JPH0441293Y2 - - Google Patents

Description

[Detailed description of the invention] [Industrial application field] The present invention is an intake air weight correction device for a pulse-driven thermal air flow sensor installed in the intake passage of an internal combustion engine, and in particular, a device for correcting the intake air weight based on the intake air condition of the engine, that is, the pulsation condition. The present invention relates to an intake air weight correction device that corrects errors in intake air weight.

[Conventional technology]

Generally, in an electronically controlled internal combustion engine, the intake air weight of the engine is one of the important operating state parameters for calculating fuel injection amount, ignition timing, etc. Recently, thermal air flow sensors have been put into practical use as air flow sensors for detecting the weight of intake air, with advantages such as small size and good response. It also has the advantage of low power consumption.

A pulse-driven thermal airflow sensor is equipped with a bridge circuit that includes a temperature detection resistor and a heat generating resistor installed in the intake passage of an engine, and a constant voltage generation circuit for applying a constant voltage to this bridge circuit. There is. The constant voltage generation circuit is triggered by a trigger signal and applies a constant voltage to the bridge circuit, and when the temperature of the heating resistor becomes higher than the temperature of the temperature detection resistor by a certain amount of temperature, it is reset and starts applying a constant voltage. Stop. For this reason, a voltage detection circuit is provided to detect when the temperature of the heating resistor becomes higher than the temperature of the temperature detection resistor by a certain temperature. As a result, the intake air weight is calculated based on the constant voltage application time to the bridge circuit. In other words, if the flow velocity of the intake air is large, the time it takes for the temperature of the heating resistor to reach a value higher than the temperature of the temperature detection resistor by a certain amount of temperature becomes longer;
The weight of the intake air is calculated based on the fact that if the flow velocity of the intake air is low, the time it takes for the temperature of the heating resistor to reach a value higher than the temperature of the temperature detection resistor by a certain temperature is shortened.

[Problem that the invention attempts to solve]

Conventionally, a pulse-driven thermal airflow sensor installed in the intake passage of an internal combustion engine can measure the integral value of the intake air weight per cylinder.
Because the heat transfer coefficient between the heating resistor and the intake air is different when there is pulsation and when there is no pulsation, when the intake air weight is calculated using the calibration curve when there is no pulsation, it will be smaller than the actual intake air weight. However, there is a problem in that errors may occur.

[Means for solving problems]

In view of the above-mentioned problems, the purpose of the present invention is to determine the magnitude of the pulsation, i.e., the ratio of the constant voltage application time by the trigger signal of 360° crank angle (CA)/number of cylinders, in the case of a pulsating half-cycle, for example, in a 4-cylinder engine. The purpose of this method is to detect the change in the heat transfer coefficient between the heat generating resistor and the air, and thereby correct the intake air weight, the means for which is shown in FIG.

That is, a bridge circuit including a temperature detection resistor and a heat generating resistor provided in the intake passage of the engine;
A constant voltage generation circuit that applies a constant voltage to the bridge circuit triggered by a trigger signal, and a constant voltage generation circuit that detects when the temperature of the heating resistor becomes higher than the temperature of the temperature detection resistor by a certain temperature. In a pulse-driven thermal air flow sensor that is equipped with a voltage detection circuit for resetting the circuit and obtains the intake air weight based on the time period during which a constant voltage is applied to the bridge circuit by the constant voltage generation circuit, the intake air weight calculation means is The intake air weight is calculated based on the constant voltage application time T based on the trigger signal T _io1 of the pulsation cycle of the intake air weight, and the constant voltage application time ratio calculation means calculates the constant voltage based on the trigger signal T _io2 of the pulsation half cycle of the intake air weight. Ratio T ₁ / of application time T ₁ , T ₂ (T ₁ < T ₂ )
Calculate T ₂ . As a result, the intake air weight correction means corrects the intake air weight using this ratio T ₁ /T ₂ .

[Effect]

According to the above-mentioned means, the pulsation period, for example 720°C
The average intake air weight per cylinder, that is, the integrated value of the intake air weight in the pulsation period can be obtained by the trigger signal T _io1 of A/number of cylinder cycles, and the trigger signal T with the pulsation half period, for example, 360°C A/number of cylinder cycles. It is possible to obtain the integral value of the intake air weight for a pulsating half cycle obtained by _io2 . Therefore, some trigger signal
If the integral value of the intake air weight for a pulsation half-cycle obtained by T _io2 corresponds to the pulsation half-cycle with a large flow velocity, then the integral value of the intake air weight for a pulsation half-cycle obtained by the next trigger signal T _io2 The value will correspond to a half-period of pulsations with low flow velocity, so that the ratio T ₁ /T ₂ will indicate the change in the heat transfer coefficient due to pulsations. Therefore, by correcting the average intake air weight according to this ratio T ₁ /T ₂ , the detection accuracy of the intake air weight is improved.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 is an overall configuration diagram showing an embodiment of an intake air weight correction device for a pulse-driven thermal air flow sensor according to the present invention. In FIG. 2, a wire mesh 2 is provided upstream of a sensor body 1, which is a part of an intake passage of an engine, to make the flow velocity distribution of intake air uniform. A sensing duct 4 is provided in the stay 3 at the center of the sensor body 1, and a temperature detection resistor 5 and a heat generating resistor 6 for detecting intake air temperature are incorporated in the sensing duct 4.

Note that the temperature sensing resistor 5 and the heating resistor 6 may be of a thin film type or a wire type, but the temperature sensing resistor 5 needs to be provided at a position that is not affected by the heat of the heating resistor 6, for example, on the upstream side of the heating resistor 6. be.

The temperature detection resistor 5, the heating resistor 6, and the adjustment resistors R ₁ , R ₂ , and R ₃ (not shown) of the sensor drive circuit 10 are as follows:
As described later, it constitutes a bridge circuit. The sensor drive circuit includes a power transistor 10a, a hybrid board 10b, and the like. Further, the sensor drive circuit 10 is controlled by a control circuit 11 composed of, for example, a microcomputer. The control circuit 11 includes a crank angle sensor 12 that generates a reference position detection pulse signal every 720° in terms of crank angle, and a crank angle sensor 12 that generates a reference position detection pulse signal every 720° in terms of crank angle. A crank angle sensor 13 that generates a pulse signal for angular position detection every 30 degrees is connected, and the injection amount of the fuel injection valve 14 and the ignition coil 15 are connected to each other.
It also controls the ignition timing, etc.

With reference to FIG. 3, the sensor drive circuit 10 of FIG.
I will explain about it. In Figure 3, 101,1
0a is a power transistor, 102 is an operational amplifier for feeding back the voltage applied to the bridge circuit to a constant voltage, 103 is an operational amplifier for generating a reference voltage, 104 is a comparator, and 105 is a flip-flop. The power transistor 101 and operational amplifiers 102 and 103 constitute a constant voltage generation circuit that applies a constant voltage to the bridge circuit. Application of this constant voltage is controlled by transistor 106, which in turn is controlled by flip-flop 105. Note that +B indicates battery voltage.

The general operation of the sensor drive circuit 10 in FIG. 3 will be described with reference to the timing diagram in FIG. 4. The energization of the bridge circuit, that is, the energization of the heating resistor 6, is performed by a trigger signal from the control circuit 11 shown in FIG. 4A.
This is done by inputting T _io . In other words, when the trigger signal _Tio is input, the flip-flop 105
is set, and as shown in FIG. 4B, the base potential of the transistor 106 changes from a high level to a low level, and the transistor 106 is turned off.
As a result, application of a constant voltage to the bridge circuit is started. That is, the heating resistor 6 starts to be energized and the temperature of the heating resistor 6 rises as shown in FIG. 4C. When the temperature of the heating resistor 6 reaches a value higher than the temperature determined by the temperature detection resistor 5, that is, the temperature of the intake air, the fourth
As shown in FIG. 4D, the voltages of the two inputs of the comparator 104 match, and the output thereof switches from low level to high level as shown in FIG. 4E. As a result, flip-flop 105 is reset and therefore
The transistor 106 is turned on, the application of the constant voltage is stopped, and the temperature of the heating resistor 6 falls as shown in FIG. 4C.

In this way, the temperature of the heating resistor 6 is determined by the trigger signal.
The temperature increases as T _io is input, and decreases as the power is turned off. Therefore, the heating resistor 6 at the start of energization
The temperature becomes a function of the energization cycle, that is, the integral value of the air amount in one cycle, and as a result, the amount of heat given to the heating resistor 6, that is, the energization time T _p shown in FIG. 4F, shows the integral value. Note that the control circuit 11 performs conversion from the energization time T _p to the intake air weight g _a .

In order to obtain a stable integral value in a 4-cycle engine, it is sufficient to trigger at a cycle of 720/number of cylinders (°C). In other words, the intake stroke is performed once every 720°C/number of cylinders, and this causes intake pulsation, so if you set 720°C/number of cylinders to one cycle, you can measure the weight of intake air per cylinder. This is because the measured value also becomes a stable value. For example, in the case of a four-cylinder engine, as shown in FIG. 5, a peak appears in response to the intake stroke of the cylinder at a cycle of 180°C, and the intake air weight g _a appears in a form roughly close to a sine wave. Therefore, when triggered at a cycle of 180° C.A, each energization time T is approximately constant because the integral value of the pulsation cycle is measured. On the other hand, when the trigger is triggered at a cycle of 90℃A, the integral value of the pulsation half cycle is measured, so the integration timing is divided into the valley side and the peak side of the pulsation of the intake air _weight . The long energization time T ₂ is repeated. In addition, in FIG. 5 and FIG. 6, the relationship TT ₁ +T ₂ exists.

FIG. 7 and FIG. 8 are diagrams for explaining the relationship between pulsation and heat transfer coefficient. That is, when there is no pulsation, the heat transfer coefficient h _p between the heating resistor 6 and the intake air is h _p = λ/D [0.35 + 0.47 {D (μρ) / μ} ^0.52 ] Pr
^0.3 , and when there is pulsation, the above heat transfer coefficient is =λ/D[0.35+0.47/T∫ ^T _O D{(μρ
) ₀ +Δ(μρ) _cps b2π/Tt} ^0.52 dt/μ]Pr ^0.3 . However, λ: air thermal conductivity D: diameter of heating resistor 6 μ: air viscosity coefficient Pr: Prandtl number T: pulsation period. Note that μρ corresponds to the intake air weight g _a .

As shown in Figure 8, the magnitude of pulsation is Δ
(μρ) / (μρ) ₀ In other words, when examining the average heat transfer coefficient during pulsation and the ratio h/h ₀ of the heat transfer coefficient during pulsation to the ratio of pulsation width to average flow velocity, we find that Δ(μρ)/
(μρ) ₀ = 0.5, approximately 2%, Δ(μρ)/(μρ) ₀ = 1
If it is .0, it will be about 8% smaller. This effect is approximately four times as large as the air weight error, resulting in an error of 8% to 32%. The pulsation in an actual engine is usually about 0.3, and when it is large, it is 0.8 to 1.0, so this error cannot be overlooked.

In _the present invention, as a means for detecting the magnitude of pulsation, the 90℃A cycle trigger shown in _FIG . This is to determine the size. The characteristics in this case are shown in Figure 9, where the ratio T ₁ /T ₂ and the magnitude of pulsation Δ(μρ)/(μρ) ₀ are approximately proportional, so the magnitude of pulsation can be detected from this value. . Therefore, if the correction for the pulsating flow is performed using the characteristics shown in FIG. 10, it can be suppressed to an almost non-problematic level and errors in pulsation can be eliminated.

The operation of the control circuit 11 shown in FIG. 2 will be explained with reference to the flowcharts shown in FIGS. 11 to 14.

FIG. 11 is a flowchart for triggering the sensor drive circuit 10 every 180°C in the case of a pulsating cycle, that is, a 4-cycle 4-cylinder engine, and FIG. 12 is a flowchart for triggering the sensor drive circuit 10 every 180° C. This is a flowchart for triggering the sensor drive circuit 10 every 90°C. It is assumed that a conditional step is incorporated in the routine of FIG. 11 and the routine of FIG. 12 so that they are not executed at the same time. In the routine of FIG. 11, the trigger signal _Tio is sent to the sensor drive circuit 10 in step 1101.
The routine of FIG. 11 ends at step 1102. Similarly, in the routine of FIG. 12, the trigger signal _Tio is sent to the sensor drive circuit 10 in step 1201, and the
The illustrated routine ends.

13 starts at the fall of the energization signal from the sensor drive circuit 10, that is, the output of the flip-flop 105. In step 1301, the previous counter value T ₂ is set as T ₁ , and in step 1302, T ₂ ←
CNT. Here, T ₁ and T ₂ correspond to the energization times T ₁ and T ₂ in the pulsation half cycle in FIG. 6.
The counter CN is driven by a pulse that rises every time the routine shown in FIG. 11 or 12 is executed and falls after the routine shown in FIG. 13 is completed. That is, the counter CNT is reset to 0 at the rising edge of this pulse, and is counted up by a predetermined clock (for example, 1 μs) while this pulse is at a high level. In step 1303,
Let T←T ₁ +T ₂ . Therefore, the value T corresponds to the energization time T in the pulsation cycle in FIG.

In step 1304, the integrated value of the intake air weight in the pulsation period is calculated by interpolation using the calibration curve g _a shown in FIG. 14, and is stored in the memory.

At step 1305, it is determined whether T ₁ ≦T ₂ ,
If T ₁ ≦ ₂ , in step 1306 the ratio γ is set to T ₂ /
If T ₁ >T ₂ , then in step ₁₃₀₇ the ratio γ is calculated from T ₁ /T ₂ .

In step 1308, a correction coefficient K is calculated by interpolation using the one-dimensional map shown in FIG. 10 based on the ratio γ, and in step 1309, the intake air weight is corrected.
That is, it is set as G _a ← _Kga (K>1) and stored in the memory. Then, in 1310, this routine ends. The intake air weight G _a obtained in this way is used to calculate the fuel injection amount, ignition timing, etc.

[Effect of idea]

As explained above, according to the present invention, since the intake air weight is corrected by detecting the magnitude of pulsation, that is, the change in the heat transfer coefficient between the heating resistor and the intake air, the pulse-driven thermal air flow sensor Detection accuracy can be improved.

[Brief explanation of drawings]

Figure 1 is an overall block diagram showing the configuration of the present invention.
FIG. 2 is an overall schematic diagram showing an embodiment of the intake air weight correction device for a pulse-driven thermal air flow sensor according to the present invention, FIG. 3 is a circuit diagram of the sensor drive circuit shown in FIG. 2, and FIG. Fig. 3 is a timing diagram showing the general circuit operation; Fig. 5 is a timing diagram showing the circuit operation of Fig. 3 by a trigger signal in a pulsating state; Fig. 6 is a timing diagram showing the circuit operation of Fig. 3 by a trigger signal in a pulsating half cycle
Figure 7 is a diagram explaining pulsation, Figure 8 is a diagram showing the relationship between pulsation and heat transfer coefficient, and Figure 9 is the relationship between ratio T ₁ /T ₂ and pulsation. , FIG. 10 is a diagram showing the relationship between the ratio T ₁ /T ₂ and the correction coefficient K, FIGS. 11 to 13 are flowcharts showing the operation of the control circuit in FIG. 2, and FIG. FIG. 3 is a diagram showing the relationship between energization time and intake air weight. 2...Wire mesh, 5...Temperature detection resistor, 6...Heating resistor, 10...Sensor drive circuit, 11...Control circuit.

Claims (1)

[Claims for Utility Model Registration] 1. A bridge circuit including a temperature detection resistor and a heat generating resistor provided in the intake passage of an internal combustion engine, and a bridge circuit for applying a constant voltage to the bridge circuit when triggered by a trigger signal. constant voltage generation circuit,
and a voltage detection circuit for detecting that the temperature of the heating resistor has become higher than the temperature of the temperature detection resistor by a certain temperature and resetting the constant voltage generation circuit, the bridge circuit being configured by the constant voltage generation circuit. In a pulse-driven thermal air flow sensor that obtains the intake air weight based on the constant voltage application time T, the intake air weight is obtained based on the constant voltage application time T by a trigger signal of the pulsation period of the intake air weight. Intake air weight calculation means to calculate, constant voltage application time to calculate the ratio T ₁ /T ₂ of constant voltage application time T ₁ , T ₂ (T ₁ < T ₂ ) by a trigger signal of the pulsating half cycle of the intake air weight. Ratio calculation means and the ratio T ₁ /T ₂
An intake air weight correction device for a pulse-driven thermal air flow sensor, characterized in that an intake air weight correction means for correcting the calculated intake air weight is provided. 2. When the engine is a four-cycle type, the intake air weight calculation means calculates the intake air weight based on the constant voltage application time based on a trigger signal of 720°C A/number of cylinder cycles, and the first period application time ratio calculation means The intake air weight correction device according to claim 1, which calculates the ratio of constant voltage application time by a trigger signal according to 360° C.A/number of cycles of cylinders.