JPH03237243A - Controller for engine for vehicle - Google Patents

Abstract

PURPOSE:To always properly control the fuel injection quantity by controlling the intake air quantity according to the engine output shaft torque set according to the accelerator operation quantity and applying each phase delay compensation related to the response delay of the intake air quantity and the intake air quantity controller. CONSTITUTION:The accelerator operation quantity is detected by a means (a), and the aimed value of the engine output shaft torque is calculated by a means (b) on the basis of the result of the detection. Further, the operation quantity of a device for restricting the intake air quantity to an engine is calculated by a means (c) on the basis of the aimed torque, and the above-described restricting device is controlled by a means (d) according to the result of the calculation. Further, the phase delay compensation corresponding to the response delay of the intake air is applied on the aimed torque by a means (e), and the phase delay compensation corresponding to the operation delay of the above- described restricting device is applied on the compensation torque by a means (f). The fuel injection quantity is calculated by a means (g) on the basis of the compensation torque, and fuel is jetted by a means (h) according to the result of the calculation.

Description

DETAILED DESCRIPTION OF THE INVENTION <Field of Industrial Application> The present invention relates to a control device for a vehicle engine that controls a device that limits the amount of intake air by servo control.

<Prior art> As a conventional vehicle engine control device, there is a
As shown in No. 155235, the mainstream method was to detect the intake air amount and determine the fuel injection amount and ignition timing according to this intake air amount (air amount-driven method). It is not possible to provide the optimal fuel amount and ignition timing because there is a delay in detecting the amount of intake air in response to the amount of air that changes from moment to moment in the operating state.

On the other hand, as shown in Japanese Patent Application No. 63-144797, there is a method (torque-driven method) in which the fuel amount and air amount are determined using the engine output shaft torque, which is a physical quantity that directly affects vehicle control, as the reference amount for control. Proposed.

That is, the target value of the engine output shaft torque is set from the accelerator operation amount, the engine rotation speed, etc., and the fuel injection amount from the fuel injection valve is controlled according to the target torque, and the throttle valve opening is controlled by the actuator. This controls the amount of intake air. With this method, the problem of the intake air amount detection delay in the air amount-driven method does not occur.

<Problems to be Solved by the Invention> However, even in a vehicle engine control device that adopts the torque-driven method described above, during transient operation, the volume of the intake collector is filled on the downstream side of the controlled throttle valve. Due to the influence of the response delay of the intake air and the response delay of the device that changes the intake air amount, the required air amount corresponding to the target torque at the time of controlling the throttle valve and the actual intake air amount into the cylinder may differ. While there is a discrepancy between the amount of air and the amount of air, the amount of fuel injection is controlled in accordance with the target torque 2, making it difficult to supply just the right amount of fuel and air.

The present invention has been made in view of such conventional problems, and while controlling the intake air amount using the torque-driven method,
By controlling the fuel injection amount in consideration of the response delay of the intake air and the response delay of the device that changes the intake air amount,
It is an object of the present invention to provide a vehicle engine control device that solves the above problems.

<Means for Solving the Problem> Therefore, the invention according to claim 1 of the present invention, as shown in FIG. 1, comprises: an accelerator operation amount detection means a for detecting an accelerator operation amount; The target engine output shaft torque calculation means calculates a target value of the engine output shaft torque based on the calculated target engine output shaft torque, and the operation amount of the device that limits the intake air amount to the engine is adjusted according to the calculated target engine output shaft torque. An intake air amount limiting device operation amount calculation means C that calculates the operation amount of the intake air amount limiting device; An intake air amount limiting device control device d that controls the intake air amount limiting device based on the calculated operation amount; and the calculated target engine output shaft torque. an intake air amount phase lag compensating means e that performs phase lag compensation corresponding to a response delay of intake air; and a target engine to which the phase lag compensation is performed based on the control state of the controlled intake air amount limiting device. an intake air amount limiting device phase lag compensating means r that performs phase lag compensation on the output shaft torque corresponding to the operation delay of the intake air amount limiting device; The fuel injection amount calculating means g calculates the fuel injection amount based on the calculated fuel injection amount, and the fuel injection control means g calculates the fuel injection amount based on the calculated fuel injection amount.

Furthermore, in the invention according to claim 2, as shown in FIG. 2, a, b, and c are similar to those in the invention according to claim 1.

and a fuel injection amount calculation means g'' for calculating the fuel injection amount based on the calculated target engine output shaft torque; Intake air amount phase lag compensation means e that performs corresponding phase lag compensation
and an intake air amount limiting device that applies phase lag compensation corresponding to the operation delay of the intake air amount limiting device to the fuel injection amount that has been subjected to the phase lag compensation based on the control state of the controlled intake air amount limiting device. The present invention includes: an air amount limiting device phase lag compensating means f'; and a fuel injection controlling means h° for injecting fuel based on the compensated fuel injection amount.

Further, in the invention according to claim 3, as shown in FIG. 3, a, b, and c are similar to those in the invention according to claim 1.

d and e, and a fuel injection amount calculation means g" for calculating the fuel injection amount based on the target engine output shaft torque subjected to the phase lag compensation; and the controlled intake air amount restriction. an intake air amount limiting device phase lag compensating means f'' that performs phase lag compensation corresponding to an operation delay of the intake air amount limiting device on the calculated fuel injection amount based on a control state of the device; A fuel injection control means h'' for injecting fuel based on the applied fuel injection amount.

Further, the phase lag compensation corresponding to the operation delay performed by the respective intake air amount limiting device phase lag compensating means f, f', f'' is applied to the controlled intake air amount limiting device's operation delay time. Operation delay time prediction means i, i', i" (first
(shown by dotted lines in FIGS. 3 to 3) may be provided.

<Operation> The accelerator operation amount detected by the accelerator operation amount detection means a and the target engine output shaft torque calculation means calculate the target engine output shaft torque.

The intake air amount limiting device operation amount calculation means C calculates the amount of operation (throttle valve opening degree) of the intake air amount limiting device (for example, a throttle valve and its drive mechanism) according to the calculated target engine output shaft torque. .

The intake air amount limiting device control means d controls the intake air amount limiting device so that the calculated operation amount is obtained.

On the other hand, the intake air amount phase lag compensating means e applies phase lag compensation (phase lag τ1) corresponding to the intake air response delay to the calculated target engine output shaft torque. The actual engine output shaft torque corresponding to the amount of air actually taken into the cylinder can be obtained.

Then, the intake air amount limiting device phase lag compensating means f adjusts the actual engine output shaft torque to the operation delay of the intake air amount limiting device (for example, a throttle valve) based on the controlled state of the intake air amount limiting device. Compensation for the phase delay (phase delay τ2) corresponding to the delay in the opening operation of the opening operation is performed.

The fuel injection amount calculation means g calculates the fuel injection amount based on the actual engine output shaft torque to which the phase lag compensation (phase lag τ and τ2) has been applied.

The fuel injection control means injects and supplies fuel to the engine in an amount commensurate with the calculated fuel injection amount.

Here, the calculated fuel injection amount is set in accordance with the amount of air actually taken into the cylinder, so that the amount of fuel and the amount of air are supplied in just the right amount.

In addition, in the invention of claim 2, the intake air amount is controlled in the same manner as in the invention of claim 1, but regarding fuel injection control, first, the fuel injection amount calculation means g'' is adjusted to the target engine output shaft torque. The fuel injection amount is calculated based on this.

Then, the intake air amount phase lag compensating means e'' applies phase lag compensation to the calculated fuel injection amount corresponding to the response delay of the intake air, thereby performing lag compensation equivalent to the phase lag of the intake air.

Then, the intake air amount limiting device phase lag compensating means f″
Similarly to the above, based on the control state of the intake air amount limiting device, phase lag compensation corresponding to the operation delay of the intake air amount limiting device is applied to the phase lag compensated fuel injection amount, and fuel injection control is performed. Means h' supplies injection to the engine.

In addition, in the invention of claim 3, the control of the intake air amount is performed in the same manner as in the invention of claim 1, but regarding fuel injection control, first, the fuel injection amount calculation means g" Phase delay τ1 obtained by delay compensation means e
The fuel injection amount is calculated based on the actual engine output shaft torque, and with respect to this fuel injection amount, the intake air amount limiting device phase lag compensating means f" (Phase delay τt) compensation is applied.

Furthermore, the fuel injection control means h'' injects and supplies fuel based on the fuel injection amount subjected to the phase lag compensation.

Therefore, the invention according to claim 2 or 3 differs from the invention according to claim 1 only by changing the order of phase delay compensation.
The fuel injection amount controlled by the fuel injection control means h'' or h'' remains the same, and just the right amount of fuel and air will be supplied.

Further, in the inventions according to claims 4.5 and 6, the operation delay time prediction means i, i' and i'' are performed by the intake air amount limiting device phase delay compensating means f, f' and f''. Phase delay compensation (phase delay τ2) corresponding to the operation delay is predicted based on, for example, the rise of the throttle valve opening, the rise of the torque of the output shaft, and the control state such as the power supply voltage of the actuator.

<Example> Embodiments of the present invention will be described below based on the drawings.

In FIG. 4 showing the system configuration according to the first embodiment of the present invention, the crank angle sensor 14 outputs a signal for each minute unit angle of the crank angle and a signal for each reference position. Then, the engine rotational speed Ne is detected based on this signal.

The accelerator opening sensor 15 detects the accelerator opening (accelerator f
Made by f1! ) A c c is detected by the output voltage of the potentiometer. Note that the accelerator opening sensor 15 constitutes accelerator operation amount detection means a.

Torque sensor 28 detects the output shaft torque actually generated by the engine.

Battery voltage sensor 29 detects the voltage of a battery device attached to the vehicle.

The crank angle sensor 14. Accelerator opening sensor I5.
The CPU 16, which receives the detection signals from the torque sensor 28 and the battery voltage sensor 29, performs the operation shown in FIG. A fuel injection pulse having a pulse width corresponding to this pulse width is outputted to the injector 17 provided in the intake passage of the engine (for example, the intake boat of each cylinder) to perform fuel supply control.In addition, in order to output the target torque, A target throttle valve opening that provides the required amount of intake air is determined, and this is output to the servo drive circuit 18 to control the air amount.Furthermore, the ignition timing required to output the target engine output shaft torque is determined, Output to the injection coil 19.

The ROM 2Q stores various data (for example, the illustrated fuel injection amount table 21 and throttle valve opening table 22) necessary for calculations by the CPU 16.

The servo drive circuit 18 is a target throttle valve whose actual throttle valve opening θ detected by a throttle sensor 24 (which detects the opening of a throttle valve 27 installed in an intake passage 26) is output from the CPU 16. Opening degree θ. The throttle valve 27 is adjusted according to the deviation of both openings to match the
The servo motor 25 connected to the servo motor 25 is driven to rotate in forward and reverse directions.

The control operation performed by the CPU 16 will be explained according to the flowchart shown in FIG. This routine has a constant period of 1 mer (
For example, it is executed every 4 IIS).

At Pl and Pl, the accelerator opening Acc and engine rotational speed Ne are read. Note that Ne is calculated based on the signal from the crank angle sensor 14. In P3, the actual throttle valve opening θ is read.

In P4, the target engine output shaft torque T is calculated. T
1 is the engine output shaft torque required for the driving conditions of the vehicle at that time, and is given according to the driving conditions of the vehicle. Incidentally, if there is no need to change the characteristics according to the driving conditions of the vehicle, it may be determined by searching from 01, Acc, and Ne according to the characteristics set in a torque table as shown in FIG. In this part P4, the function of the target engine output shaft torque calculation means is fulfilled.

In P5, a coefficient kf is calculated by converting the time constant τf when the intake air is filled into the intake collector into a sample value system. Since the time constant τf takes different values depending on the throttle valve opening degree and the engine rotational speed, the data of the coefficient kf is given in a table, and the engine rotational speed Ne calculated by Pl and the actual value detected by P3 are used. Read by the negative throttle valve opening θ.

In P6, the actual engine output shaft torque T2 corresponding to the torque actually generated by the engine is calculated using the following equation using the target engine output shaft torque T1 calculated in P4 and the coefficient kf calculated in P5.

Tzt−−−+=kf・Tt,. , a+ + (1k
f) ・T...(1) This actual engine output shaft torque T2 is a value obtained by applying intake delay compensation (referred to as phase delay T1) to the target engine output shaft torque T. In the portion P6, the function of the intake air amount phase lag compensating means e is fulfilled.

At P7, the target throttle valve opening θ shown in FIG. 7 is determined from the target engine output shaft torque T given at P4 and Ne at that time. Read out. The data given in FIG. 7 is determined from the performance of the engine installed in the vehicle.

In this part P7, the intake air amount limiting device operation amount calculation means C
functions are fulfilled.

In P8, θ. is output to the servo drive circuit 18.

As a result, the throttle valve opening degree θ. feedback control to match.

Here, the servo drive circuit 18 and servo motor 25 shown in P8 and FIG. The throttle valve 27 and the throttle sensor 24 function as the intake air amount limiting device control means d.

At PI3, the battery voltage VII detected by the battery voltage sensor 29 is read.

At PI3, the output shaft torque TII detected by the torque sensor 28 and actually generated by the engine is read.

Next, in PI3, the actual throttle valve opening θ1 read in P3 or the throttle valve 27 is determined as the actual throttle valve opening θ1.
Based on at least one of the hunting voltage V read by PI3, which detects the change in the operating environment caused by opening P6, or the torque T of the engine output shaft read by PI3, P6 The actual engine output shaft torque T2 obtained in is subjected to phase lag compensation corresponding to the delay in the opening operation of the throttle valve 27 to obtain a phase lag τ2),
The actual engine output shaft torque T4 corresponding to the actual movement of the throttle valve is calculated. Note that this step will be described in detail later.

That is, P3, PI3, PI3, and PI3 perform the function of the intake air amount limiting device phase lag compensating means f.

In P9, it is determined whether or not there is a cylinder at the current timing to start injection. If there is a cylinder to start injection, the process advances to PIO to P13, and if there is no cylinder to start injection, this step is performed. End the routine.

In PLO, the basic fuel injection pulse width T is read from the actual engine output shaft torque T4 obtained in PI3 and Ne at that time with reference to the fuel injection table shown in FIG. The data here is also determined from the performance of the engine installed in the vehicle.

For pH, T, various corrections are made depending on the operating state of the engine (increase correction according to the cooling water temperature, increase correction at startup, air-fuel ratio feedbank correction based on the detected value of oxygen concentration in the exhaust, etc.) (known method) to calculate the fuel injection pulse width T.

In PI3, correction compensation for wall flow response delay is applied to T obtained from pH, and the final fuel injection pulse width T
Find i. The method of correction is disclosed in Japanese Patent Application No. 6312368.
Using the same method as shown in No. 9, calculate as follows.

Ti,,=(T,-β・MFcyL)/α・・(2)
MFeyt = (1-α)-T=+t= (i-β)
・MF cyt ・・(3) Here, α and β are values for fuel correction regarding wall flow bone MF cyL, and are predetermined as engine properties,
The value varies depending on the engine temperature, rotational speed, and amount of intake air. Therefore, the engine cooling water temperature T. , engine rotational speed Ne, and target engine output shaft torque T (corresponding to intake air amount) may be read from table data stored in ROM in advance, or
It can also be calculated from the air-fuel ratio response as in No. 689. Note that MFcyL is calculated for each cylinder.

As described above, the function of the fuel injection amount calculation means g is performed by PIO-P12 (directly only PLO).

At PI3, T, , , obtained at PI3 is set to the output port of CP 16. As a result, a fuel injection pulse having a pulse width of T in is output to the injector 17 when a predetermined crank angle is reached, and an amount of fuel corresponding to T in is injected into the intake port.

Here, the function of fuel injection control means is performed by the PI 3 and the injector 17 shown in FIG. 4.

Next, the operation of this embodiment will be explained.

The target throttle valve opening degree θ corresponding to the target engine output shaft torque T1 every sampling, that is, every execution of the program shown in FIG. is output to the throttle actuator.

Target throttle valve opening θ. There is a delay between the amount of air passing through the throttle valve Q, and the amount of air actually drawn into the cylinder at the time of the intake stroke, Qc, due to filling the intake collector, and the relationship is expressed as a first-order lag as shown in the following equation. It is known that hail is caused due to the relationship between

22, τf (s) is a time constant of air response delay and takes a different value depending on the throttle valve opening and engine rotation speed, but its value can be determined in advance by calculation according to the shape of the engine.

(Reference: Calculation formula for τf) Replace Q and Q cy+ in equation (4) with T1 and T2, respectively, and set the sampling period (calculation period) to T03.
When converting into a discrete time system as (s), the relational expression (5) is obtained.

R-T.

Vc is the collector volume, R is the gas constant, 7.4" intake temperature, Pl is the atmospheric pressure, η is the filling efficiency, γ is the air density,
C is the opening constant of the throttle valve, and g is a constant determined by the intake pipe pressure.

Since there is a proportional relationship between the engine generated torque and the amount of intake air, the relationship in equation (4) is generated between the target engine output shaft torque T1 given the throttle valve opening and the amount of air actually taken in at that point. This is the same relationship with the actual engine output shaft torque T2.

-e Expanding formula (5) for T, a weighted average calculation formula is obtained.

T z <n*w+ = k f−T z <. ra+
+ (1kf) ・T...(6) The coefficient kf is expressed as the following formula, and as mentioned above, it is a function of the throttle valve opening and engine speed, so the pre-calculated data is given in the coefficient table. I'll keep it.

Here, the actual engine output shaft torque T2 is the target engine output shaft torque T1 subjected to intake delay compensation, and in the intake stroke, the actual engine output shaft torque T2 is the target engine output shaft torque T1.
A quantity of fuel corresponding to 2 must be drawn into the cylinder. However, in actual control, the throttle valve 27 does not ideally move in response to the given opening signal, so phase lag compensation corresponding to the delay in the opening operation of the throttle valve 27 is applied at Pl6. , the actual engine output shaft torque T4 corresponding to the actual movement of the throttle valve.
is being calculated.

Here, the function of determining the phase delay corresponding to the delay in the opening operation of the throttle valve 27 will be explained.

By reading the actual throttle valve opening θ address in P3, P
Compensation is performed by comparing with the calculated value output to the throttle actuator at l6.

This is because, as shown in Figure 9, when comparing the opening command value output to the throttle actuator with the effective value at which the throttle actuator actually moves, the effective value has a faster rise due to the delay in actuator operation. It's getting late. That is, the target throttle valve opening degree θ. rise T, and rise TI of the actual throttle valve opening θR)
There is an operation delay time To between □ and To = Tn + Toz (Sec). Therefore, based on this operation delay time TD, by applying delay compensation to the calculated actual engine output shaft torque T2, the output shaft torque can be reduced by 4 to match the actual movement of the throttle actuator.
can be predicted.

Alternatively, compensation may be performed by reading the output shaft torque TII actually generated by the engine at Pl5 and comparing the calculated target actual engine output shaft torque Tz and the torque T at Pl6.

As shown in Fig. 10, when the rise of the target actual engine output shaft torque T2 is compared with the rise of the output shaft torque TII actually generated by the engine, it is found that the rise of the output shaft torque TII actually generated by the engine is equal to the delay in actuator operation. The output shaft torque T is slower to rise. That is,
An operation delay time TI) of To=To+Toz (sec) exists between the rise TDl of the target actual engine output shaft torque T2 and the rise TD2 of the output shaft torque T7 actually generated by the engine. Therefore, based on this operation delay time T0, by applying delay compensation to the calculated actual engine output shaft torque T2, the output shaft torque is adjusted to 4i, which corresponds to the actual movement of the throttle actuator.
T a can be predicted.

Alternatively, the battery voltage (18) may be read in the PI3, and the target actual engine output shaft torque T2 may be compensated in the PI3.

This means that the response time of the throttle actuator when a throttle opening command value from fully closed to fully open is given differs depending on the power supply voltage, as shown in FIG. 11. As described above, since the movement of the throttle actuator is greatly influenced by its voltage and its response time, the difference between the calculated actual engine output shaft torque T2 and the output shaft torque Tw actually generated by the engine is There is an operation delay time corresponding to the operation delay of the throttle actuator. Therefore, by having the relationship shown in Fig. 11 in advance as a map and detecting the battery voltage (8), which is the power supply voltage of the actuator, the operation delay time of the throttle actuator can be predicted, and based on the delay time, the operation delay time of the throttle actuator can be predicted. By applying delay compensation to the calculated actual engine output shaft torque T2, a value T4 of the output shaft torque corresponding to the actual movement of the throttle actuator is predicted.

That is, P3, PI3, PI3, and PI3 described above also function as the intake air amount limiting device operation delay time predicting means i according to claim 4 of the present invention shown in FIG.

Therefore, as explained above, the fuel injection amount is controlled in consideration of the response delay of the intake air, and the fuel injection amount is also set according to the amount of air actually taken into the cylinder. The amount and amount of air will be supplied in just the right amount.

Next, a second embodiment of the present invention will be described.

The system (hardware) configuration is the same as that of the first embodiment shown in FIG.

FIG. 12 shows a flowchart of control operations performed by the CPU 16. Steps having the same functions as those in the flowchart according to the first embodiment shown in FIG.

At P21, the basic fuel injection pulse width T is read from the target engine output shaft torque T1 calculated at P4 and the engine rotational speed Ne at that time with reference to the fuel injection amount table shown in FIG.

In P22, the basic fuel injection pulse width TP obtained in P21
and the time constant τf calculated in P5, a delay compensation equivalent to the phase delay of the intake air is performed, and the actual basic fuel injection pulse width TPz to be actually taken into the cylinder is determined.

Tpz<, --> =K f-TF2(.Ldl
+(I K f )・T, ...(8) Here, P5. The function of P22 fulfills the function of the fuel injection amount calculation means g° in FIG.

P23 has 1. Actual throttle valve opening θ read in P3
8, or the throttle valve 27 has the throttle valve opening θ7
Based on at least one of the battery voltage V3 read by PI3 or the engine output shaft torque T, l read by PI3, which detects the change in the operating environment caused by opening the A phase lag compensation corresponding to the delay in the opening operation of the throttle valve 27 is predicted for the actual basic fuel injection pulse width TP2 (referred to as phase lag τ2), and the actual basic fuel injection pulse width corresponds to the actual movement of the throttle valve. Calculate TP3.

That is, P3, PI3, PI3, and P23 perform the functions of the intake air amount limiting device phase delay compensating means f' and the operation delay time predicting means i'' shown in FIG.

At P24, various corrections are made to the actual basic fuel injection pulse width TF3 in accordance with the engine operating condition similar to those explained for the pH in FIG. 5, and the fuel injection pulse width T,
Calculate.

As shown above, compared to the first embodiment, this embodiment has the following points:
The only difference is that first, the target engine output shaft torque T1 is replaced with the basic fuel injection pulse width TP, and then phase lag compensation of the intake air is performed and used for determining the ignition timing. Therefore, since the only difference is the order in which phase delay compensation is applied, the operation and effect are the same as those of the first embodiment.

Next, a third embodiment of the present invention will be described.

The system (hardware) configuration is the same as that of the first embodiment shown in FIG.

FIG. 14 shows a flowchart of control operations performed by the CPIJ 16. Incidentally, steps having the same functions as those in the flowchart according to the first embodiment shown in FIG. 5 are given the same reference numerals and explanations thereof will be omitted.

At P31, the actual engine output shaft torque T obtained at P6
2 and Ne at that time, the basic fuel injection pulse width TPS is read out with reference to the fuel injection table shown in FIG. The data here is also determined from the performance of the engine installed in the vehicle.

That is, P31 fulfills the function of the fuel injection amount calculation means g1.

In P32, the actual throttle valve opening θ read in P3 or the change in the operating environment caused by the throttle valve 27 opening by the throttle valve opening θ is read in PI3. Based on at least one of the battery voltage (8) or the torque T11 of the engine output shaft read in PI3, the basic fuel injection pulse width TP5 obtained in P31 corresponds to the delay in the opening operation of the throttle valve 27. Phase lag compensation is predicted (phase lag is assumed to be τ2), and a basic fuel injection pulse width TP6 corresponding to the actual movement of the throttle valve is calculated.

That is, P3, PI3, PI3 and P32 perform the function of the intake air amount limiting device phase lag compensating means r' and the function of the operation delay time predicting means i'' shown in FIG.

At P33, various corrections are made to the basic fuel injection pulse width TP6 in accordance with the operating state of the plant, similar to those explained for the pH in FIG. 5, to determine the fuel injection pulse width T,
Calculate.

As shown above, in this embodiment, first, the actual engine output shaft torque T2 is obtained by applying intake delay compensation to the target engine output shaft torque T, and the actual engine output shaft torque T is obtained.
The basic fuel injection pulse width TPS is calculated based on 2, and the basic fuel injection pulse width TPS is compensated for the phase lag of intake air. Therefore, since the only difference is the order in which phase delay compensation is applied, the operation and effect are the same as those of the first embodiment.

<Effects of the Invention> As explained above, according to the present invention, the intake air amount is controlled according to the target engine output shaft torque determined according to the accelerator operation amount, and the phase lag corresponding to the response delay of the intake air is controlled. Since the fuel injection amount is controlled by performing compensation and phase lag compensation related to the intake air amount limiting device, it is possible to control the fuel injection amount by taking into account the response delay of the intake air.
Even during transient operation, just the right amount of fuel and air can be supplied to the intake stroke of each cylinder. Therefore, even during transient operation, 100 [! It is possible to obtain engine output shaft torque that accurately corresponds to the engine output shaft torque.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the structure of the invention according to claims 1 and 4, FIG. 2 is a block diagram showing the structure of the invention according to claims 2 and 4, and FIG. 3 is a block diagram showing the structure of the invention according to claims 3 and 4. FIG. 4 is a system configuration diagram common to the embodiments of each of claims 1 to 4, FIG. 5 is a flowchart showing the control operation of the first embodiment of the present invention, and FIG. 6 is a block diagram showing the configuration of the invention. is a diagram for determining the target engine output shaft torque used in each embodiment, FIG. 7 is a diagram showing a throttle valve opening table used in each embodiment, and FIG. 8 is a diagram for determining the target engine output shaft torque in the first embodiment. A diagram showing the basic fuel injection pulse width table to be used, Figure 9 is a time chart related to the operation of the throttle valve opening θ,
Figure 0 is a time chart regarding the rise of the target actual engine output shaft torque T2, Figure 11 is a diagram showing the response time of the throttle actuator to the power supply voltage, and Figure 12 is a diagram showing the control operation of the second embodiment of the present invention. 13 is a diagram showing the basic fuel injection pulse width table used in the second embodiment, FIG. 14 is a flow chart showing the control operation of the third embodiment of the present invention, and FIG. 15 is a diagram showing the control operation of the third embodiment of the present invention. FIG. 3 is a diagram showing a basic fuel injection pulse width table used in an example. 14... Crank angle sensor 15... Accelerator opening sensor 16... CPU 17... Injector 18... Servo drive circuit 19... Ignition coil 20... ROM 24...
Throttle sensor 27... Throttle valve 28
...Torque sensor 29...Battery voltage sensor

Claims (4)

[Claims] (1) Accelerator operation amount detection means for detecting an accelerator operation amount; target engine output shaft torque calculation means for calculating a target value of engine output shaft torque based on the detected accelerator operation amount; and the calculated target. an intake air amount limiting device operation amount calculation means for calculating an operation amount of a device that limits the intake air amount to the engine according to the engine output shaft torque; and controlling the intake air amount limiting device based on the calculated operation amount. intake air amount limiting device control means for controlling the intake air amount limiting device; intake air amount phase lag compensation means for applying phase lag compensation to the calculated target engine output shaft torque corresponding to a response delay of intake air; and the controlled intake air amount limiting device. intake air amount limiting device phase lag compensating means for applying phase lag compensation corresponding to the operation delay of the intake air amount limiting device to the target engine output shaft torque subjected to the phase lag compensation based on the control state of the device; , a fuel injection amount calculation means for calculating a fuel injection amount based on the target engine output shaft torque subjected to the phase lag compensation; and a fuel injection control means for injecting fuel based on the calculated fuel injection amount. A control device for a vehicle engine, characterized in that it is configured to include the following. (2) accelerator operation amount detection means for detecting an accelerator operation amount; target engine output shaft torque calculation means for calculating a target value of engine output shaft torque based on the detected accelerator operation amount; and the calculated target. an intake air amount limiting device operation amount calculation means for calculating an operation amount of a device that limits the intake air amount to the engine according to the engine output shaft torque; and controlling the intake air amount limiting device based on the calculated operation amount. an intake air amount limiting device control means for calculating a fuel injection amount based on the calculated target engine output shaft torque; and a fuel injection amount calculation means for calculating a fuel injection amount based on the calculated target engine output shaft torque; an intake air amount phase lag compensator that performs phase lag compensation to compensate for the phase lag; an intake air amount limiting device phase lag compensating means for compensating for a phase lag corresponding to an operation delay of the intake air amount limiting device; and a fuel injection control means for injecting fuel based on the compensated fuel injection amount. A vehicle engine control device characterized by: (3) accelerator operation amount detection means for detecting an accelerator operation amount; target engine output shaft torque calculation means for calculating a target value of engine output shaft torque based on the detected accelerator operation amount; and the calculated target. an intake air amount limiting device operation amount calculation means for calculating an operation amount of a device that limits the intake air amount to the engine according to the engine output shaft torque; and controlling the intake air amount limiting device based on the calculated operation amount. intake air amount limiting device control means for controlling the calculated target engine output shaft torque; intake air amount phase lag compensating means for applying phase lag compensation corresponding to a response delay of intake air to the calculated target engine output shaft torque; a fuel injection amount calculation means for calculating a fuel injection amount based on a target engine output shaft torque; and a fuel injection amount calculation means for calculating a fuel injection amount based on a controlled target engine output shaft torque; An intake air amount limiting device phase lag compensating means that performs phase lag compensation corresponding to an operation delay of the device; and a fuel injection control means that injects fuel based on the fuel injection amount subjected to the phase lag compensation. A control device for a vehicle engine, characterized in that: (4) The phase lag compensation corresponding to the operation delay performed by the intake air amount limiting device phase lag compensating means is applied to the operation delay of the intake air amount limiting device to the controlled state of the intake air amount limiting device. 4. The control device for a vehicle engine according to claim 1, further comprising operation delay time prediction means for predicting based on the operation delay time prediction means.