JP6234531B1 - Internal combustion engine control device - Google Patents

Abstract

The present invention corrects a variation in an actual air amount due to aged deterioration and individual differences of a throttle body, various sensors, and the like when pre-control of intake air amount according to a change in an engine operating state is executed. A throttle calculated mainly based on a deviation between a learning throttle opening and an actual throttle opening extracted from information on an actual intake air flow rate, an atmospheric pressure, an intake pipe internal pressure, and an intake air temperature during steady operation of the engine. The learning value is appropriately stored for each operating condition of the engine 1, and the stored throttle learning value is applied to the correction processing of the target intake air amount control using the target intake pipe internal pressure. [Selection] Figure 2

Description

  The present invention relates to an internal combustion engine control apparatus, and more particularly to an internal combustion engine control apparatus that controls a throttle opening so that a target intake air flow rate can be obtained.

  In recent years, the output shaft torque of an internal combustion engine (also referred to as an engine), which is a physical quantity that directly affects vehicle control, is used as a required value of driving force from the driver or vehicle side, and this output shaft torque is used as an engine output target value. There has been proposed an internal combustion engine control device that obtains good running performance by determining the air amount, fuel amount, and ignition timing, which are engine control amounts.

  Further, it is generally known that among the engine control amounts, the control amount that has the greatest influence on the engine output shaft torque is the air amount. In order to control the air amount with high accuracy, for example, Japanese Unexamined Patent Application Publication No. 2009-281187. In the publication (Patent Document 1), a target effective opening area of an intake passage is calculated based on a target intake air flow rate, an atmospheric pressure, an intake pipe internal pressure, and an intake air temperature, and the relationship between the effective opening area and the throttle opening is calculated. Disclosed is an internal combustion engine control device that extracts target opening information from a pre-stored correspondence map, and further controls the throttle opening by correcting variations in the actual air amount due to aging and individual differences of the throttle body and various sensors. Has been. FIG. 9 shows the flow of throttle opening control in Patent Document 1. The calculation of the throttle opening learning value (real time learning value and long time learning value), which is a correction value of the throttle opening, is used for calculating the intake pipe internal pressure. Information is used.

JP 2009-281187 A

  In the internal combustion engine control apparatus disclosed in Patent Document 1, the effective opening area of the intake passage is calculated using the target air amount, the intake pipe internal pressure, and other information, but the engine operating state changes relatively greatly. In this case, since the intake pipe internal pressure changes as a result of changing the target air amount and controlling the throttle opening, it is necessary to continue the throttle opening control in accordance with the changed intake pipe internal pressure. This causes a delay in the air amount control.

  As a means for eliminating this delay, prefetch control of the throttle opening using the target intake pipe internal pressure corresponding to the target air amount can be considered. However, even in this look-ahead control, since there is a variation in the actual air amount due to aging deterioration and individual differences of the throttle body and various sensors, correction processing is required in the control.

  The present invention has been made to solve the above-mentioned problems, and is caused by aged deterioration and individual differences of the throttle body, various sensors, and the like when pre-control of the intake air amount according to changes in the engine operating state is executed. An object of the present invention is to provide an internal combustion engine control device having means for correcting the variation in the actual air amount.

The internal combustion engine control apparatus according to the present invention controls the intake amount to the internal combustion engine by changing the throttle effective opening area of the intake path by controlling the opening of the throttle valve provided in the intake passage of the internal combustion engine. Throttle opening control means, intake air amount detection means for detecting the intake air quantity to the internal combustion engine, throttle upstream pressure detection means for detecting pressure upstream of the throttle valve, and atmospheric pressure detection means for detecting atmospheric pressure And an intake pipe internal pressure detecting means for detecting the pressure in the intake pipe from the throttle valve to the internal combustion engine, and an intake air temperature detecting means for detecting the intake air temperature upstream of the throttle valve, Driving state detecting means for detecting the driving state;
Target intake air amount calculating means for calculating a target intake air amount in accordance with the operating state of the internal combustion engine;
Target intake pipe internal pressure calculating means for calculating a target intake pipe internal pressure in accordance with the operating state of the internal combustion engine;
The target effective opening area is calculated by adapting the target intake air amount, the pressure upstream of the throttle valve, the target intake pipe internal pressure, and the intake air temperature upstream of the throttle valve to a throttle flow rate calculation formula. Opening area calculating means;
A target opening calculation means for calculating a target opening from the target effective opening area using a correspondence map between a throttle effective opening area and a throttle opening adapted in advance;
Learning that calculates the effective opening area for learning by adapting the intake air amount, the pressure upstream of the throttle valve, the target intake pipe internal pressure, and the intake air temperature upstream of the throttle valve to the throttle flow rate calculation formula Effective opening area calculating means, learning opening calculating means for calculating a learning opening from the learning effective opening area using the correspondence map, and learning from a difference between the throttle opening and the learning opening A learning basic value calculating unit that calculates a basic value; a throttle learning value calculating unit that includes a corrected integration processing unit for learning that calculates a throttle learning value by removing instantaneous variation from the learning basic value;
Applying the intake air amount, the pressure upstream of the throttle valve, the target intake pipe internal pressure, and the intake air temperature upstream of the throttle valve to the throttle flow rate calculation formula to calculate the effective opening area for feedback The feedback effective opening area calculating means, the feedback opening calculating means for calculating the feedback opening from the feedback effective opening area using the correspondence map, the throttle opening and the feedback opening Throttle feedback control means including feedback basic value calculation means for calculating a feedback basic value from the difference; and post-correction integration processing means for calculating the throttle feedback value by integrating the feedback basic value;
A corrected target opening degree calculating means including the target opening degree calculating means, a target throttle learning value calculating means for calculating a target throttle learning value, and the throttle feedback control means;
The corrected target opening degree calculation means, the target throttle learning value calculation means, and a throttle learning correction value that is the sum of the throttle feedback value and the target throttle learning value is input to the corrected target opening degree calculation means. A throttle opening correction value calculating means; and a target opening calculating means, the target opening value corresponding to the target effective opening area of the correspondence map, the target throttle learning value, and the throttle feedback value. A final target opening degree calculation means for updating and storing the throttle learning value and the throttle feedback value so that the sum of the two values approaches the actual throttle opening degree corresponding to the target effective opening area ,
When the update of the throttle feedback value is prohibited, the update of the throttle learning value is prohibited .

  According to the internal combustion engine control apparatus of the present invention, the throttle opening correction for the throttle body and various sensor variations is performed by throttle learning, and further, the conversion coefficient generated by controlling the throttle using the target intake pipe internal pressure, etc. An internal combustion engine that realizes throttle opening control with high response and high-accuracy intake air amount relative to the target intake air amount, because the throttle opening correction is performed by throttle feedback for the error of the throttle opening caused by the set value deviation A control device can be provided.

1 is a configuration diagram schematically showing an internal combustion engine control apparatus according to Embodiment 1 of the present invention. FIG. It is a block diagram which shows schematic structure of the engine control part in the internal combustion engine control apparatus which concerns on Embodiment 1 of this invention. It is a functional block diagram which shows a part of throttle opening control means in the internal combustion engine control apparatus according to Embodiment 1 of the present invention. It is explanatory drawing which shows roughly the calculation process part of the throttle opening learning value in the internal combustion engine control apparatus which concerns on Embodiment 1 of this invention. It is a functional block diagram which shows roughly the calculation process part of the throttle learning value in the internal combustion engine control apparatus which concerns on Embodiment 1 of this invention. FIG. 3 is a functional block diagram schematically showing a throttle feedback value calculation processing unit in the internal combustion engine control apparatus according to Embodiment 1 of the present invention. It is explanatory drawing which shows roughly the calculation process part of the final target opening degree in the internal combustion engine control apparatus which concerns on Embodiment 1 of this invention. 1 is an overall flowchart of throttle opening control of an internal combustion engine control apparatus according to Embodiment 1 of the present invention. FIG. 10 is a flow chart of throttle opening control of the internal combustion engine control device disclosed in Patent Document 1;

  Preferred embodiments of an internal combustion engine control apparatus according to the present invention will be described below in detail with reference to the drawings.

Embodiment 1 FIG.
FIG. 1 is a configuration diagram schematically showing an internal combustion engine control device according to Embodiment 1 of the present invention, and FIG. 2 shows a schematic configuration of an engine control unit in the internal combustion engine control device according to Embodiment 1. It is a block diagram.
In FIG. 1, on the upstream side of the intake passage constituting the intake system of the engine 1, an airflow sensor 2 for measuring an intake air flow rate (hereinafter referred to as intake air amount) Qa to the engine 1 and an intake air temperature (hereinafter referred to as an intake air temperature) An intake air temperature sensor 3 is provided as an intake air temperature detecting means for measuring To).
Instead of the airflow sensor 2 that directly measures the intake air amount Qa, a means for estimating the intake air amount Qa from other sensor information may be used. The intake air temperature sensor 3 may be configured integrally with the airflow sensor 2 or may be configured separately from the airflow sensor 2. Furthermore, instead of the intake air temperature sensor 3 that directly measures the intake air temperature To, means for estimating the intake air temperature To from other sensor information may be used.

  In the intake system of the engine 1, a throttle body 4 (hereinafter referred to as a throttle) provided with a throttle valve 4 a that can electronically adjust the opening area of the intake path is provided downstream of the airflow sensor 2. The throttle 4 is provided with a throttle position sensor 5 for measuring the opening of the throttle valve 4a, that is, the throttle opening TP.

  The throttle 4 is connected to a surge tank 6 that equalizes the pressure in the intake pipe. The surge tank 6 has an intake pipe internal pressure sensor 7 as an intake pipe internal pressure detecting means for measuring the internal pressure as the intake pipe internal pressure Pe. Is provided. Further, an EGR valve 8 that opens and closes an EGR pipe communicating with the exhaust pipe of the engine 1 is connected to the surge tank 6. Instead of the intake pipe internal pressure sensor 7 that directly measures the intake pipe internal pressure Pe, means for estimating the intake pipe internal pressure Pe from other sensor information may be used.

  The intake air amount Qa from the airflow sensor 2, the intake air temperature To from the intake air temperature sensor 3 (the temperature on the atmosphere side of the throttle 4), the throttle opening TP from the throttle position sensor 5, and the intake pipe internal pressure from the intake pipe internal pressure sensor 7. Pe is input to an electronic control unit (hereinafter referred to as ECU) 9 as information indicating the operating state of the engine 1 together with detection signals from other sensors (not shown).

  The ECU 9 adjusts the intake air amount Qa by controlling the throttle opening TP of the throttle 4 in accordance with the calculation result based on the operating state, and also requires a fuel injection device and an ignition device (both not shown) of the engine 1. Drive control is performed at the timing to improve the combustion state of the engine 1.

  In FIG. 2, various sensors 10 are connected to the ECU 9. The various sensors 10, together with the airflow sensor 2, the intake air temperature sensor 3, the throttle position sensor 5, and the intake pipe internal pressure sensor 7, measure the atmospheric pressure Po. The pressure on the atmosphere side of the throttle 4 is detected, such as the atmospheric pressure sensor 11 as the atmospheric pressure detection means or the upstream pressure of the throttle 4, that is, the throttle upstream pressure sensor 12 as the throttle upstream pressure detection means for measuring the throttle upstream pressure P1. Sensors are included.

  The ECU 9 includes an input interface (hereinafter referred to as input I / F) 9a, an arithmetic processing unit 9b, and an output interface (hereinafter referred to as output I / F) 9c. It should be noted that the atmospheric pressure Po may be measured using a means for estimating and calculating from other sensor information without using the directly measured atmospheric pressure sensor 11 and the throttle upstream pressure sensor 12. Further, the throttle upstream pressure sensor 12 that directly measures the throttle upstream pressure P1 may also be measured using means for estimating the throttle upstream pressure P1 from other sensor information.

  The input I / F 9a is detected information from the airflow sensor 2, the intake air temperature sensor 3, the throttle position sensor 5, the intake pipe internal pressure sensor 7, the atmospheric pressure Po measured by the atmospheric pressure sensor 11, or the throttle upstream pressure sensor 12. The measured throttle upstream pressure P1 and detection signals from other sensors included in the various sensors 10 are taken in and sent to the arithmetic processing unit 9b.

  The arithmetic processing unit 9b includes a throttle opening control means, and controls the throttle opening TP, which is the opening of the throttle valve 4a, thereby changing the effective opening area of the intake passage to change the intake amount Qa to the engine 1. Control. Therefore, first, the arithmetic processing unit 9b calculates the target torque of the engine 1 based on the input information indicating the operating state, and calculates the target intake air amount Qa * for achieving the target torque.

  Subsequently, the arithmetic processing unit 9b calculates a target effective opening area CAt * for achieving the target intake air amount Qa * and calculates a target opening TP * for achieving the target effective opening area CAt *. . Further, control command values for the EGR valve 8 are calculated, and control command values for other actuators included in the various actuators 13 (such as an injector of a fuel injection device provided in the combustion chamber of the engine 1 and an ignition coil of the ignition device) are calculated. calculate.

  Finally, an output I / F 9 c of the ECU 9 outputs a drive control signal based on the calculation result of the ECU 9 to various actuators 13 including the throttle 4 and the EGR valve 8. Thus, the throttle opening TP is controlled so as to coincide with the target opening TP *.

Next, referring to the functional block diagram of FIG. 3, a calculation process executed by the calculation processing unit 9b of the ECU 9 including the throttle opening control means, that is, a target opening TP * for achieving the target intake air amount Qa *. The calculation process will be described.
In FIG. 3, the arithmetic processing unit 9b of the ECU 9 includes a target intake air amount calculating means 30, a target effective opening area calculating means 31, a sound speed calculating means 32, a pressure ratio calculating means 33, a dimensionless flow rate calculating means 34, A target opening calculation means 35 is provided.

The target intake air amount calculating means 30 calculates a target intake air amount Qa * for achieving a target torque according to the operating state of the engine 1 and inputs the calculated value of the target intake air amount Qa * to the target effective opening area calculating means 31. To do. The sound speed calculation means 32 calculates the sound speed a ₀ in the atmosphere based on the intake air temperature To and inputs it to the target effective opening area calculation means 31. The pressure ratio calculating means 33 is composed of a divider for calculating the pressure ratio PeTGT / Po (P1) between the target intake pipe internal pressure PeTGT and the atmospheric pressure Po or the throttle upstream pressure P1, and the pressure ratio PeTGT / Po (P1). The calculated value is input to the dimensionless flow rate calculating means 34. The dimensionless flow rate calculation means 34 calculates a dimensionless flow rate σ based on the pressure ratio PeTGT / Po (P1) and inputs it to the target effective opening area calculation means 31.

Target effective opening area calculation unit 31, the target intake air quantity Qa *, as input information speed of sound a ₀ and the dimensionless flow rate σ atmospheric target opening calculating means 35 calculates the target effective opening area CAt * of the throttle 4 To enter. The target opening calculation means 35 calculates a target opening TP * corresponding to the target effective opening area CAt * by using a correspondence map (CAt-TP map) between the effective opening area CAt and the throttle opening TP that is adapted in advance. calculate.

Next, specific calculation processing functions of the target effective opening area calculating unit 31, the sound speed calculating unit 32, the pressure ratio calculating unit 33, the dimensionless flow rate calculating unit 34, and the target opening degree calculating unit 35 will be described.
In general, the volumetric flow rate calculation equation of the throttle type flow meter, and the intake amount Qa (volumetric flow rate), the speed of sound a ₀ in the atmosphere, and the flow coefficient C, a opening area of the throttle 4 At the intake pipe pressure Pe, the large It is represented by the following formula (1) using the atmospheric pressure Po and the specific heat ratio κ.

  Here, the dimensionless flow rate σ calculated by the dimensionless flow rate calculation means 34 is defined as the following formula (2).

  By substituting equation (2) into equation (1), the intake air amount Qa can be expressed as the following equation (3).

Note that the sound velocity a ₀ in the atmosphere is expressed by the following equation (4) using the gas constant R and the intake air temperature To.

Further, when the equation (3) is modified, the effective opening area CAt represented by the product of the flow coefficient C and the opening area At of the throttle 4 is the target intake air amount Qa * necessary for achieving the target torque, and the atmospheric air. When the sound speed a ₀ and the dimensionless flow rate σ are given, it can be calculated by the following equation (5).

Therefore, the target effective opening area calculating means 31 of the ECU 9 is for achieving the target intake air amount Qa * using the equation (5) based on the target intake air amount Qa *, the sound velocity a ₀ in the atmosphere, and the dimensionless flow rate σ. A target effective opening area CAt * is calculated.

  In this way, by calculating the target effective opening area CAt * based on the volumetric flow rate calculation formula of the throttle type flow meter represented by the formula (1), changes in environmental conditions and introduction of EGR (opening of the EGR valve 8) ), The target effective opening area CAt * for achieving the target intake air amount Qa * can be calculated even when the operating state of the engine 1 changes.

By the way, the sound speed a ₀ in the atmosphere necessary for calculating the target effective opening area CAt * is calculated by the ECU 9 using the equation (4). However, it is not practical because the calculation load becomes enormous.
In order to suppress the calculation load in the ECU 9, sound velocity calculation unit 32 may store as map data for the intake air temperature To in advance calculated theoretical value of the speed of sound a ₀ in the atmosphere, the target effective opening area calculation means before computation processing in 31, so as to calculate the speed of sound a ₀ in the atmosphere by using the intake air temperature to.

Similarly, it is not practical to calculate the dimensionless flow rate σ necessary for calculating the target effective opening area CAt * using the equation (2) in the ECU 9 because the calculation load becomes enormous.
Therefore, in order to suppress the calculation load on the ECU 9, the dimensionless flow rate calculation means 34 calculates the theoretical value of the dimensionless flow rate σ in advance and stores it as map data for the pressure ratio between the intake pipe internal pressure Pe and the atmospheric pressure Po. The pressure ratio PeTGT / Po between the target intake pipe internal pressure PeTGT and the atmospheric pressure Po calculated by the pressure ratio calculation means 33, which is the target intake pipe internal pressure calculation means, before the calculation processing by the target effective opening area calculation means 31. Is used to calculate the dimensionless flow rate σ.

By the way, when the pressure ratio PeTGT / Po increases, the airflow sensor 2 and the intake pipe internal pressure sensor 7 are affected by intake air pulsation, so that the measured value of the intake air amount Qa may cause an error with respect to the actual intake air amount. In addition, the calculation of the dimensionless flow rate σ may be greatly affected by the measurement error of the intake pipe pressure Pe due to the intake air pulsation.
Therefore, the pressure ratio fixing means (not shown) of the pressure ratio calculation means 33 treats the pressure ratio PeTGT / Po as the predetermined value A when the pressure ratio PeTGT / Po is equal to or greater than the predetermined value A, thereby The influence of pulsation is suppressed, and the controllability of the throttle 4 is ensured.

  Instead of fixing the pressure ratio PeTGT / Po to the predetermined value A in the pressure ratio calculation means 33, the map value of the dimensionless flow rate σ with respect to the pressure ratio PeTGT / Po in the dimensionless flow rate calculation means 34 is expressed as the pressure ratio PeTGT / In a region where Po is equal to or greater than the predetermined value A, the same value as that of the predetermined value A may be set.

Hereinafter, the target opening calculation means 35 calculates the target opening TP * using the target effective opening area CAt * calculated by the target effective opening area calculation means 31.
At this time, the target opening calculation means 35 obtains in advance the relationship between the measured value of the throttle opening TP and the effective opening area CAt calculated by the equation (5) from the measured value of the intake air amount Qa, and the throttle opening TP and the effective opening area are calculated. A two-dimensional map that has a one-to-one correspondence with the opening area CAt is stored, and the target opening TP * corresponding to the target effective opening area CAt * is calculated by using this two-dimensional map.

  Next, when the throttle opening control means of the arithmetic processing unit 9b controls the throttle 4 so that the target opening TP * calculated by the target opening calculation means 35 is achieved, the throttle 4 and the various sensors 10 are controlled. The throttle learning value is calculated so that the error between the target intake air amount Qa * and the actual intake air amount Qa due to variations in the engine speed and various estimation errors decreases.

Next, the calculation process of the throttle learning correction value TPFBi according to the first embodiment will be described in detail with reference to FIG. 4, FIG. 5, FIG. 6, and FIG.
FIG. 4 shows an outline of throttle learning and throttle feedback processing based on the relationship between the throttle opening TP and the effective opening area CAt.
As shown in FIG. 4, the throttle opening TP calculated from the correspondence map relationship (hereinafter referred to as CAt-TP map) between the throttle opening TP and the effective opening area CAt that are pre-adapted by the symbol a, and the throttle position sensor 5. A learning-corrected CAt-TP map indicated by symbol b in which a part of the learning basic value ΔTPr is added to the CAt-TP map a with the difference in throttle opening TP detected from 5 as a learning basic value ΔTPr is formed. Further, the feedback basic value ΔTPfb is calculated from the difference between the CAt-TP map b corrected to reflect the learning value and the throttle opening TP, and a part of the feedback is reflected on the throttle learning correction value TPFBi and indicated by the symbol c. A CAt-TP map is formed after the feedback processing.

  FIG. 5 is a block diagram showing the throttle learning value calculation means 50, and FIG. 6 is a block diagram showing the throttle feedback control means 60. FIG. 7 is a block diagram showing the final target opening degree calculation means 70.

First, the throttle learning value calculation means 50 will be described with reference to FIG.
In FIG. 5, the learning effective opening area calculation means 51 calculates the learning effective opening area CAtr of the throttle 4 by the throttle opening control means based on the actual intake air amount Qa when the target opening degree TP * is controlled. To do.
At this time, the learning effective opening area calculation means 51 applies the intake air amount Qa, the atmospheric pressure Po, the intake pipe internal pressure Pe, and the intake air temperature To to the flow rate calculation formula of a so-called throttle type flow meter, and the above-described formula (5) As described above, the learning effective opening area CAtr of the throttle opening control means is calculated and input to the learning opening calculation means 52.

  The learning opening degree calculation means 52 calculates the learning opening degree TPir calculated from the learning effective opening area CAtr using the CAt-TP map and inputs it to the learning basic value calculation means 53. At this time, the above CAt-TP map is input to the learning basic value calculation means 53 as a learning opening TPir, which is obtained by adding a previously calculated throttle opening learning value TPLRNi to a map relationship that has been adapted in advance. There is no problem.

  The learning basic value calculation means 53 calculates a deviation ΔTPr (= TP−TPir) between the throttle opening TP detected by the throttle position sensor 5 and the learning opening TPir as a learning basic value, and performs a corrected integration process for learning. Input to means 54. Here, the throttle opening TP is the same as the timing at which the learning opening TPir is calculated. Further, the target opening TP * may be used instead of the throttle opening TP.

  The post-correction integration processing means 54 for learning sequentially integrates a value obtained by multiplying the learning basic value ΔTPr by the correction coefficient Kc1 (0 ≦ Kc1 ≦ 1), or applies a filtering process to the learning basic value ΔTPr to obtain a learning basic value. A value obtained by removing instantaneous variation from ΔTPr is output.

  The monotonic increase processing means 55 is an actual CAt-TP relationship after correction by adding the CAt-TP map and the throttle learning value TPLRN (the relationship between the effective opening area CAt of the throttle opening control means and the throttle opening TP). ) Restricts the throttle learning value TPLRN so as to increase monotonously.

  The throttle learning value storage means (backup memory) 56 stores the throttle opening learning value TPLRNi in the ECU 9 via the monotonous increase processing means 55.

  Therefore, when calculating the throttle opening TP for obtaining the target intake air amount Qa *, the target intake air amount Qa * is satisfactorily achieved with respect to variations in the throttle 4 and various sensors 10 and errors in various estimation calculations. The relationship between the effective opening area CAt and the throttle opening TP can be learned and corrected so as to be able to. The throttle learning value of the throttle opening control means functions as a backup memory. That is, the throttle learning value TPLRN is held in the throttle learning value storage means 56 when the engine 1 is stopped or when the internal combustion engine controller is powered off.

As described above, the calculation of the throttle learning value TPLRN is performed, although the calculation and storage of the throttle opening learning value TPLRNi based on throttle learning value TPLRN is performed, to perform such a learning process in the entire operating range Learning prohibition processing is necessary.

The learning update prohibition condition 57 inputs the previous throttle learning value TPLRN (n−1) and prohibits the update of the throttle learning value TPLRN when a predetermined update prohibition condition described later is satisfied.
Hereinafter, the learning update prohibition condition 57 according to the first embodiment will be specifically described.

  When the update prohibition condition of the throttle learning value TPLRN is not satisfied, the throttle learning value TPLRN calculated by the post-correction integration processing means for learning 54 is used as the final throttle in the learning region corresponding to the CAt axis point of the CAt-TP map. The learning value.

  If the target opening TP * changes suddenly during transient operation, etc., the amount of intake air is reduced due to a response delay until the flow velocity near the airflow sensor 2 changes due to a change in the throttle opening, or a response delay of the airflow sensor 2 itself. A certain amount of time is required until Qa responds.

  Accordingly, the learning update prohibition condition 57 prohibits the update of the throttle learning value TPLRN when the deviation between the target opening TP * and the throttle opening TP is equal to or greater than the predetermined value B. Thereby, erroneous learning of the throttle learning value TPLRN due to a response delay of the intake air amount Qa can be prevented.

  The airflow sensor 2 is affected by the intake air pulsation when the pressure ratio Pe / Po between the intake pipe internal pressure Pe and the atmospheric pressure Po increases to some extent, so that the airflow sensor 2 is between the actual intake air amount and the measured intake air amount. In such an operating region, the throttle learning value TPLRN cannot be accurately calculated.

  Accordingly, the learning update prohibition condition 57 selects the throttle learning value TPLRN (n−1) and prohibits the update of the throttle learning value TPLRN when the pressure ratio Pe / Po is equal to or greater than the predetermined value B described above. Thereby, erroneous learning of the throttle opening TP due to the influence of the intake air pulsation can be prevented.

  The learning update prohibition condition 57 prohibits updating of the throttle learning value when the absolute value of the difference between the target throttle passage air flow rate and the throttle passage air flow rate is less than the product of the target throttle passage air flow rate and the predetermined value C. May be.

  Further, the learning update prohibition condition 57 is that the absolute value of the difference between the target throttle passage air flow rate and the throttle passage air flow rate exceeds the product of the target throttle passage air flow rate and the predetermined value C, and the target throttle passage air flow rate. And the throttle learning value is updated when the absolute value of the difference between the target throttle passage air flow rate and the target throttle passage air flow rate before a predetermined time exceeds one of the products of the target throttle passage air flow rate and the predetermined value D. It may be prohibited.

  Further, the learning update prohibition condition 57 is applied to a sensor used as a means for detecting an intake pipe internal pressure when an abnormality occurs in a sensor used as a means for detecting the amount of intake air to the internal combustion engine when a limp home state is entered. The update of the throttle learning value may be prohibited in any one or more of cases where an abnormality has occurred.

When the deviation between the learning opening TPir and the throttle opening TP or the target opening TP * is equal to or less than the predetermined value E, or the deviation rate between the target intake air amount Qa * and the intake air amount Qa is equal to or less than the predetermined value F. If the deviation between the target effective opening area CAt * and the learning effective opening area CAtr is equal to or less than the predetermined value G, the throttle learning value TPLRN is prohibited from being updated by prohibiting the update of the throttle learning value TPLRN. Functions as a dead zone.
As a result, it is possible to prevent fluctuations in the throttle opening learning value when the throttle learning value converges, that is, fluctuations in the throttle opening.

Next, the throttle feedback control means 60 for correcting the throttle opening TP will be described with reference to FIG.
The throttle feedback control means 60 includes a feedback effective opening area calculation means 61 using the target intake pipe internal pressure PeTGT, a feedback opening degree calculation means 62, and a feedback basic value calculation means 63 to which the output of the throttle position sensor 5 is input. And a post-correction integration processing means (F / B) 64 for integrating the feedback basic value ΔTPfb, and a feedback update prohibition condition 65. Note that the previous stage configuration of the target opening calculation means 35 is the same as that described above (see FIG. 5), and is omitted.

The feedback effective opening area calculating means 61 calculates the feedback effective opening area CAtfb of the throttle 4 by the throttle opening control means based on the actual intake air amount Qa when the target opening TP * is controlled.
At this time, the feedback effective opening area calculating means 61 applies the intake air amount Qa, the atmospheric pressure Po, the target intake pipe internal pressure PeTGT, and the intake air temperature To to the flow rate calculation formula of a so-called throttle type flow meter, and the above formula (5 ), The feedback effective opening area CAtfb of the throttle opening control means is calculated and input to the feedback opening calculation means 62.

  The feedback opening degree calculation means 62 calculates the feedback throttle opening degree TPifb calculated from the feedback effective opening area CAtfb using the CAt-TP map and inputs it to the feedback basic value calculation means 63. The CAt-TP map can be input to the feedback basic value calculation means 63 as TPifb, which is obtained by adding the previously calculated throttle opening learning value TPLRNi to the map relationship that has been adapted in advance. .

  The feedback basic value calculating means 63 calculates a difference ΔTPfb (= TP−TPifb) between the throttle opening TP detected by the throttle position sensor 5 and the feedback throttle opening TPifb as a feedback basic value, and performs an integrated process after correction. Input to means (F / B) 64. Here, the throttle opening TP is the same as the timing at which the feedback throttle opening TPifb is calculated. Further, the target opening TP * may be used instead of the throttle opening TP.

  The post-correction integration processing means (F / B) 64 sequentially integrates values obtained by multiplying the feedback basic value ΔTPfb by the correction coefficient Kcfb (0 ≦ Kcfb ≦ 1) (or filters the feedback basic value ΔTPfb). Then, the throttle feedback value TPFB obtained by removing the instantaneous variation from the feedback basic value ΔTPfb is input to the throttle opening correction value calculating means 72 described later via the feedback update prohibition condition 65.

  Further, as a specific example of the update prohibition condition in the feedback update prohibition condition 65, when the deviation between the target opening and the throttle opening is equal to or greater than a predetermined value B, the update of the throttle feedback value TPFB may be prohibited.

  The feedback update prohibition condition 65 inputs the previous throttle feedback value TPFB (n−1) and prohibits the update of the throttle feedback value TPFB when a predetermined update prohibition condition (described later) is satisfied. Further, when the pressure ratio Pe / Po between the intake pipe internal pressure Pe and the atmospheric pressure Po indicates a predetermined value A or more, the update of the throttle feedback value TPFB may be prohibited.

  Further, the feedback update prohibition condition 65 is that when the absolute value of the difference between the target throttle passage air flow rate and the learning throttle passage air flow rate is less than the product of the target throttle passage air flow rate and the predetermined value H, the throttle feedback value Updates may be prohibited.

  The feedback update prohibition condition 65 is that the absolute value of the difference between the target throttle passage air flow rate and the learning throttle passage air flow rate exceeds the product of the target throttle passage air flow rate and a predetermined value H, and the target throttle passage air flow rate The update of the throttle feedback value TPFB is prohibited when the absolute value of the difference from the target throttle passage air flow before the predetermined time exceeds one of the products of the target throttle passage air flow and the predetermined value I. May be.

  The feedback update prohibition condition 65 is that even when the absolute value of the difference between the target throttle passage air flow rate and the throttle passage air flow rate is less than the product of the target throttle passage air flow rate and the predetermined value J, the throttle feedback value TPFB is held. Good.

  The feedback update prohibition condition 65 is that when a limp home state is entered, when an abnormality occurs in a sensor used as a means for detecting the intake amount to the internal combustion engine, or an abnormality occurs in a sensor used as a means for detecting the intake pipe internal pressure. The throttle feedback value may be prohibited from being updated in any one or more cases.

  In addition, when the deviation between the feedback opening TPifb and the throttle opening TP or the target opening TP * is equal to or less than the predetermined value E, or the deviation rate between the target intake air amount Qa * and the intake air amount Qa is equal to or less than the predetermined value F. In this case, updating of the throttle feedback value TPFB is prohibited in any one or more of the case where the target effective opening area CAt *, the learning effective opening area CAtr, and the deviation are equal to or smaller than the predetermined value G. Good.

Next, the final target opening degree calculation means 70 will be described with reference to FIG.
The final target opening degree calculation means 70 includes a target throttle learning value calculation means 71, a throttle opening correction value calculation means 72, a corrected target opening degree calculation means 73, and a target opening degree calculation means 35, and feedback. A corrected throttle opening correction value TPFBi which is the sum of the throttle feedback value TPFB output via the update prohibition condition 65 and the target throttle learning value TPLRNTGT calculated by the target throttle learning value calculation means 71 is corrected and the target opening degree calculation means 73 is corrected. To enter. The corrected target opening degree calculation means 73 outputs a corrected target opening degree TPTGT * which is the sum of the target opening degree TP * input from the target opening degree calculation means 35 and the throttle learning correction value TPFBi.

  The target throttle learning value calculation means 71 shows a correspondence map relationship between the throttle opening learning value TPLRNi stored in the ECU 9 in the throttle learning value storage means 56 and the throttle opening TP and the effective opening area CAt that are adapted in advance. A target throttle learning value TPLRNTGT calculated from the target effective opening area CAt * is calculated using the CAt-TP map. At this time, the CAt-TP map has no problem even if the previously calculated throttle opening learning value TPLRNi is added to the map relationship that has been matched in advance.

  The throttle opening correction value calculation means 72 includes addition means for adding the throttle feedback value TPFB and the target throttle learning value TPLRNTGT, and inputs the addition result to the corrected target opening calculation means 73 as a throttle learning correction value TPFBi.

  The post-correction target opening degree calculation means 73 comprises addition means for the throttle learning correction value TPFBi calculated from the throttle opening degree correction value calculation means 72 and the target opening degree TP * calculated from the target opening degree calculation means 35. The addition result is output as a corrected target opening TPTGT *.

Thus, the final target opening calculation means 70 calculates the throttle feedback value TPFB based on the feedback basic value ΔTPfb (deviation between the throttle opening TP and the feedback throttle opening TPifb), and sets the target opening TP * as the target opening TP *. An error between the target intake air amount Qa * and the intake air amount Qa is reduced by controlling the throttle opening TP using the corrected target opening TPTGT * corrected by the throttle learning correction value TPFBi.

In the above, the internal combustion engine control apparatus according to the first embodiment has been described in detail. FIG. 8 is a flowchart showing the entire throttle opening control. According to this internal combustion engine control apparatus, the throttle body and various sensor variations are shown. Throttle opening correction is performed by throttle learning, and further, throttle opening correction for throttle opening error due to deviations in setting values such as conversion coefficients generated by controlling the throttle using the target intake pipe internal pressure Since the throttle feedback is used, it is possible to obtain an internal combustion engine control device that realizes throttle opening control that can obtain a highly accurate intake amount with high response to the target intake amount.

1 engine, 2 air flow sensor, 3 intake temperature sensor, 4 throttle body (throttle), 4a throttle valve, 5 throttle position sensor, 6 surge tank, 7 intake pipe pressure sensor, 8 EGR valve, 9 electronic control unit (ECU), 9a Input interface (input I / F), 9b Operation processing unit, 9c Output interface (output I / F), 10 Various sensors, 11 Atmospheric pressure sensor, 12 Throttle upstream pressure sensor, 13 Various actuators, 30 Target intake air amount calculation means 31 target effective opening area calculating means, 32 sonic velocity calculating means, 33 pressure ratio calculating means, 34 dimensionless flow rate calculating means, 35 target opening degree calculating means, 50 throttle learning value calculating means, 51 learning effective opening area calculating means, 52 learning opening calculation means, 53 learning basic value calculation means, 54 learning Post-correction integration processing means, 55 monotonic increase processing means, 56 throttle learning value storage means, 57 learning update prohibition condition, 60 throttle feedback control means, 61 feedback effective opening area calculation means, 62 feedback opening degree calculation means, 63 feedback Basic value calculation means, 64 post-correction integration processing means (F / B), 65 feedback update prohibition condition, 70 final target opening calculation means, 71 target throttle learning value calculation means, 72 throttle opening correction value calculation means, 73 correction Post target opening calculation means, a ₀ sound velocity in the atmosphere, CAt effective opening area, CAtr learning effective opening area, actual effective opening area, CAt * target effective opening area), Po atmospheric pressure, P1 throttle upstream pressure, Pe intake Pipe internal pressure, Qa Intake air flow rate (intake air amount), Qa * Target intake air amount, To intake air temperature (Intake air temperature), TP throttle opening, TP * target opening, TPLRN throttle learning value, TPTGT * corrected target opening, σ dimensionless flow, ΔTPr learning basic value, TPLRNi throttle opening learning value, TPFB throttle feedback value , TPFBi Throttle learning correction value, ΔTPfb feedback basic value, TPir learning opening

Claims (13)

Throttle opening degree control means for controlling the intake amount to the internal combustion engine by changing the throttle effective opening area of the intake passage by controlling the opening degree of the throttle valve provided in the intake passage of the internal combustion engine, and the internal combustion engine Intake air amount detection means for detecting the intake air amount to the engine, throttle upstream pressure detection means for detecting the pressure upstream of the throttle valve, atmospheric pressure detection means for detecting atmospheric pressure, and the throttle valve to the internal combustion engine Intake pipe internal pressure detection means for detecting the pressure in the intake pipe, and intake air temperature detection means for detecting the intake air temperature upstream of the throttle valve, and operating state detection means for detecting the operating state of the internal combustion engine, ,
Target intake air amount calculating means for calculating a target intake air amount in accordance with the operating state of the internal combustion engine;
Target intake pipe internal pressure calculating means for calculating a target intake pipe internal pressure in accordance with the operating state of the internal combustion engine;
The target effective opening area is calculated by adapting the target intake air amount, the pressure upstream of the throttle valve, the target intake pipe internal pressure, and the intake air temperature upstream of the throttle valve to a throttle flow rate calculation formula. Opening area calculating means;
A target opening calculation means for calculating a target opening from the target effective opening area using a correspondence map between a throttle effective opening area and a throttle opening adapted in advance;
Learning that calculates the effective opening area for learning by adapting the intake air amount, the pressure upstream of the throttle valve, the target intake pipe internal pressure, and the intake air temperature upstream of the throttle valve to the throttle flow rate calculation formula Effective opening area calculating means, learning opening calculating means for calculating a learning opening from the learning effective opening area using the correspondence map, and learning from a difference between the throttle opening and the learning opening A learning basic value calculating unit that calculates a basic value; a throttle learning value calculating unit that includes a corrected integration processing unit for learning that calculates a throttle learning value by removing instantaneous variation from the learning basic value;
Applying the intake air amount, the pressure upstream of the throttle valve, the target intake pipe internal pressure, and the intake air temperature upstream of the throttle valve to the throttle flow rate calculation formula to calculate the effective opening area for feedback The feedback effective opening area calculating means, the feedback opening calculating means for calculating the feedback opening from the feedback effective opening area using the correspondence map, the throttle opening and the feedback opening Throttle feedback control means including feedback basic value calculation means for calculating a feedback basic value from the difference; and post-correction integration processing means for calculating the throttle feedback value by integrating the feedback basic value;
A corrected target opening degree calculating means including the target opening degree calculating means, a target throttle learning value calculating means for calculating a target throttle learning value, and the throttle feedback control means;
The corrected target opening degree calculation means, the target throttle learning value calculation means, and a throttle learning correction value that is the sum of the throttle feedback value and the target throttle learning value is input to the corrected target opening degree calculation means. A throttle opening correction value calculating means; and a target opening calculating means, the target opening value corresponding to the target effective opening area of the correspondence map, the target throttle learning value, and the throttle feedback value. A final target opening degree calculation means for updating and storing the throttle learning value and the throttle feedback value so that the sum of the two values approaches the actual throttle opening degree corresponding to the target effective opening area ,
An internal combustion engine control device , wherein updating of the throttle learning value is prohibited when updating of the throttle feedback value is prohibited . When updating the throttle learning value corresponding to the upper axis point of the two effective opening area axis points of the correspondence map sandwiching the effective opening area for learning, the throttle opening indicated by the upper axis point is The throttle learning value sum does not exceed the throttle opening,
When updating the throttle learning value corresponding to the lower shaft point, the throttle opening indicated by the lower shaft point and the throttle learning value should not be less than the throttle opening. The internal combustion engine control device according to claim 1 , wherein the control device is an internal combustion engine control device. 3. The internal combustion engine control device according to claim 1, wherein when the deviation between the target opening and the throttle opening is equal to or greater than the update of the throttle feedback value. The contrast is the effective opening area for the learning sum of the corresponding map and the throttle learning value, according to any one of claims 1 to 3, characterized in that to limit the throttle learning value to be monotonically increasing The internal combustion engine control device. When at least one of the pressure ratio between the pressure in the intake pipe and the pressure upstream of the throttle valve with respect to the target intake pipe internal pressure or the atmospheric pressure shows a predetermined value or more, the throttle feedback value and the throttle learning The internal combustion engine control device according to any one of claims 1 to 4 , wherein updating of the value is prohibited. When at least one of the learning effective opening area and the target effective opening area indicates a value exceeding a predetermined value range of the correspondence map, updating the throttle feedback value is prohibited. The internal combustion engine control device according to any one of claims 1 to 5 , wherein the control device is an internal combustion engine control device. The engine speed is first predetermined value or less, or if more than the first predetermined value greater than the second predetermined value, the claim 1, characterized in that prohibits updating of the throttle feedback value 6 The internal combustion engine control device according to any one of the above. If the absolute value of the difference between the target throttle passage air flow rate and the throttle passage air flow rate is less than the product of the target throttle passage air flow rate and the third predetermined value, the updating of the throttle feedback value is prohibited. The internal combustion engine control device according to any one of claims 1 to 7 , wherein the control device is an internal combustion engine control device. When the absolute value of the difference between the target throttle passing air flow rate and the learning throttle passing air flow rate indicates a value exceeding the product of the target throttle passing air flow rate and the fourth predetermined value, updating of the throttle feedback value is prohibited. Means to
When the absolute value of the difference between the target throttle passage air flow rate and the target throttle passage air flow rate before the first predetermined time indicates a value exceeding the product of the target throttle passage air flow rate and the fifth predetermined value, Means for prohibiting updating of the throttle feedback value;
The internal combustion engine control device according to any one of claims 1 to 8 , wherein one or both of the above are provided. If the absolute value of the difference between the target throttle passage air flow rate and the throttle passage air flow rate is less than the product of the target throttle passage air flow rate and the sixth predetermined value, the updating of the throttle learning value is prohibited. The internal combustion engine control device according to any one of claims 1 to 9 , wherein the control device is an internal combustion engine control device. Means for prohibiting updating of the throttle learning value when the absolute value of the difference between the target throttle passing air flow rate and the throttle passing air flow rate indicates a value exceeding the product of the target throttle passing air flow rate and the sixth predetermined value; ,
When the absolute value of the difference between the target throttle passage air flow rate and the target throttle passage air flow rate before the second predetermined time indicates a value exceeding the product of the target throttle passage air flow rate and the seventh predetermined value; Means for prohibiting updating of the throttle learning value;
The internal combustion engine control device according to any one of claims 1 to 10 , wherein one or both of the above are provided. Means for prohibiting updating of the throttle feedback value and the throttle learning value in the limp home state;
Means for prohibiting updating of the throttle feedback value and the throttle learning value when an abnormality occurs in a sensor used as means for detecting the intake air amount to the internal combustion engine;
Means for prohibiting updating of the throttle feedback value and the throttle learning value when an abnormality occurs in a sensor used as means for detecting the pressure in the intake pipe;
The internal combustion engine control device according to any one of claims 1 to 11 , wherein one or both of the above are provided. The internal combustion engine control device according to any one of claims 1 to 12 , wherein the throttle feedback value is prohibited from being updated when the throttle opening shows a value exceeding an eighth predetermined value.

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