JP6506661B2 - Engine control device - Google Patents

Description

  The present invention relates to a control device for an engine, and more particularly to an engine control device having a humidity sensor in an intake pipe of the engine.

  DESCRIPTION OF RELATED ART As background art of this technical field, there exists Unexamined-Japanese-Patent No. 2009-138707 (patent document 1). In this publication, "for a vehicle equipped with an engine and a dehumidifier that operates by the driving force of the engine to dehumidify the passenger compartment, the engine is stopped when a predetermined stop condition is satisfied, and A control device of a vehicle comprising an engine control means for starting the engine when a predetermined engine stop time has elapsed, the vehicle state detection means detecting a situation where the vehicle is placed, and the vehicle state detection means Under the circumstances, the fog judgment humidity estimating means for estimating the fog judgment humidity which is a humidity which does not cause fogging on the window glass of the vehicle, the humidity detecting means for detecting the humidity in the vehicle interior, and The engine stop time determining means determines the engine stop time to be longer as the humidity difference is larger in accordance with the humidity difference between the humidity detected by the humidity detection means and the fogging determination humidity. A control device for a vehicle, characterized in that the engine control means starts the engine and starts the dehumidifier when the engine stop time elapses after the start condition is satisfied and the engine is stopped. It is described (see [claim 1]).

  Moreover, there exists Unexamined-Japanese-Patent No. 2010-084621 (patent document 2) as background art of this technical field. In this publication, "a control method of a spark ignition engine provided with compression ratio changing means for forcibly changing the effective compression ratio, and the occurrence of abnormal combustion due to self-ignition prior to the normal combustion time due to spark ignition is Abnormal combustion determination step of predicting or detecting, and when the abnormal combustion is predicted or detected in the low speed operation region of the engine, the rotational speed of the engine is increased and the abnormal combustion is performed even after the rotational speed of the engine is increased A control step of reducing the effective compression ratio by the compression ratio changing means when the engine control unit is predicted or detected, and an engine control method comprising the steps of: (See [claim 1], [0035]).

JP, 2009-138707, A Unexamined-Japanese-Patent No. 2010-084621

  However, the above-mentioned prior art (patent document 1) aims to prevent fogging of the indoor glass during the engine stop period, and when the vehicle speed is less than a predetermined value, sudden change in intake humidity at engine stop or engine start is caused. It does not correspond. Further, in the above-mentioned prior art (Patent Document 2), when the engine is running at a low engine speed, the engine speed is increased when the engine is running, and the humidity is taken into consideration to change the compression ratio etc. However, when the vehicle speed is less than a predetermined value, it does not correspond to a sudden change in intake humidity at the time of engine stop or engine start. In the present invention, in an engine provided with humidity detection means in the intake pipe of the engine, sudden change in intake humidity due to the influence of water vapor from the ground when the vehicle speed is less than a predetermined value, water vapor from the combustion chamber at engine stop or engine start To adapt to sudden changes in intake humidity due to the influence of

  In order to solve the above problems, for example, the configuration described in the claims is adopted. Although the present application includes a plurality of means for solving the above-mentioned problems, for example, it comprises humidity detection means for detecting the humidity of intake air taken into the engine, and processing means for performing processing based on the output from the humidity detection means. The processing means performs processing different from normal processing using an output from the humidity detection means when the vehicle speed is lower than a predetermined value, or when the engine is stopped or started.

  That is, when the vehicle speed is less than a predetermined value, the intake humidity may change suddenly due to the influence of water vapor from the ground, and when the engine is stopped or when the engine (re) starts, the intake humidity is affected by the water vapor from the combustion chamber. It may change suddenly. This sudden change hardly occurs during normal operation, and is not considered in the conventional control. For this reason, in conventional control, it is not possible to cope with this sudden change in humidity, and the fuel consumption is deteriorated, combustion instability and the like, which have an adverse effect on the engine. When the vehicle speed is equal to or less than a predetermined value, processing relating to predetermined engine control or predetermined humidity detection means different from normal control capable of coping with the sudden change is performed.

  Further, for example, processing different from the normal processing may be considered as control to enhance the followability to the output of the humidity detection means. This is to perform control such that the followability of control using the output value of the humidity detection means becomes high so that engine control parameters such as ignition timing can follow the sudden change in humidity.

  The processing means is ignition timing control means for controlling the ignition timing of the ignition device provided in the engine, and processing different from the normal processing determines the ignition timing based on the humidity from the current ignition timing. It may be processing to make the ignition timing correction amount per control cycle at the time of correcting to the target ignition timing to be made larger than usual.

  Also, for example, processing different from the normal processing may be processing using a value having no correlation with the output value output from the humidity detection means. That is, in order to eliminate an adverse effect due to a sudden change in humidity, the sensitivity of the change in humidity is eliminated by switching to control not using the output value of the humidity detection means.

  Also, for example, it is conceivable to use a constant value as a value having no correlation with the output value. That is, the sensitivity of the humidity change is eliminated by fixing the output value of the humidity detection means to a predetermined value in order to eliminate the adverse effect due to the sudden change in humidity.

Further, the humidity detection means is a humidity sensor provided in an intake pipe to the engine,
As a process different from the normal process, it is conceivable to diagnose the humidity detection means using an output from the humidity detection means. That is, the dynamic range, responsiveness, and the like of the humidity detection means are diagnosed using the sudden change in humidity.

Also, for example,
When the output value outputted from the humidity detecting means does not become equal to or more than a predetermined value, it may be diagnosed that the humidity detecting means is abnormal. That is, when the output value of the humidity detection means does not reach a predetermined value or more using the humidity sudden change phenomenon, the humidity detection means is determined to be abnormal.

  Further, for example, it is preferable to carry out processing different from the normal processing, for a predetermined period after the engine is stopped or started. That is, sudden change of the intake air humidity at the time of engine stop occurs for a fixed period after stop. During this period, processing relating to predetermined engine control or predetermined humidity detection means is performed. In addition, sudden change of intake air humidity at the time of engine (re) start occurs for a fixed period of time after the start. During this period, processing relating to predetermined engine control or predetermined humidity detection means is performed.

  According to the present invention, it is possible to adapt to sudden changes in intake humidity due to the influence of water vapor from the ground when the vehicle speed is less than a predetermined value, and sudden changes in intake humidity due to the influence of water vapor from the combustion chamber at engine stop or engine start. The combustion robustness is improved and the fuel consumption is improved.

Engine control system in the first to sixth embodiments The figure showing the inside of the control unit in Examples 1-6 Block diagram showing the whole control in the first and third embodiments Block diagram of ignition timing correction value calculation unit in the first embodiment Block diagram showing the whole control in the second embodiment Block diagram of humidity sensor output correction unit in the second embodiment Block diagram of ignition timing correction value calculation unit in the third embodiment Block diagram showing the whole control in the fourth embodiment Block diagram of humidity sensor diagnosis unit in the fourth embodiment Block diagram showing the whole control in the fifth embodiment Block diagram of humidity sensor diagnosis unit in the fifth embodiment Block diagram showing the whole control in the sixth embodiment Block diagram of ignition timing correction value calculation unit in the sixth embodiment

  Examples will be described below with reference to the drawings.

  In this embodiment, an embodiment of control will be described in which the follow-up property of control using the output value of the humidity detection means becomes high when the vehicle speed is lower than a predetermined value or when the engine is started.

  FIG. 1 is a system diagram showing the present embodiment. In an engine 9 composed of multiple cylinders (here, four cylinders), air from the outside passes through the air cleaner 1 and flows into the cylinders through the intake manifold 4 and the collector 5. The amount of incoming air is adjusted by the electronic throttle 3. The air flow sensor 2 detects the amount of inflowing air. Further, the intake air temperature sensor 29 detects the intake air temperature. The humidity sensor 31 detects the humidity in the intake pipe. The crank angle sensor 15 outputs a signal for each rotation angle 10 ° of the crankshaft and a signal for each combustion cycle. The water temperature sensor 14 detects the temperature of the engine coolant. Further, the accelerator opening sensor 13 detects the amount of depression of the accelerator 6, and thereby detects the driver's request torque. The vehicle speed sensor 32 detects a vehicle speed.

  Signals of the accelerator opening sensor 13, the air flow sensor 2, the intake temperature sensor 29, the humidity sensor 31, the throttle opening sensor 17 attached to the electronic throttle 3, the crank angle sensor 15, and the water temperature sensor 14 are control units described later. The engine operation state is obtained from these sensor outputs, and the main operation amounts of the engine such as the air amount, the fuel injection amount, the ignition timing and the EGR amount are optimally calculated.

  The target air amount calculated in the control unit 16 is converted into a target throttle opening degree → electronic throttle drive signal and sent to the electronic throttle 3. The fuel injection amount is converted into a valve opening pulse signal and sent to a fuel injection valve (injector) 7. Further, a drive signal is sent to the spark plug 8 so as to be ignited at the ignition timing calculated by the control unit 16. Further, a drive signal is sent to the EGR valve 19 so that the target EGR amount calculated by the control unit 16 is realized.

  The injected fuel is mixed with the air from the intake manifold and flows into the cylinder of the engine 9 to form an air-fuel mixture. The air-fuel mixture is detonated by the spark generated from the spark plug 8 at a predetermined ignition timing, and the combustion pressure pushes down the piston to power the engine. Exhaust gas after explosion passes through the exhaust manifold 10 and passes through the exhaust heat recovery device 11. After the heat (energy) of the exhaust gas is recovered by the exhaust heat recovery device, a part of the exhaust gas is recirculated to the intake side through the exhaust gas recirculation pipe 18. The amount of reflux is controlled by an EGR valve (valve) 19.

  The catalyst upstream air-fuel ratio sensor 12 is attached between the engine 9 and the exhaust heat recovery device 11. The exhaust temperature sensor 20 is mounted downstream of the exhaust heat recovery device 11.

  FIG. 2 shows the inside of the control unit 16. The air flow sensor 2, the catalyst upstream air-fuel ratio sensor 12, the accelerator opening sensor 13, the water temperature sensor 14, the crank angle sensor 15, the throttle valve opening sensor 17, the exhaust temperature sensor 20, the intake temperature sensor 29, and the humidity sensor 31 The sensor output values of the vehicle speed sensor 32 are input, and after being subjected to signal processing such as noise removal in the input circuit 24, they are sent to the input / output port 25. The value of the input port is stored in the RAM 23 and is arithmetically processed in the CPU 21. A control program describing the contents of the arithmetic processing is written in advance in the ROM 22. A value representing each actuator operation amount calculated according to the control program is stored in the RAM 23 and then sent to the input / output port 25. The operation signal of the spark plug is ON when the primary coil in the ignition output circuit is in conduction, and the ON / OFF signal is OFF when it is in the non-conduction state. The ignition timing is when it turns off from on. The signal for the spark plug set at the output port is amplified by the spark output circuit 26 to a sufficient energy required for combustion and supplied to the spark plug. Further, the drive signal of the fuel injection valve is set to ON / OFF signal which is ON when opening the valve and OFF when closing the valve, and amplified by the fuel injection valve drive circuit 27 to energy sufficient for opening the fuel injection valve. Sent to A drive signal for realizing the target opening degree of the electronic throttle 3 is sent to the electronic throttle 3 through the electronic throttle drive circuit 28. A drive signal for realizing the target opening degree of the EGR valve 19 is sent to the EGR valve 19 through the EGR valve drive circuit 30.

  The control program written to the ROM 22 will be described below. FIG. 3 is a block diagram showing the whole control, which is composed of the following operation units.

· Ignition timing correction value calculation unit (Fig. 4)
The “ignition timing correction value calculation unit” calculates the ignition timing correction value (Hos_Hum) based on the humidity (Hum), the vehicle speed (Vsp), and the engine rotation speed (Ne). A value obtained by adding Hos_Hum to the basic ignition timing (ADV_0) is taken as a final ignition timing (ADV). The calculation method of the basic ignition timing (ADV_0) will not be described in detail here because there are many known techniques.

  In this embodiment, means for inputting a signal from the humidity detection means installed in the intake pipe of the engine and tracking of the ignition timing using the output value of the humidity detection means when the vehicle speed is lower than a predetermined value or at engine start. Implement control to increase the quality. According to this configuration, even when the vehicle speed is below a predetermined value or when the humidity suddenly changes when the engine is started, the follow-up property of the ignition timing control is high, so control is performed to the optimal ignition timing according to the sudden humidity change. The combustion robustness is improved and the fuel consumption is improved. The details of each operation unit will be described below.

<Ignition timing correction value calculation unit (FIG. 4)>
The calculation unit calculates Hos_Hum (ignition timing correction value). Specifically, it is shown in FIG.
A value obtained by referring to the map M_Hos_Hum0 using Hum (humidity) is taken as Hos_Hum0 (ignition timing correction basic value).
・ Vsp ≦ K1_Vsp Alternatively, when the engine is started, f_mode = 1. Otherwise, f_mode = 0.
When Hos_Hum (previous value) is different from Hos_Hum0, Hos_Hum approaches Hos_Hum0 by K1_Hos_Hum.
K1_Hos_Hum is
i) When f_mode = 0, K1_Hos_Hum_a
ii) K1_Hos_Hum_b when f_mode = 1
iii) Otherwise, Hos_Hum = Hos_Hum0
I assume.

  The set value of the map M_Hos_Hum0 may be determined from an actual machine test or the like so as to be an optimal ignition timing (desired fuel efficiency / exhaust performance) according to Hum (humidity).

  The determination method at the time of engine start is not described in detail here because there are conventionally various processes such as using the engine rotational speed (Ne) and the like.

  K1_Hos_Hum_a and K1_Hos_Hum_b are K1_Hos_Hum_a <K1_Hos_Hum_b, and when f_mode = 1, the followability of Hos_Hum is set to be fast. Concrete values may be determined from actual machine tests and the like according to each engine performance.

  In this embodiment, an embodiment of control in which the output value of the humidity detection means is set to a predetermined value when the vehicle speed is lower than a predetermined value or when the engine is stopped or started will be described.

  FIG. 1 is a system diagram showing the present embodiment. Since it is the same as Example 1, it does not detail.

  Although FIG. 2 shows the inside of the control unit 16, it is the same as that of the first embodiment and therefore will not be described in detail.

  The control program written to the ROM 22 will be described below. FIG. 5 is a block diagram showing the entire control, which is composed of the following operation units.

· Humidity sensor output correction unit (Figure 5)
The “humidity sensor output correction unit” calculates the post-correction humidity (Hum1) based on the humidity (Hum), the vehicle speed (Vsp), and the engine rotation speed (Ne).

  The post-correction humidity (Hum1) is conventionally used in control performed using humidity. The control is a conventional control such as ignition timing control, and thus will not be described in detail here.

  In this embodiment, means for inputting a signal from the humidity detection means installed in the intake pipe of the engine, and an output value of the humidity detection means when the vehicle speed is below a predetermined value or when the engine is stopped or started Implement control to handle as the value of. According to this configuration, the adverse effect of erroneous control at the time of sudden change in humidity can be eliminated, so that the combustion robustness is improved.

The details of each operation unit will be described below.
Humidity sensor output correction unit (Fig. 6)
The main operation unit calculates Hum1 (humidity after correction). Specifically, it is shown in FIG.
・ Vsp ≦ K1_Vsp Alternatively, f_mode = 1 is set when the engine is stopped or when the engine is started. Otherwise, f_mode = 0.
i) When f_mode = 0 Hum1 = Hum
ii) When f_mode = 1, Hum1 = K1_Hum
I assume.

  Conventionally, there are various processes such as using the engine rotational speed (Ne), etc., regarding the determination method when the engine is stopped and when the engine is started, so the details will not be described here.

  K1_Hum should be determined from the actual machine test or the like according to the performance of each engine, as the standard humidity or the humidity at which the adverse effect on the engine is minimized.

  In the present embodiment, an embodiment will be described in which the control is performed so as not to use the output value of the humidity detection means when the vehicle speed is lower than a predetermined value or when the engine is started.

  FIG. 1 is a system diagram showing the present embodiment. Since it is the same as Example 1, it does not detail.

  Although FIG. 2 shows the inside of the control unit 16, it is the same as that of the first embodiment and therefore will not be described in detail.

  The control program written to the ROM 22 will be described below. FIG. 3 is a block diagram showing the whole control, which is composed of the following operation units.

· Ignition timing correction value calculation unit (Fig. 7)
The “ignition timing correction value calculation unit” calculates the ignition timing correction value (Hos_Hum) based on the humidity (Hum), the vehicle speed (Vsp), and the engine rotation speed (Ne). A value obtained by adding Hos_Hum to the basic ignition timing (ADV_0) is taken as a final ignition timing (ADV). The calculation method of the basic ignition timing (ADV_0) will not be described in detail here because there are many known techniques.

  In this embodiment, switching is made to means for inputting a signal from the humidity detection means installed in the intake pipe of the engine and control not using the output value of the humidity detection means when the vehicle speed is below a predetermined value or at engine start. Perform the process. According to this configuration, the adverse effect of erroneous control at the time of sudden change in humidity can be eliminated, so that the combustion robustness is improved.

The details of each operation unit will be described below.
<Ignition timing correction value calculation unit (FIG. 7)>
The calculation unit calculates Hos_Hum (ignition timing correction value). Specifically, it is shown in FIG.
・ Vsp ≦ K1_Vsp Alternatively, f_mode = 1 is set when the engine is stopped or when the engine is started. Otherwise, f_mode = 0.
A value obtained by referring to the map M_Hos_Hum0 using Hum (humidity) is taken as Hos_Hum0 (ignition timing correction basic value).
When f_mode = 0, Hos_Hum = Hos_Hum0
When f_mode = 1, Hos_Hum = 0
I assume.

  Conventionally, there are various processes such as using the engine rotational speed (Ne), etc., regarding the determination method when the engine is stopped and when the engine is started, so the details will not be described here.

  The set value of the map M_Hos_Hum0 may be determined from an actual machine test or the like so as to be an optimal ignition timing (desired fuel efficiency / exhaust performance) according to Hum (humidity).

  In the present embodiment, an embodiment will be described in which the humidity detection means is diagnosed when the vehicle speed is lower than a predetermined value or when the engine is stopped or started.

  FIG. 1 is a system diagram showing the present embodiment. Since it is the same as the first embodiment, it will not be described in detail.

  Although FIG. 2 shows the inside of the control unit 16, it is the same as that of the first embodiment and therefore will not be described in detail.

  The control program written to the ROM 22 will be described below. FIG. 8 is a block diagram showing the whole control, which is composed of the following operation units.

· Humidity sensor diagnosis unit (Figure 9)
The "humidity sensor diagnosis unit" calculates an abnormality flag (f_MUL) based on the humidity (Hum), the vehicle speed (Vsp), and the engine rotational speed (Ne).

  In this embodiment, means for inputting a signal from the humidity detection means installed in the intake pipe of the engine and diagnosis of the humidity detection means when the vehicle speed is lower than a predetermined value or when the engine is stopped or started . According to this configuration, the humidity detection means is diagnosed using a sudden change in humidity that normally does not occur, so that the diagnostic accuracy is improved. The details of each operation unit will be described below.

<Humidity sensor diagnostic unit (Fig. 9)>
The operation unit calculates f_MUL (abnormality flag). Specifically, it is shown in FIG.
・ Vsp ≦ K1_Vsp Alternatively, f_mode = 1 is set when the engine is stopped or when the engine is started. Otherwise, f_mode = 0.
i) When f_mode = 0, f_MUL maintains the previous value.
ii) In f_mode = 1,
Even if Hum ≧ K1_Hum_MUL even once, f_MUL = 0
Otherwise, f_MUL = 1
Conventionally, there are various processes such as using the engine rotational speed (Ne), etc., regarding the determination method when the engine is stopped and when the engine is started, so the details will not be described here.

  The value of K1_Hum is a value corresponding to a sudden change in humidity that may occur when the vehicle speed is lower than a predetermined value or when the engine is stopped or started. It is also possible to diagnose responsiveness of the humidity sensor based on the time to reach K1_Hum.

  Further, when the vehicle speed is equal to or less than a predetermined value, the humidity may not suddenly change, so this process may be performed only when the engine is stopped and when the engine is started.

  In this embodiment, an embodiment will be described in which the humidity detection means is diagnosed for a predetermined period after the operation of the engine is stopped.

  FIG. 1 is a system diagram showing the present embodiment. Since it is the same as the first embodiment, it will not be described in detail.

  Although FIG. 2 shows the inside of the control unit 16, it is the same as that of the first embodiment and therefore will not be described in detail.

  The control program written to the ROM 22 will be described below. FIG. 10 is a block diagram showing the whole control, which is composed of the following operation units.

· Humidity sensor diagnostic unit (Figure 11)
The "humidity sensor diagnosis unit" calculates an abnormality flag (f_MUL) based on the humidity (Hum) and the engine rotational speed (Ne).

  In this embodiment, means for inputting a signal from the humidity detecting means installed in the intake pipe of the engine and diagnosis of the humidity detecting means are carried out for a predetermined period after the operation of the engine is stopped. According to this configuration, the humidity detection means is diagnosed for an appropriate period using a sudden change in humidity that does not normally occur after the engine is stopped, so the load on the microcomputer and the power are not excessively needed, and the diagnosis accuracy is improved. The details of each operation unit will be described below.

<Humidity sensor diagnosis unit (Fig. 11)>
The operation unit calculates f_MUL (abnormality flag). Specifically, it is shown in FIG.
When Ne (previous value)> 0 to Ne (present value) = 0, the period of T1_mode is f_mode = 1 when Ne = 0. Otherwise, f_mode = 0.
i) When f_mode = 0, f_MUL maintains the previous value.
ii) In f_mode = 1,
Even if Hum ≧ K1_Hum_MUL even once, f_MUL = 0
Otherwise, f_MUL = 1 T1_mode is determined to correspond to a period in which the intake air humidity suddenly changes due to the water vapor from the engine after the engine is stopped. It is good to decide while confirming the actual phenomenon by experiments.

  The value of K1_Hum is a value corresponding to sudden change in humidity that may occur in a predetermined period after the engine is stopped. It is also possible to diagnose responsiveness of the humidity sensor based on the time to reach K1_Hum.

  In this embodiment, an embodiment of control will be described in which the follow-up property of control using the output value of the humidity detection means becomes high for a predetermined period after the engine is started.

  FIG. 1 is a system diagram showing the present embodiment. Since it is the same as the first embodiment, it will not be described in detail.

  Although FIG. 2 shows the inside of the control unit 16, it is the same as that of the first embodiment and therefore will not be described in detail.

  The control program written to the ROM 22 will be described below. FIG. 12 is a block diagram showing the whole control, which is composed of the following operation units.

· Ignition timing correction value calculation unit (Fig. 13)
The “ignition timing correction value calculation unit” calculates the ignition timing correction value (Hos_Hum) based on the humidity (Hum) and the engine rotational speed (Ne). A value obtained by adding Hos_Hum to the basic ignition timing (ADV_0) is taken as a final ignition timing (ADV). The calculation method of the basic ignition timing (ADV_0) will not be described in detail here because there are many known techniques.

  In this embodiment, the means for inputting the signal from the humidity detection means installed in the intake pipe of the engine and the follow-up property of the ignition timing using the output value of the humidity detection means is high for a predetermined period after the engine is started. Implement control. According to this configuration, since the follow-up ability of the ignition timing control is high only at the humidity sudden change time after engine start, it becomes possible to control to the optimal ignition timing according to the sudden humidity change only for an appropriate period, and the combustion robustness Improves the fuel efficiency and at the same time improves the system robustness. The details of each operation unit will be described below.

<Ignition timing correction value calculation unit (FIG. 13)>
The calculation unit calculates Hos_Hum (ignition timing correction value). Specifically, it is shown in FIG.
A value obtained by referring to the map M_Hos_Hum0 using Hum (humidity) is taken as Hos_Hum0 (ignition timing correction basic value).
When Ne (previous value) = 0 and Ne (current value)> 0 from 0, the period of T2_mode is f_mode = 1 when Ne> 0. Otherwise, f_mode = 0.
When Hos_Hum (previous value) is different from Hos_Hum0, Hos_Hum approaches Hos_Hum0 by K1_Hos_Hum. K1_Hos_Hum is
i) When f_mode = 0, K1_Hos_Hum_a
ii) K1_Hos_Hum_b when f_mode = 1
I assume.
iii) Otherwise, Hos_Hum = Hos_Hum0
I assume.

  The set value of the map M_Hos_Hum0 may be determined from an actual machine test or the like so as to be an optimal ignition timing (desired fuel efficiency / exhaust performance) according to Hum (humidity). T2_mode is determined to correspond to a period in which intake humidity changes rapidly due to water vapor from the engine after engine start. It is good to decide while confirming the actual phenomenon by experiments.

  K1_Hos_Hum_a and K1_Hos_Hum_b are K1_Hos_Hum_a <K1_Hos_Hum_b, and when f_mode = 1, the followability of Hos_Hum is set to be fast. Concrete values may be determined from actual machine tests and the like according to each engine performance.

1 air cleaner 2 air flow sensor 3 electronic throttle 4 intake pipe 5 collector 6 accelerator 7 fuel injection valve 8 spark plug 9 engine 10 exhaust pipe 11 exhaust heat recovery device 12 A / F sensor 13 accelerator opening sensor 14 water temperature sensor 15 engine speed sensor 16 Control Unit 17 Throttle Opening Sensor 18 Exhaust Reflux Tube 19 Exhaust Reflux Adjustment Valve 20 Exhaust Temperature Sensor 21 CPU Mounted in Control Unit
22 ROM implemented in control unit
23 RAM implemented in control unit
24 Input circuits of various sensors mounted in the control unit 25 Input of various sensor signals, port 26 outputting actuator operation signal Ignition output circuit 27 outputting a drive signal at appropriate timing to the spark plug 27 Appropriate for fuel injection valve Fuel injector drive circuit 28 that outputs pulses Electronic throttle drive circuit 29 Intake temperature sensor 31 Humidity sensor 32 Vehicle speed sensor

Claims (4)

Humidity detection means for detecting the humidity of intake air taken into the engine;
And processing means for performing processing based on the output from the humidity detection means,
The control unit for an engine according to claim 1, wherein the processing unit performs processing to increase the followability to the output of the humidity detection unit when the vehicle speed is lower than a predetermined value or when the engine is stopped or started. Humidity detection means for detecting the humidity of intake air taken into the engine;
And processing means for performing processing based on the output from the humidity detection means,
The processing means is ignition timing control means for controlling the ignition timing of an ignition device provided in the engine, and the ignition timing is currently set when the vehicle speed is below a predetermined value or when the engine is stopped or started . The ignition timing correction amount per control cycle when correcting from the ignition timing to the target ignition timing determined based on humidity is larger than when the vehicle speed is less than a predetermined value or when stopping or starting the engine the engine control apparatus which is characterized in that the process of. Humidity detection means for detecting the humidity of intake air taken into the engine;
And processing means for performing processing based on the output from the humidity detection means,
The processing means performs processing using a value having no correlation with the output value output from the humidity detection means when the vehicle speed is lower than a predetermined value or when the engine is stopped or started . A control device for an engine , wherein a constant value is used as a value having no correlation with the output value . In claim 1,
A control device for an engine, which executes processing for enhancing the followability to the output of the humidity detection means for a predetermined period after the engine is stopped or started.

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