JPH01273856A - Air quantity detecting device for internal combustion engine - Google Patents
Air quantity detecting device for internal combustion engineInfo
- Publication number
- JPH01273856A JPH01273856A JP10509288A JP10509288A JPH01273856A JP H01273856 A JPH01273856 A JP H01273856A JP 10509288 A JP10509288 A JP 10509288A JP 10509288 A JP10509288 A JP 10509288A JP H01273856 A JPH01273856 A JP H01273856A
- Authority
- JP
- Japan
- Prior art keywords
- intake air
- smoothing
- air quantity
- opening degree
- smoothing coefficient
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title description 13
- 238000009499 grossing Methods 0.000 claims abstract description 36
- 238000001514 detection method Methods 0.000 claims abstract description 24
- 230000010349 pulsation Effects 0.000 abstract description 17
- 230000004043 responsiveness Effects 0.000 abstract description 13
- 239000000446 fuel Substances 0.000 abstract description 11
- 238000002347 injection Methods 0.000 abstract description 9
- 239000007924 injection Substances 0.000 abstract description 9
- 230000007704 transition Effects 0.000 abstract 1
- 230000001052 transient effect Effects 0.000 description 13
- 230000001133 acceleration Effects 0.000 description 10
- 238000000034 method Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 5
- 238000012935 Averaging Methods 0.000 description 4
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 4
- 239000007789 gas Substances 0.000 description 4
- 239000001301 oxygen Substances 0.000 description 4
- 229910052760 oxygen Inorganic materials 0.000 description 4
- 230000004044 response Effects 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 230000006870 function Effects 0.000 description 2
- BASFCYQUMIYNBI-UHFFFAOYSA-N platinum Chemical compound [Pt] BASFCYQUMIYNBI-UHFFFAOYSA-N 0.000 description 2
- 239000003054 catalyst Substances 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 229910052697 platinum Inorganic materials 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Measuring Volume Flow (AREA)
Abstract
Description
〈産業上の利用分野）
本発明は、自動車等内燃機関の燃焼制御の入力情報とし
て必要な吸入空気量を正確に検出する装置に関する。
（従来の技術）
近時、内燃機関およびその周辺装置の制御も電子化され
、より緻密な制御が可能となっている。
このような制御には内燃機関状態その他の各種データが
用いられ、吸入空気量（あるいは吸入負圧）もエンジン
負荷を示すものとして重要なデータの１つである。この
吸入空気量は、例えば点火制御、燃料噴射制御、アイド
ルスピードコントロール等を正確に行う上で重要な制御
因子となっている。
吸入空気量を測定する装置として、例えばホットワイヤ
やホットフィルム等を用いるいわゆる熱線型質量流量針
がある。この熱線型質量流量計は、吸入空気流の中に白
金熱線（ホットワイヤ）を置いて電流で加熱し、空気流
量に従ってホットワイヤが冷却されて抵抗値が変化する
とその電流の大きさの変化によって空気流量を測定する
ようにしている。ホットワイヤはブリッジの一辺として
組み込まれ、熱容量も小さいので応答性がよく、特に質
量流量が測定できるという特徴がある。また、吸入空気
流のなかに渦発生柱（造渦体）を置くと、その下流に非
対象で規則的な渦（カルマン渦）が発生する。この渦の
数が吸入空気量にほぼ比例することを利用して滴数の疎
密を電気信号（パルス）に変換して吸入空気量を検出す
るカルマンセンサもある。
ところで、上記ホットワイヤエアフローメータやカルマ
ンセンサは過渡時の応答性が高い反面、機関の吸入行程
に応じて発生する吸気の脈動流をも敏感に検知してしま
う。脈動により吸入空気量が太き（変動すると、吸入空
気量を基に演算される基本噴射量’ｒｐが変動すること
になって空燃比のずれから運転性悪化（サージ等の発生
）や排気ガス浄化性能の低下を惹き起こす。このような
不具合を防ぐためにエアフローメータの出力を平均化す
るようにしたものもあるが、エアフローメータの出力を
常に平均化していることから、加減速時に測定値の応答
遅れが生じ、加速時の燃料不足による加速性能の悪化あ
るいは減速時の燃料過多による排気ガス中のＨＣＳＣｏ
の増加を招いていた。そこで、特開昭５７−１７５２１
７号公報に記載のものでは吸入空気量の平均値を求め、
吸入空気量が該平均値より所定レベル以上増大した場合
を加速時と判断して平均化回路の時定数を切り換え、過
渡時の応答遅れを防止するようにしている。また、エア
フローメータから燃焼室までのマニホールドボリューム
分により過渡時にエアフローメータの測定値がずれてし
まうことを防ぐために、吸入空気量を回転数との比を実
際の値より緩く変化させるようにして実際にエアフロー
メータが要求する空気量に応じた燃焼噴射量を噴射しよ
うとするものもある（特開昭６１−２９４１４８号公報
参照）。
（発明が解決しようとする課題）
しかしながら、このような従来の内燃機関の空気量検出
装置にあっては、エアフローメータによる吸入空気量そ
れ自体から過渡状態を判断する構成となっていたため、
過渡状態の判断に物理的意味はなくいわばなりゆきで解
決しようとするものであるから十分な脈動抑制効果が得
られないという問題点があった。
例えば、急加速後に絞弁開度ＴＶＯがＷ ＯＴ （Ｗｉ
ｄｅ ｏｐｅｎ ｔｈｒｏｔｌｅ ：全速量）時となっ
たときには第４図（Ｂ）に示すように大きな脈動が発生
する場合があるが、吸入空気量自体から加速を判定する
ものでは加速状態を直接検知してはいないことから加速
の程度に合わせた最適な時定数が設定されず、必要以上
に応答性が低下したり、同図（Ｂ）に示すような脈動が
残ったりすることがあった。その結果、近年のように運
転性の向上は勿論のこと排気エミッション特性の改善に
極めて高レベルの対応が要求される状況下ではより一層
の精度向上が不可欠であり過渡時の応答性を確保しつつ
、脈動の影響を適切に排除することのできる装置の出現
が望まれている。
（発明の目的）
そこで本発明は、少なくとも絞弁開度を含むパラメータ
から吸入空気量を平滑するための平滑係数を演算し、該
平滑係数に応じて吸気量検出手段の出力を補正すること
により、過渡時の応答性を確保しつつ、定常時やＷＯ２
時には脈動を適切に平滑して吸入空気量の検出精度を高
めるようにした内燃機関の空気量検出装置を提供するこ
とを目的としている。
（課題を解決するための手段）
本発明による内燃機関の空気量検出装置は上記目的達成
のため、エンジンの吸入空気量を検出する吸気量検出手
段ａと、絞弁の開度を検出する開度検出手段すと、少な
くとも絞弁開度を含むパラメータに基づいて吸入空気量
を平滑するための平滑係数を演算する平滑係数演算手段
Ｃと、吸気量検出手段ａの出力を前記平滑係数に応じて
補正する平滑手段ｄと、を備えている。
（作用）
本発明では、少なくとも絞弁開度を含むパラメータから
吸入空気量を平滑するための平滑係数が演算され、該平
滑係数に応じて吸気量検出手段の出力が補正される。し
たがって、過渡時の応答性が確保され、定常時やＷＯ２
時には脈動が適切に平滑されて吸入空気量の検出精度が
向上する。
（実施例）
以下、本発明を図面に基づいて説明する。
第２〜４図は本発明に係る内燃機関の空気量検出装置の
一実施例を示す図であり、本実施例は本発明を燃料供給
制御装置に適用した例である。まず、構成を説明する。
第２図は本装置の全体構成を示す図である。第２図にお
いて、１はエンジンであり、吸入空気はエアクリーナ２
から吸気管３を通り、燃料は噴射信号Ｓｉに基づきイン
ジェクタ４から噴射される。そして、気筒内で燃焼した
排気は排気管５を通して触媒コンバータ６に導入され、
触媒コンバーダ６内で排気中の有害成分（Ｃｏ、ＨＣ，
Ｎ０ｘ）を三元触媒により清浄化して排出される。
吸入空気の流量Ｑａはホットワイヤ式のエアフローメー
タ（吸気量検出手段）７により検出され、吸気管３内の
絞弁８によって制御される。なお、エアフローメータ７
のタイプとしては、ホットフィルム式でもよく、要は吸
入空気の流量を測定するものであればよい。したがって
、フラップ弐のものでもよいが、負圧センサは除かれる
。
絞弁８の開度ＴＶＯは絞弁開度センサ（開度検出手段）
９により検出され、エンジン１の回転数Ｎはクランク角
センサ１０により検出される。また、ウォータジャケッ
トを流れる冷却水の温度ＴＷは水温センサ１１により検
出され、排気中の酸素濃度は酸素センサ１２により検出
される。酸素センサ１２は理論空燃比でその出力Ｖｓが
急変する特性をもつもの等が用いられる。さらに、エン
ジン１のアイドル状態はアイドルスイッチ１３により検
出される。
上記エアフローメータ７、絞弁開度センサ９、クランク
角センサ１０、水温センサ１１は運転状態検出手段１４
を構成しており、運転状態検出手段１４、酸素センサ１
２およびアイドルスイッチ１３からの出力はコントロー
ルユニット２０に入力される。
コントロールユニット２０は、平滑係数演算手段および
平滑手段としての機能を有し、ＣＰ Ｕ２１、ＲＯＭ２
２、ＲＡＭ２３およびＩ１０ポート２４により構成され
る。ＣＰＵ２１はＲＯＭ２２に書き込まれているプログ
ラムに従って１１０ポート２４より必要とする外部デー
タを取り込んだり、またＲＡＭ２３との間でデータの授
受を行ったりしながら平滑吸気量や空燃比制御に必要な
処理値を演算処理し、必要に応じて処理したデータをＩ
１０ボート２４へ出力する。Ｉ１０ポート２４にはセン
サ群７．１４．１２からの信号が入力されるととも、Ｉ
１０ポート２４からは噴射信号Ｓｔが出力される。ＲＯ
Ｍ２２はＣＰ Ｕ２１における演算プログラムを格納し
ており、ＲＡＭ２３は演算に使用するデータをマツプ等
の形で記憶している。
次に、作用を説明する。
第３図はフラン）Ａ／Ｆ修正基本パルス幅ＴｒＴｐを演
算するプログラムを示すフローチャートであり、本プロ
グラムは、例えばｌＱｍ ｓ毎に一度実行される。まず
、Ｐ、で次式■に従って平滑部基本パルス幅Ｔｐｏを演
算し、Ｔｐｏを加重平均して基本パルス幅Ｔｐを演算す
る。これにより、エアフローメータ７の出力に基づく脈
動が平滑化される。
ａ
Ｔｐｏ＝ −Ｘ Ｋ ・・・・・・■但し、Ｋ：定
数
次いで、Ｐ２で現在のフラソＩ−Ａ／Ｆ修正基本パルス
幅ＴｒＴｐを所定のメモリＴｒ Ｔ ｐ −＋ｏ□にス
トアし、Ｐ３で次式■に従ってＡ／Ｆ修正基本パルス幅
ＴｒＴｐを求める。
ＴｒＴｐ＝ＴｐＸＫｆｌａｔ −０
０式において、ＫｆｌａｔはフラットＡ／Ｆ修正補正係
数であり、回転数Ｎとα−Ｎ重量Ｑｈｏとにより割付け
られたマツプから補間計算付きで求める。
なお、α−Ｎ流量とは絞弁開度ＴＶＯと回転数Ｎから空
気流量を求めるものであり、既に公知のものである。次
いで、Ｐ４でのα−Ｎ流量Ｑｈ’ｏを算出し、ＰＳでア
イドルスイッチの０Ｎ１０ＦＦを判別する。アイドルス
イッチ１３がＯＮのときはＰ、で脈動平滑指数ＮＤに〔
１〕を代入（ＮＤ＝１）してＰ１□に進み、アイドルス
イッチ１３がＯＦＦのときはＰ？でＱｈｏが急変後頭定
時間内か（すなわち、所定の過渡状態か）否かを判別す
る。所定の過渡状態にあるときはＰ、でＮＤに(Field of Industrial Application) The present invention relates to a device that accurately detects the amount of intake air required as input information for combustion control of an internal combustion engine such as an automobile. (Prior Art) In recent years, control of internal combustion engines and their peripheral devices has also been computerized, allowing more precise control. Such control uses various data such as the state of the internal combustion engine, and the intake air amount (or intake negative pressure) is also one of the important data as it indicates the engine load. This intake air amount is an important control factor for accurately performing ignition control, fuel injection control, idle speed control, etc., for example. As a device for measuring the amount of intake air, there is a so-called hot wire mass flow needle using, for example, a hot wire or hot film. This hot wire mass flow meter places a platinum hot wire (hot wire) in the intake air flow and heats it with an electric current.When the hot wire is cooled according to the air flow rate and the resistance value changes, the change in the magnitude of the current causes I am trying to measure the air flow rate. The hot wire is incorporated as one side of the bridge and has a small heat capacity, so it has good responsiveness and is especially characterized by the ability to measure mass flow rate. Furthermore, when a vortex generating column (vortex forming body) is placed in the intake air flow, an asymmetric and regular vortex (Karman vortex) is generated downstream of the column. There is also a Kalman sensor that uses the fact that the number of vortices is approximately proportional to the amount of intake air to convert the density of the number of drops into an electrical signal (pulse) to detect the amount of intake air. Incidentally, although the hot wire air flow meter and the Kalman sensor have high responsiveness during transient periods, they also sensitively detect the pulsating flow of intake air that occurs in response to the intake stroke of the engine. The intake air amount increases due to pulsation (if it fluctuates, the basic injection amount 'rp, which is calculated based on the intake air amount, fluctuates), resulting in poor drivability (occurrence of surges, etc.) due to air-fuel ratio deviation, and exhaust gas. This causes a decrease in purification performance.In order to prevent such problems, some devices average the output of the air flow meter, but since the output of the air flow meter is always averaged, the measured values may vary during acceleration and deceleration. A delay in response occurs, resulting in deterioration of acceleration performance due to insufficient fuel during acceleration, or HCSCo in exhaust gas due to excess fuel during deceleration.
This led to an increase in Therefore, JP-A-57-17521
In the method described in Publication No. 7, the average value of the intake air amount is calculated,
When the amount of intake air increases by more than a predetermined level than the average value, it is determined that acceleration is occurring, and the time constant of the averaging circuit is switched to prevent response delays during transient times. In addition, in order to prevent the measured value of the air flow meter from deviating during transients due to the manifold volume from the air flow meter to the combustion chamber, the ratio of the intake air amount to the rotational speed is changed more slowly than the actual value. Some fuel injection engines attempt to inject a combustion injection amount corresponding to the amount of air required by an air flow meter (see Japanese Patent Laid-Open No. 61-294148). (Problem to be Solved by the Invention) However, in such a conventional air amount detection device for an internal combustion engine, a transient state is determined from the intake air amount itself measured by an air flow meter.
There is a problem that a sufficient pulsation suppressing effect cannot be obtained because the determination of the transient state has no physical meaning and is attempted to be resolved as it happens. For example, after sudden acceleration, the throttle valve opening TVO becomes WOT (Wi
When the engine reaches full speed, large pulsations may occur as shown in Figure 4 (B), but in systems that determine acceleration from the amount of intake air itself, the acceleration state cannot be directly detected. As a result, an optimal time constant was not set according to the degree of acceleration, resulting in unnecessarily decreased responsiveness and pulsation as shown in FIG. 2(B). As a result, in recent years, where an extremely high level of response is required not only to improve drivability but also to improve exhaust emission characteristics, it is essential to further improve accuracy and ensure responsiveness during transients. At the same time, there is a desire for a device that can appropriately eliminate the effects of pulsation. (Object of the Invention) Therefore, the present invention calculates a smoothing coefficient for smoothing the intake air amount from parameters including at least the throttle valve opening, and corrects the output of the intake air amount detection means according to the smoothing coefficient. , while ensuring responsiveness during transient times, while maintaining responsiveness during steady state and WO2
It is an object of the present invention to provide an air amount detection device for an internal combustion engine that can sometimes appropriately smooth out pulsations to improve the accuracy of detecting the amount of intake air. (Means for Solving the Problems) In order to achieve the above object, the air amount detection device for an internal combustion engine according to the present invention includes an intake air amount detection means a that detects the intake air amount of the engine, and an air amount detection means a that detects the opening degree of the throttle valve. The smoothing coefficient calculating means C calculates a smoothing coefficient for smoothing the intake air amount based on at least parameters including the throttle valve opening, and the output of the intake air amount detecting means a is adjusted according to the smoothing coefficient. and a smoothing means d for correcting. (Operation) In the present invention, a smoothing coefficient for smoothing the intake air amount is calculated from parameters including at least the throttle valve opening, and the output of the intake air amount detection means is corrected in accordance with the smoothing coefficient. Therefore, responsiveness during transient times is ensured, and during steady state and WO2
In some cases, the pulsation is appropriately smoothed, improving the accuracy of intake air amount detection. (Example) Hereinafter, the present invention will be explained based on the drawings. 2 to 4 are diagrams showing an embodiment of an air amount detection device for an internal combustion engine according to the present invention, and this embodiment is an example in which the present invention is applied to a fuel supply control device. First, the configuration will be explained. FIG. 2 is a diagram showing the overall configuration of this device. In Fig. 2, 1 is an engine, and intake air is supplied to an air cleaner 2.
The fuel passes through the intake pipe 3 and is injected from the injector 4 based on the injection signal Si. Then, the exhaust gas burned in the cylinder is introduced into the catalytic converter 6 through the exhaust pipe 5,
Harmful components (Co, HC,
NOx) is purified by a three-way catalyst and discharged. The intake air flow rate Qa is detected by a hot wire type air flow meter (intake air amount detection means) 7 and controlled by a throttle valve 8 in the intake pipe 3. In addition, air flow meter 7
The type may be a hot film type, as long as it measures the flow rate of intake air. Therefore, the second flap may be used, but the negative pressure sensor is excluded. The opening TVO of the throttle valve 8 is determined by the throttle valve opening sensor (opening detection means).
9, and the rotation speed N of the engine 1 is detected by a crank angle sensor 10. Further, the temperature TW of the cooling water flowing through the water jacket is detected by a water temperature sensor 11, and the oxygen concentration in the exhaust gas is detected by an oxygen sensor 12. The oxygen sensor 12 used has a characteristic that its output Vs changes suddenly at the stoichiometric air-fuel ratio. Further, the idle state of the engine 1 is detected by an idle switch 13. The air flow meter 7, throttle valve opening sensor 9, crank angle sensor 10, and water temperature sensor 11 are connected to the operating state detection means 14.
It comprises an operating state detection means 14, an oxygen sensor 1
The outputs from the idle switch 2 and the idle switch 13 are input to the control unit 20. The control unit 20 has functions as a smoothing coefficient calculation means and a smoothing means, and has a CPU 21, a ROM 2
2. Consists of RAM 23 and I10 port 24. The CPU 21 takes in necessary external data from the 110 port 24 according to the program written in the ROM 22, and while exchanging data with the RAM 23, processes values necessary for smooth intake air amount and air-fuel ratio control. Calculate and process the data as necessary.
10 output to boat 24. Signals from sensor group 7.14.12 are input to I10 port 24, and I
The injection signal St is output from the 10 port 24. R.O.
The M22 stores a calculation program for the CPU 21, and the RAM 23 stores data used in calculations in the form of a map or the like. Next, the effect will be explained. FIG. 3 is a flowchart showing a program for calculating the A/F corrected basic pulse width TrTp, and this program is executed once every 1Qms, for example. First, the smoothing section basic pulse width Tpo is calculated in accordance with the following equation (2) using P, and the basic pulse width Tp is calculated by weighted averaging of Tpo. As a result, pulsations based on the output of the air flow meter 7 are smoothed out. a Tpo= -X K ......■ However, K: Constant Next, in P2, the current Fraso I-A/F corrected basic pulse width TrTp is stored in a predetermined memory Tr T p -+o□, and in P3 The A/F correction basic pulse width TrTp is determined according to the following equation (2). TrTp=TpXKflat -0 In the formula, Kflat is a flat A/F correction coefficient, which is obtained with interpolation from a map assigned by the rotational speed N and the α-N weight Qho. Note that the α-N flow rate is the air flow rate determined from the throttle valve opening TVO and the rotational speed N, and is already known. Next, the α-N flow rate Qh'o at P4 is calculated, and PS determines whether the idle switch is 0N10FF. When the idle switch 13 is ON, P is used as the pulsation smoothing index ND.
1] is substituted (ND=1) and proceeds to P1□, and when the idle switch 13 is OFF, P? Then, it is determined whether Qho is within a predetermined period of time after the sudden change (that is, in a predetermined transient state). When in a predetermined transient state, P is set to ND.
〔０〕を
代入（ＮＤ＝０）してＰ１□に進み、所定の過渡状態に
ないときはＰ、でＱｈｏが所定値以上か否かを判別する
。Ｑｈｏが所定値以上のときは絞弁開度ＴＶＯがＷＯＴ
に近い全開付近にあると判断してＰｌ。でＮＤに〔３〕
を代入（ＮＤ＝３）Ｌ、Ｑｈｏが所定値より小さいとき
はＴＶＯが比較的小さ目であると判断してｐＨでＮＤに
〔２〕を代入（ＮＤ＝２）してＰ１□に進む。Ｐ１□で
は上記ステップＰ６ 、Ｐ ６ 、Ｐ ＋。、ｐＨで設
定した脈動平滑指数ＮＤを基に次式■に従ってＴｒＴｐ
を入れ換え加重平均して今回の処理を終了する。
・・・・・・■
但し、ＴｒＴｐ ’ ： Ｐ、で演算した値” ｒＴ
Ｉ’ −ｒａｍｓ ： Ｐ ｚでストアした値そして
、次式■に従って噴射弁部空気量相当パルス幅ＡｖＴｐ
（平滑吸気量に対応）を演算する。
ＡｖＴｐ＝ＴｒＴｐｘＦ１ｏａｄ＋ＡｖＴｐ−＋ｏｅｓ
Ｘ （１−Ｆｌｏａｄ） ＋Ｔｈ５ｔｐ・・・・・
・■
但し、Ａ、 ｖ Ｔ ｐ −ｒａｍｓ ：前回のＡｖ
Ｔｐ■式において、Ｆｌｏａｄは加重平均係数であり、
Ｆ １ｏａｄ＝ Ｆ １ｏａｄ＋ Ｋ ２ Ｄ （減速
のみ）によって与えられる。Ｆ １ｏａｄは吸気ボリュ
ウムのみの関数とするため、絞弁８によって決まる流量
面積ＡＡと（回転数×排気量）ＮＭＶとからマツプによ
り求める。したがって、０式の第１項および２項はエア
フローメータ７の出力を脈動修正した値に基づいて演算
されたフラッｌ−Ａ／Ｆ修正基本パルス幅ＴｒＴｐにつ
いて、Ｆ １ｏａｄを用いて加重平均した値、言い換え
ればＴｒＴｐの一次遅れを計算により（ソフトにより）
算出する部分に相当する。また、０式の第３項は絞弁開
度ＴＶＯによる先取り補正の部分であり、この部分は、
本実施例で初めて開示するものである。
このような第３項のＴｈ５ｔｐを加えた効果は第４図の
ように示される。第４図において、あるタイミングで加
速した場合、絞弁開度の変化にやや遅れて基本パルス幅
Ｔｐｏ、Ｔｐが変化し、Ｔｐｏ、Ｔｐを修正した波形は
フラッＩ−Ａ／Ｆ修正基本パルス幅ＴｒＴｐとして同図
（Ｃ）のように変化する。一方、α−Ｎ流量Ｑｈｏは絞
弁８に開き具合に応じて同図（Ｄ）に示すようにステッ
プ的に変化しており、この開度変化量により遅れ修正パ
ルス幅Ｔｈ５ｔｐが演算される。一方、平滑噴射量Ａｖ
ＴｐはＴｒＴｐの一次遅れで与えられ、Ｔ ｈｓ ｔｐ
なしの従来の位相制御の場合は図中の一点鎖線で示す変
化となり、応答性に欠ける。このとき、吸入負圧は破線
で示され、噴射弁部（インジェクタ４部）の空気流量に
略等しいが、これとて絞弁８の開度変化に遅れなく追随
できるものではない。
これに対して、本実施例のＡ ｖ Ｔ ｐは図中実線で
示すように、Ｔ ｈｓ ｔｐなる補正項がα−Ｎの先取
り補正（１０ｍ ｓの先取り補正）として加えられてい
るから、極めて応答性が良く実際の空気流量変化にマン
チしたものとなる。なお、高地の例も図示している。
以上述べてきたように、本実施例ではα−Ｎ流１ｉＱｈ
ｏに応じて脈動平滑指数ＮＤをアイドル用（ＮＤ＝ｉ）
、定常用（ＮＤ＝２） 、ＷＯＴ用（ＮＤ＝３）、過渡
用（ＮＤ＝３）との４段階にそれぞれ切換えている。し
たがって、第４図（Ｃ）に示すように過渡時にあっては
加重平均が行われず、ＴｒＴｐがそのまま用いられて応
答性が確保され、また、ＷＯＴ時には十分な加重平均（
１／８入れ換え加重平均）によってパルス幅の脈動が適
切に平滑化される。このように、加速の程度に合わせて
最適なＮＤが設定されるので過渡時の応答性を確保した
まま脈動分のみを適切に除去することができる。その結
果、本発明に係る内燃機関の空気量検出装置を、例えば
空燃比制御装置に適用すれば、その制御精度を格段に向
上させることができる。
なお、本実施例では絞弁開度ＴＶＯを含むパラメータと
してα−Ｎ流量Ｑｈｏを用いているが、これに限らず、
ＴＶＯあるいは変化量ΔＴＶＯを直接用いてＮＤを決定
するようにしてもよい。
（効果）
本発明によれば、少なくとも絞弁開度を含むパラメータ
から吸入空気量を平滑するための平滑係数を演算し、該
平滑係数に応じて吸気量検出手段の出力を補正するよう
にしているので、過渡時の応答性を確保しつつ、定常時
やＷＯＴ時には脈動を適切に平滑することができ、吸入
空気量の検出精度を高めることができる。[0] is substituted (ND=0) and the process proceeds to P1□, and if it is not in a predetermined transient state, it is determined at P whether Qho is greater than or equal to a predetermined value. When Qho is greater than a predetermined value, the throttle valve opening TVO is WOT.
Judging that it is close to full throttle, Pl. to ND [3]
When L and Qho are smaller than a predetermined value, it is determined that TVO is relatively small, and [2] is substituted for ND at pH (ND=2), and the process proceeds to P1□. In P1□, the above steps P6, P6, P+. , TrTp according to the following formula (■) based on the pulsation smoothing index ND set at pH.
The current process ends after replacing and taking a weighted average.・・・・・・■ However, TrTp': The value calculated by P" rT
I'-rams: The value stored in Pz, and the pulse width AvTp corresponding to the amount of air in the injector according to the following formula (■)
(corresponding to the smooth intake air amount). AvTp=TrTpxF1oad+AvTp−+oes
X (1-Fload) +Th5tp...
・■ However, A, v T p -rams: Previous Av
In the Tp formula, Flood is a weighted average coefficient,
Given by F 1oad=F 1oad+K 2 D (deceleration only). Since F1oad is a function only of the intake volume, it is determined from a map from the flow area AA determined by the throttle valve 8 and (rotation speed x displacement) NMV. Therefore, the first and second terms of Equation 0 are weighted average values using F 1oad for the flat A/F correction basic pulse width TrTp calculated based on the pulsation correction value of the output of the air flow meter 7. In other words, by calculating the first-order delay of TrTp (by software)
This corresponds to the part to be calculated. In addition, the third term in Equation 0 is a preemption correction part based on the throttle valve opening TVO, and this part is
This example is disclosed for the first time. The effect of adding the third term Th5tp is shown in FIG. In Fig. 4, when acceleration occurs at a certain timing, the basic pulse widths Tpo and Tp change slightly after the change in the throttle valve opening, and the waveform after correcting Tpo and Tp is a flat I-A/F corrected basic pulse width. TrTp changes as shown in the same figure (C). On the other hand, the α-N flow rate Qho changes stepwise as shown in FIG. 2D in accordance with the degree of opening of the throttle valve 8, and the delay correction pulse width Th5tp is calculated based on the amount of change in the degree of opening. On the other hand, smooth injection amount Av
Tp is given by the first-order delay of TrTp, and T hs tp
In the case of conventional phase control without this, the change is shown by the dashed line in the figure, and responsiveness is lacking. At this time, the suction negative pressure is shown by a broken line and is approximately equal to the air flow rate of the injection valve section (injector 4 section), but this cannot follow the change in the opening degree of the throttle valve 8 without delay. On the other hand, as shown by the solid line in the figure, A v T p in this embodiment is extremely It has good responsiveness and responds well to actual air flow rate changes. An example of a highland area is also shown. As described above, in this example, α-N flow 1iQh
pulsation smoothing index ND for idle according to o (ND=i)
, steady-state use (ND=2), WOT use (ND=3), and transient use (ND=3). Therefore, as shown in FIG. 4(C), weighted averaging is not performed during transient periods, and TrTp is used as is to ensure responsiveness, and during WOT, sufficient weighted averaging (
Pulse width pulsations are appropriately smoothed by 1/8 permuted weighted average). In this way, since the optimum ND is set according to the degree of acceleration, it is possible to appropriately remove only the pulsation component while ensuring responsiveness during transient times. As a result, if the air amount detection device for an internal combustion engine according to the present invention is applied to, for example, an air-fuel ratio control device, the control accuracy can be significantly improved. In this embodiment, the α-N flow rate Qho is used as a parameter including the throttle valve opening TVO, but the present invention is not limited to this.
ND may be determined using TVO or the amount of change ΔTVO directly. (Effects) According to the present invention, a smoothing coefficient for smoothing the intake air amount is calculated from parameters including at least the throttle valve opening, and the output of the intake air amount detection means is corrected according to the smoothing coefficient. Therefore, it is possible to appropriately smooth pulsations during steady state or WOT while ensuring responsiveness during transient times, and it is possible to improve the detection accuracy of the intake air amount.
第１図は本発明の基本概念図、第２〜４図は本発明に係
る内燃機関の空気量検出装置の一実施例を示す図であり
、第２図はその全体構成図、第３図はそのフラットＡ／
Ｆ修正基本パルス幅ＴｒＴｐを演算するプログラムを示
すフローチャート、第４図はその作用を説明するための
タイミングチャートである。
１・・・・・・エンジン、
７・・・・・・エアフローメータ（吸気量検出手段）、
９・・・・・・絞弁開度センサ（開度検出手段）、２０
・・・・・・コントロールユニット（平滑係数演算手段
、平滑手段）。FIG. 1 is a basic conceptual diagram of the present invention, FIGS. 2 to 4 are diagrams showing an embodiment of an air amount detection device for an internal combustion engine according to the present invention, FIG. 2 is an overall configuration diagram thereof, and FIG. is that flat A/
A flowchart showing a program for calculating the F corrected basic pulse width TrTp, and FIG. 4 is a timing chart for explaining its operation. 1... Engine, 7... Air flow meter (intake amount detection means),
9... Throttle valve opening sensor (opening detection means), 20
...Control unit (smoothing coefficient calculation means, smoothing means).
Claims (1)
、 ｂ）絞弁の開度を検出する開度検出手段と、ｃ）少なく
とも絞弁開度を含むパラメータに基づいて吸入空気量を
平滑するための平滑係数を演算する平滑係数演算手段と
、 ｄ）吸気量検出手段の出力を前記平滑係数に応じて補正
する平滑手段と、 を備えたことを特徴とする内燃機関の空気量検出装置。[Scope of Claims] a) intake air amount detection means for detecting the intake air amount of the engine; b) opening degree detection means for detecting the opening degree of the throttle valve; and c) based on a parameter including at least the throttle valve opening degree. d) a smoothing coefficient calculation means for calculating a smoothing coefficient for smoothing the intake air amount by using a smoothing coefficient; and d) a smoothing means for correcting the output of the intake air amount detection means according to the smoothing coefficient. Engine air amount detection device.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63105092A JP2550145B2 (en) | 1988-04-26 | 1988-04-26 | Air amount detection device for internal combustion engine |
| EP89107545A EP0339603B1 (en) | 1988-04-26 | 1989-04-26 | Fuel supply control system for internal combustion engine |
| US07/343,204 US4949694A (en) | 1988-04-26 | 1989-04-26 | Fuel supply control system for internal combustion engine |
| DE8989107545T DE68900704D1 (en) | 1988-04-26 | 1989-04-26 | SYSTEM FOR FUEL SUPPLY IN AN INTERNAL COMBUSTION ENGINE. |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63105092A JP2550145B2 (en) | 1988-04-26 | 1988-04-26 | Air amount detection device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01273856A true JPH01273856A (en) | 1989-11-01 |
| JP2550145B2 JP2550145B2 (en) | 1996-11-06 |
Family
ID=14398271
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63105092A Expired - Lifetime JP2550145B2 (en) | 1988-04-26 | 1988-04-26 | Air amount detection device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2550145B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02115540A (en) * | 1988-10-24 | 1990-04-27 | Japan Electron Control Syst Co Ltd | Fuel feed control device for internal combustion engine |
| JPH04112937A (en) * | 1990-08-31 | 1992-04-14 | Mitsubishi Motors Corp | Fuel control device for internal combustion engine |
| JPH0599053A (en) * | 1991-10-09 | 1993-04-20 | Hitachi Ltd | Fuel injection amount controller of engine |
| US5427072A (en) * | 1992-04-30 | 1995-06-27 | Nissan Motor Co., Ltd. | Method of and system for computing fuel injection amount for internal combustion engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6456945A (en) * | 1987-08-26 | 1989-03-03 | Hitachi Ltd | Engine controller |
-
1988
- 1988-04-26 JP JP63105092A patent/JP2550145B2/en not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6456945A (en) * | 1987-08-26 | 1989-03-03 | Hitachi Ltd | Engine controller |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02115540A (en) * | 1988-10-24 | 1990-04-27 | Japan Electron Control Syst Co Ltd | Fuel feed control device for internal combustion engine |
| JPH04112937A (en) * | 1990-08-31 | 1992-04-14 | Mitsubishi Motors Corp | Fuel control device for internal combustion engine |
| JPH0599053A (en) * | 1991-10-09 | 1993-04-20 | Hitachi Ltd | Fuel injection amount controller of engine |
| US5427072A (en) * | 1992-04-30 | 1995-06-27 | Nissan Motor Co., Ltd. | Method of and system for computing fuel injection amount for internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2550145B2 (en) | 1996-11-06 |
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