504 adds the driver required opening area and the ISC target opening area to obtain the target opening area. In block 505, a map search is performed for the target torque ratio based on the engine speed and the target opening area.

  FIG. 6 is an example of a detailed block for calculating the maximum torque of the aforementioned block 202 of the torque control device for an internal combustion engine that is the subject of the present invention. In block 601, a system selection signal is used to determine whether or not a supercharger is provided in the configuration around the engine. If a supercharger is provided, the target supercharging pressure is set as a target reference pressure, and if the supercharger is not provided, Use atmospheric pressure as the target reference pressure. In block 602, the maximum basic torque is calculated from the engine speed and the target reference pressure. In block 603, the maximum torque correction amount is calculated from the maximum target opening area, the target opening area, the intake air temperature, the intake pipe pressure, the intake air amount, the target reference pressure, and the engine speed. The multiplier 604 multiplies the maximum torque correction amount and the maximum basic torque to obtain the maximum torque.

  FIG. 7 is an example of a detailed block of the maximum torque correction amount calculation of the above-described block 603 of the engine control apparatus that is the subject of the present invention. In block 701, the target air amount is calculated from the target opening area, the target reference pressure, the intake air temperature, and the intake pipe pressure. In block 702, the maximum target air amount is calculated from the maximum target opening area, the target reference pressure, and the intake air temperature. In block 703, the maximum basic air amount is calculated from the engine speed and the target reference pressure. In block 704, the intake air amount is divided by the target air amount to calculate an air amount correction amount. In block 705, the air amount correction amount is multiplied by the maximum target air amount, the multiplied value is divided by the maximum basic air amount, and the maximum torque correction amount is calculated. Here, since the relationship between the engine torque and the air amount is assumed, the calculation result is the torque correction amount.

Formula 1 shows a theoretical formula for obtaining the target air amount of the block 701 and the maximum target air amount of the block 702 of the engine control apparatus of the present invention. The target air amount is obtained from Equations (1) and (2), and the maximum target air amount is obtained from Equations (1) and (3) .

  FIG. 8 is an example of a detailed block of the target torque calculation of the aforementioned block 203 of the engine control apparatus that is the subject of the present invention. The multiplier 801 multiplies the maximum torque and the target torque ratio to obtain the driver request torque. In block 802, the target torque is calculated from the external required torque and the driver required torque.

  FIG. 9 is an example of a detailed block for equal torque correction of the above-described block 204 of the engine control apparatus that is the subject of the present invention. The subtractor 901 subtracts the exhaust side advance value from the intake side advance value to obtain an overlap amount. In block 902, a reference VTC torque correction amount is retrieved from the map based on the overlap amount and the control torque ratio. In block 903, a table search is performed for the engine speed correction amount from the engine speed to the torque correction amount such as VTC. The reference VTC equal torque correction amount and the engine speed correction amount are multiplied by multiplication 904 to obtain the VTC equal torque correction amount. In block 905, a map search is performed for the reference SCV equal torque correction amount based on the target torque and the SCV ignition timing correction amount. In block 906, a table search is performed for the engine speed correction amount from the engine speed to the SCV equal torque correction amount. The reference SCV equal torque correction amount and the engine speed correction amount are multiplied by a multiplier 907 to obtain the SCV equal torque correction amount. In block 908, a map search is performed based on the engine speed and the engine load. The subtractor 909 subtracts the basic ignition timing from the MBT, and the block 910 searches the table for the reference ignition efficiency from the subtraction value. The subtractor 911 subtracts the required ignition timing from the MBT, the block 912 searches the table for the ignition efficiency from the subtraction value, and the divider 913 divides the reference ignition efficiency by the table search value to obtain the target ignition efficiency. Ask.

  FIG. 10 is an example of a detailed block of the control torque ratio calculation of the above-described block 205 of the engine control apparatus that is the subject of the present invention. The divider 1001 divides the target torque by the maximum torque to obtain a control basic torque ratio. The multiplier 1002 multiplies the basic torque ratio for control, the torque correction amount such as VTC, the torque correction amount such as SCV, and the target ignition efficiency to obtain the control torque ratio.

  FIG. 11 is an example of a detailed block of the target throttle opening calculation in the above-described block 206 of the engine control apparatus that is the subject of the present invention. In block 1101, the target throttle opening area is searched for a map from the engine speed and the control torque ratio. In block 1102, the larger target throttle opening area or ISC target opening area is selected. In block 1103, a table search is performed for the target throttle opening based on the selected value.

  FIG. 12 is an example of the behavior of the throttle opening when the environment changes in the engine control apparatus according to the present invention. When the ambient pressure changes or the environment changes due to an increase in intake air temperature, the line 1201 shows the behavior of the throttle opening in the conventional control, and the line 1202 shows the behavior of the throttle opening according to the present invention. In the conventional control, since the correction amount for the fluctuation of the generated torque due to the environmental change is used for the calculation of the throttle opening, as shown by the line 1201, the throttle opening is fully opened before the accelerator is fully opened. In the present invention, even when the environment changes, the maximum value of the generated torque is the torque when the throttle is fully opened. Therefore, the correction accompanying the environmental change is performed by calculating the maximum basic torque and the maximum torque correction amount. As a result, as shown by a line 1202, the throttle opening is fully opened when the accelerator is fully opened regardless of environmental changes.

  FIG. 13 is an example of the behavior of the throttle opening and the target torque when the external required torque is generated in the engine control apparatus that is the subject of the present invention. Line 1301 is the target torque before the external required torque is generated, and line 1302 is the throttle opening at that time. When the external required torque is generated at time 1303, the target torque is calculated based on the external required torque, so that the line 1301 is switched to the line 1304. Accordingly, the throttle opening is also switched from the line 1302 to the line 1305, so that the throttle opening can be controlled even when the external required torque is generated, and the target torque can be realized.

  FIG. 14 is an example of the behavior of the throttle opening and the torque when the maximum torque correction amount is reflected in the engine control apparatus to which the present invention is applied. Line 1401 is the throttle opening, line 1402 is the maximum torque correction amount in the conventional control, and line 1403 is the maximum torque correction amount in the present invention. When torque fluctuation occurs at time 1404, which is an intermediate region of the throttle opening, in the conventional control, the maximum torque correction value is calculated at time 1405 after the throttle is fully opened, whereas in the present invention, line 1403 is obtained at time 1404. The correction amount is calculated. The content of torque control associated with this correction will be described below.

  First, as shown in line 1406, the maximum torque in the conventional control reflects the correction amount at time 1405. Therefore, the target torque calculated based on the maximum torque is also up to time 1405 as shown in line 1407. No correction is made. Therefore, the target torque is not realized from time 1404 to time 1405 because the target torque and the actually generated torque are deviated. On the other hand, in the present invention, as indicated by line 1408, the maximum torque is corrected at time 1404. Accordingly, the target torque is also corrected as indicated by line 1409. Therefore, since the target torque can be realized between time 1404 and time 1410 when the throttle is fully opened, the maximum value of the generated torque becomes the target torque (maximum torque) when the throttle is fully opened at time 1410.

  FIG. 15 is an example of a flowchart of the control block of FIG. 2 of the engine control apparatus that is the subject of the present invention. In step 1501, the engine speed, accelerator opening, and ISC target air amount are read. In step 1502, the maximum target opening area is calculated from the accelerator opening and the ISC target air amount. In step 1503, the target opening area is calculated from the accelerator opening and the ISC target air amount. In step 1504, the target torque ratio is calculated from the engine speed and the target opening area. In step 1505, atmospheric pressure, target supercharging pressure, intake air temperature, intake pipe pressure, and intake air amount are read. In step 1506, the maximum basic torque is calculated based on the engine speed, atmospheric pressure, or target supercharging pressure. In step 1507, the target air amount is calculated from the target opening area, atmospheric pressure, target supercharging pressure, intake air temperature, and intake pipe pressure. In step 1508, the maximum torque correction amount is calculated from the maximum target opening area, the target boost pressure, the intake air temperature, the intake pipe pressure, the engine speed, the intake air amount, and the target air amount. In step 1509, the maximum torque is calculated from the maximum basic torque and the maximum torque correction amount. In step 1510, the target torque is calculated from the maximum torque and the target torque ratio. In step 1511, the intake side advance value and the exhaust side advance value are read. In step 1512, an equal torque correction amount is calculated from the engine speed, intake pipe pressure, intake air amount, intake side advance value, exhaust side advance value, target torque, and control torque ratio. In step 1513, the control torque ratio is calculated from the target torque, the maximum torque, and the equal torque correction amount. In step 1514, the target throttle opening is calculated from the engine speed and the control torque ratio. In step 1515, the throttle is driven based on the target throttle opening.

  FIG. 16 is an example of a flowchart of the control block of FIG. 5 of the engine control apparatus that is the subject of the present invention. In step 1601, a table is searched for the driver required opening area and the driver maximum required opening area based on the accelerator opening. In step 1602, the table is searched for the ISC target opening area and the ISC maximum target opening area based on the ISC target air amount. In step 1603, the driver maximum required opening area and the ISC maximum target opening area are added to obtain the maximum target opening area. In step 1604, the driver required opening area and the ISC target opening area are added to obtain the target opening area. In step 1605, a map search for the target torque ratio is performed based on the engine speed and the target opening area.

  FIG. 17 is an example of a flowchart of the control block of FIG. 6 of the engine control apparatus that is the subject of the present invention. In step 1701, it is determined whether an engine with a supercharger is selected. If it is selected, the target boost pressure is set to the target reference pressure in Step 1702. If not selected, step 1703 sets the atmospheric pressure to the target reference pressure. In step 1704, the maximum basic torque is calculated based on the engine speed and the target reference pressure. In step 1705, the maximum torque correction amount is calculated from the maximum target opening area, the target opening area, the intake air temperature, the intake pipe pressure, the intake air amount, the target reference pressure, and the engine speed. In step 1706, the maximum basic torque and the maximum torque correction amount are multiplied to obtain the maximum torque.

  FIG. 18 is an example of a flowchart of the control block of FIG. 7 of the engine control apparatus that is the subject of the present invention. In step 1801, a target air amount is calculated from the target opening area, target reference pressure, intake air temperature, and intake pipe pressure. In step 1802, the maximum target air amount is calculated from the maximum target opening area, the target reference pressure, and the intake air temperature. In step 1803, the maximum basic air amount is calculated from the engine speed and the target reference pressure. In step 1804, the intake air amount is divided by the target air amount to obtain an air amount correction amount. In step 1805, the air amount correction amount is multiplied by the maximum target air amount, and the maximum basic air amount is divided by the multiplied value to obtain the maximum torque correction amount.

  FIG. 19 is an example of a flowchart of the control block of FIG. 8 of the engine control apparatus that is the subject of the present invention. In step 1901, the driver required torque is obtained by multiplying the maximum torque and the target torque ratio. In step 1902, the target torque is calculated from the driver request torque and the external request torque.

  FIG. 20 is an example of a flowchart of the control block of FIG. 9 of the engine control apparatus that is the subject of the present invention. In step 2001, the exhaust side advance value is subtracted from the intake side advance value to obtain the overlap amount. In step 2002, a map search is performed for the reference VTC torque correction amount based on the overlap amount and the control torque ratio. In step 2003, a table search is performed for the engine speed correction amount to the reference VTC torque correction amount based on the engine speed. In step 2004, the VTC equal torque correction amount is obtained by multiplying the reference VTC equal torque correction amount and the engine speed correction amount.

  FIG. 21 is an example of a flowchart of the control block of FIG. 9 of the engine control apparatus that is the subject of the present invention. In step 2101, a reference SCV equal torque correction amount is searched for a map based on the target torque and the SCV ignition timing correction amount. In step 2102, a table search is performed for the engine speed correction amount to the reference SCV equal torque correction amount based on the engine speed. In step 2103, the SCV equal torque correction amount is obtained by multiplying the reference SCV equal torque correction amount and the engine speed correction amount.

  FIG. 22 is an example of a flowchart of the control block of FIG. 9 of the engine control apparatus that is the subject of the present invention. In step 2201, MBT is searched for a map based on the engine speed and the engine load. In step 2202, the basic ignition timing is subtracted from the MBT, and in step 2203, the table is searched for the reference ignition efficiency based on the subtraction value. In step 2204, the required ignition timing is subtracted from the MBT. In step 2205, the ignition efficiency is retrieved from the table using the subtraction value. In step 2206, the reference ignition efficiency is divided by the retrieved ignition efficiency to obtain the target ignition efficiency.

  FIG. 23 is an example of a flowchart of the control block of FIG. 10 of the engine control apparatus that is the subject of the present invention. In step 2301, the target torque is divided by the maximum torque to obtain a basic torque ratio for control. In step 2302, the control basic torque ratio, the VTC torque correction amount, the SCV torque correction amount, and the target ignition efficiency are multiplied to obtain the control torque ratio.

  FIG. 24 is an example of a flowchart of the control block of FIG. 11 of the engine control apparatus that is the subject of the present invention. In step 2401, the target throttle opening is searched for a map based on the engine speed and the control torque ratio. In step 2402, the larger target throttle opening area or ISC target opening area value is selected. In step 2403, the target throttle opening is searched from the table based on the selection value in step 2402.

  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 structure prediction is not limited to the said structure, unless the characteristic function of this invention is impaired.

109 Torque base control means 201 Target torque ratio calculation means 202 Maximum torque calculation means 203 Target torque calculation means 206 Target throttle opening calculation means 302 Throttle valve 304 Intake air amount sensor 305 Supercharger 307 Intake pipe pressure sensor 314 Water temperature sensor 316 Crank Angle sensor 317 Accelerator opening sensor 319 Engine control device 603 Maximum torque correction amount calculation block 701 Target air amount calculation block 702 Maximum target air amount calculation block 703 Maximum basic air amount calculation block 802 Target torque calculation blocks 1101 and 1103 Target throttle opening area Search block

Claims (6)

Means for determining the maximum basic torque of the engine based on at least the engine speed and the atmospheric pressure or supercharging pressure;
Means for calculating a target air amount sucked by the engine based on at least two parameters of atmospheric pressure or supercharging pressure, intake air temperature, and intake pipe pressure;
Means for calculating a maximum torque correction amount based on at least two parameters of the engine speed, the atmospheric pressure or the supercharging pressure, and the intake air temperature, the target air amount, and the intake air amount;
Means for correcting the maximum torque based on the maximum torque correction amount and the maximum basic torque;
Means for calculating a target torque based on the corrected maximum torque, engine speed, and accelerator opening;
An engine control apparatus comprising: means for controlling a throttle valve based on the corrected maximum torque and the target torque. The calculation means for the maximum torque correction amount is:
Means for comparing the target air amount with the intake air amount and calculating an air amount correction amount for correcting an error from the target value;
A means for calculating a maximum target air amount sucked by the engine based on at least two parameters of atmospheric pressure or supercharging pressure and intake air temperature;
The engine control device according to claim 1, further comprising means for determining a maximum basic air amount based on the engine speed, the atmospheric pressure or the supercharging pressure. The air amount correction amount is
Based on the ratio of the intake air amount and the target air amount,
The engine control apparatus according to claim 2, wherein the engine control apparatus is operated. The maximum torque correction amount is
3. The engine control device according to claim 2, wherein the calculation is performed based on a ratio between the air amount correction amount and the maximum basic air amount. The maximum torque correction amount is
The engine control device according to claim 2, wherein the engine control device is calculated based on a ratio between the maximum target air amount and the maximum basic air amount. The throttle valve control means includes
Based on the ratio between the corrected maximum torque and the target torque, and the engine speed,
Means for determining a target throttle opening area for realizing the target torque;
2. The engine control apparatus according to claim 1, further comprising means for determining a target throttle angle based on the target throttle opening area.

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