JPH0544564A - Atmospheric pressure detecting device for controlling enigne - Google Patents
Atmospheric pressure detecting device for controlling enigneInfo
- Publication number
- JPH0544564A JPH0544564A JP19963891A JP19963891A JPH0544564A JP H0544564 A JPH0544564 A JP H0544564A JP 19963891 A JP19963891 A JP 19963891A JP 19963891 A JP19963891 A JP 19963891A JP H0544564 A JPH0544564 A JP H0544564A
- Authority
- JP
- Japan
- Prior art keywords
- atmospheric pressure
- pressure
- detected
- intake pipe
- detected atmospheric
- 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
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、エンジン制御用大気
圧検出装置に係り、詳しくは、吸気管内絶対圧に応じて
エンジンの高負荷領域を判別するための判定基準圧（大
気圧）の検出装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an atmospheric pressure detecting device for controlling an engine, and more particularly, to detecting a reference pressure (atmospheric pressure) for judging a high load region of an engine according to an absolute pressure in an intake pipe. It relates to the device.
【０００２】[0002]
【従来の技術】従来、特開昭６１ー２０７８５８号公報
には大気圧を吸気管内絶対圧から判別する方法が開示さ
れ、これは、吸気管圧力の最大値を大気圧として取り込
む方式である。2. Description of the Related Art Conventionally, Japanese Patent Laid-Open No. 61-207858 discloses a method of discriminating the atmospheric pressure from the absolute pressure in the intake pipe, which is a method of taking the maximum value of the intake pipe pressure as the atmospheric pressure.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、特定の
条件が成立した時（電源投入時等）に所定の初期値をセ
ットし、その後取込まれた値が大気圧として使われるた
め、車両登坂走行時には大気圧が低下するがこの時の圧
力更新には、大気圧取込み条件が成立するまで大気圧の
更新ができず、大気圧の精度に問題がある。However, when a specific condition is satisfied (when the power is turned on, etc.), a predetermined initial value is set, and the value taken after that is used as the atmospheric pressure. Atmospheric pressure sometimes drops, but in the pressure update at this time, the atmospheric pressure cannot be updated until the atmospheric pressure intake condition is satisfied, and there is a problem in the accuracy of the atmospheric pressure.
【０００４】この発明の目的は、精度よく大気圧を検出
することができるエンジン制御用大気圧検出装置を提供
することにある。An object of the present invention is to provide an engine control atmospheric pressure detecting device capable of accurately detecting atmospheric pressure.
【０００５】[0005]
【課題を解決するための手段】この発明は、図７に示す
ように、吸気管内に絞り弁を備えた車載型エンジンにお
ける絞り弁下流の吸気管内の絶対圧を検出する吸気管内
絶対圧センサＭ１と、検出大気圧を記憶するための大気
圧記憶手段Ｍ２と、前記吸気管内絶対圧センサＭ１によ
る吸気管内の絶対圧と、前記大気圧記憶手段Ｍ２に記憶
されている検出大気圧とを比較して、吸気管内の絶対圧
が検出大気圧より大きいと、その時の吸気管内の絶対圧
を検出大気圧として更新する大気圧更新手段Ｍ３と、前
記大気圧記憶手段Ｍ２の検出大気圧を時間とともに徐々
に小さな値に補正する大気圧補正手段Ｍ４とを備えたエ
ンジン制御用大気圧検出装置をその要旨とする。As shown in FIG. 7, the present invention provides an intake pipe absolute pressure sensor M1 for detecting an absolute pressure in an intake pipe downstream of a throttle valve in a vehicle-mounted engine having a throttle valve in the intake pipe. And an atmospheric pressure storage means M2 for storing the detected atmospheric pressure, the absolute pressure in the intake pipe by the intake pipe absolute pressure sensor M1 and the detected atmospheric pressure stored in the atmospheric pressure storage means M2. When the absolute pressure in the intake pipe is larger than the detected atmospheric pressure, the atmospheric pressure updating means M3 for updating the absolute pressure in the intake pipe at that time as the detected atmospheric pressure and the atmospheric pressure detected by the atmospheric pressure storage means M2 are gradually increased with time. The gist is an atmospheric pressure detecting device for engine control, which is provided with an atmospheric pressure correcting means M4 for correcting to a small value.
【０００６】[0006]
【作用】大気圧更新手段Ｍ３は吸気管内絶対圧センサＭ
１による吸気管内の絶対圧と、大気圧記憶手段Ｍ２に記
憶されている検出大気圧とを比較して、吸気管内の絶対
圧が検出大気圧より大きいと、その時の吸気管内の絶対
圧を検出大気圧として更新する。大気圧補正手段Ｍ４は
大気圧記憶手段Ｍ２の検出大気圧を時間とともに徐々に
小さな値に補正する。The atmospheric pressure updating means M3 is the absolute pressure sensor M in the intake pipe.
1 is compared with the detected atmospheric pressure stored in the atmospheric pressure storage means M2, and if the absolute pressure in the intake pipe is higher than the detected atmospheric pressure, the absolute pressure in the intake pipe at that time is detected. Update as atmospheric pressure. The atmospheric pressure correction means M4 gradually corrects the atmospheric pressure detected by the atmospheric pressure storage means M2 to a small value with time.
【０００７】つまり、検出大気圧を徐々に小さな値にす
ることにより大気圧更新手段Ｍ３による大気圧の更新動
作の頻度が高くなり、大気圧の検出精度が上がる。That is, by gradually decreasing the detected atmospheric pressure, the frequency of the atmospheric pressure updating operation by the atmospheric pressure updating means M3 increases, and the atmospheric pressure detection accuracy increases.
【０００８】[0008]
【実施例】以下、この発明を具体化した一実施例を図面
に従って説明する。図１には、車両に搭載されるエンジ
ン１及びその周辺機器の概略を示す。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows an outline of an engine 1 and its peripheral devices mounted on a vehicle.
【０００９】エンジン１の吸気管２にはエアクリーナ３
と絞り弁としてのスロットルバルブ４が設けられ、吸気
管２はサージタンク５及び分配管６を介してエンジン１
の気筒毎の燃焼室７に連通している。そして、スロット
ルバルブ４の開度に応じた量の空気がサージタンク５及
び分配管６を介して各燃焼室７に吸入される。An air cleaner 3 is installed in the intake pipe 2 of the engine 1.
And a throttle valve 4 as a throttle valve, and the intake pipe 2 is connected to the engine 1 via a surge tank 5 and a distribution pipe 6.
Communicates with the combustion chamber 7 for each cylinder. Then, an amount of air corresponding to the opening of the throttle valve 4 is sucked into each combustion chamber 7 through the surge tank 5 and the distribution pipe 6.
【００１０】又、気筒毎の各分配管６には燃料噴射弁
（インジェクタ）９が設けられ、高圧燃料ポンプ１０に
より燃料タンク１１内の燃料がデリバリバルブ１２を介
して供給される。そして、この燃料噴射弁９の開弁動作
により燃料がエンジンに供給される。又、エンジン１に
はディストリビュータ１３が取り付けられ、イグナイタ
１４で発生した高電圧が各気筒の点火プラグ１５に分配
される。A fuel injection valve (injector) 9 is provided in each distribution pipe 6 for each cylinder, and fuel in a fuel tank 11 is supplied from a high pressure fuel pump 10 through a delivery valve 12. Then, the fuel is supplied to the engine by the opening operation of the fuel injection valve 9. Further, a distributor 13 is attached to the engine 1, and the high voltage generated by the igniter 14 is distributed to the ignition plug 15 of each cylinder.
【００１１】サージタンク５には吸気管内絶対圧センサ
１６が設けられ、同センサ１６によりスロットルバルブ
４下流の吸気管内の絶対圧が検出される。又、排気管１
７にはＯ2 センサ１８が設けられている。さらに、ディ
ストリビュータ１３には回転角センサ１９が設けられ、
エンジン１にはエンジン冷却水の温度を検出する水温セ
ンサ２０が設けられている。又、スロットル開度がスロ
ットルセンサ２１にて検出される。The surge tank 5 is provided with an intake pipe absolute pressure sensor 16, which detects the absolute pressure in the intake pipe downstream of the throttle valve 4. Also, the exhaust pipe 1
7, an O 2 sensor 18 is provided. Further, the distributor 13 is provided with a rotation angle sensor 19,
The engine 1 is provided with a water temperature sensor 20 that detects the temperature of engine cooling water. Further, the throttle opening is detected by the throttle sensor 21.
【００１２】大気圧記憶手段、大気圧更新手段、大気圧
補正手段としての電子制御ユニット（以下、ＥＣＵとい
う）２２は、吸気管内絶対圧センサ１６、Ｏ2 センサ１
８、回転角センサ１９、水温センサ２０、スロットルセ
ンサ２１からの信号を取り込み、スロットルバルブ４下
流の吸気管内の絶対圧、排気管１７での酸素濃度、回転
角及びエンジン回転数、エンジン冷却水温、スロットル
開度を検知する。又、ＥＣＵ２２は、イグナイタ１４、
燃料噴射弁９、高圧燃料ポンプ１０、ＩＳＣバルブ２３
をそれぞれ駆動制御する。つまり、燃料噴射制御、点火
時期制御、アイドル回転数制御（ＩＳＣ）が行われる。An electronic control unit (hereinafter referred to as an ECU) 22 as an atmospheric pressure storage means, an atmospheric pressure updating means, and an atmospheric pressure correction means includes an intake pipe absolute pressure sensor 16 and an O 2 sensor 1.
8, the signals from the rotation angle sensor 19, the water temperature sensor 20, and the throttle sensor 21 are fetched, and the absolute pressure in the intake pipe downstream of the throttle valve 4, the oxygen concentration in the exhaust pipe 17, the rotation angle and the engine speed, the engine cooling water temperature, Detect the throttle opening. Further, the ECU 22 uses the igniter 14,
Fuel injection valve 9, high-pressure fuel pump 10, ISC valve 23
Drive control. That is, fuel injection control, ignition timing control, idle speed control (ISC) are performed.
【００１３】又、ＥＣＵ２２にはバックアップメモリ２
２ａが備えられ、同バックアップメモリ２２ａは常にバ
ッテリー２４からの電力供給を受けており、キースイッ
チが切られてもその記憶内容が保持される。このバック
アップメモリ２２ａには、検出大気圧が記憶される。Further, the ECU 22 has a backup memory 2
2a is provided, the backup memory 22a is constantly supplied with power from the battery 24, and the stored contents are retained even if the key switch is turned off. The detected atmospheric pressure is stored in the backup memory 22a.
【００１４】次に、このように構成したエンジンの制御
装置の作用を説明する。図２，３は大気圧取込みルーチ
ンを示す。本ルーチンは、所定時間（例えば、数ｍｓｅ
ｃ）毎に起動される。以下、このルーチン処理を図４の
タイムチャートを用いて説明する。Next, the operation of the engine control device thus constructed will be described. 2 and 3 show an atmospheric pressure intake routine. This routine executes a predetermined time (for example, several mse
It is activated every c). Hereinafter, this routine process will be described with reference to the time chart of FIG.
【００１５】まず、平坦路を走行しているとき（図４の
ｔo 〜ｔ2 ）について説明する。ＥＣＵ２２は図２のス
テップ１００で吸気管内絶対圧センサ１６による吸気管
圧力ＰＭを取り込み、ステップ１０１で次式にて吸気管
圧力ＰＭのなまし値（１次遅れ値）ＰＭＡＶi を計算す
る。First, the case where the vehicle is traveling on a flat road (to to t2 in FIG. 4) will be described. The ECU 22 takes in the intake pipe pressure PM from the intake pipe absolute pressure sensor 16 in step 100 of FIG. 2, and calculates the smoothed value (first-order lag value) PMAV i of the intake pipe pressure PM by the following equation in step 101.
【００１６】[0016]
【数１】 ＰＭＡＶi ＝（６３・ＰＭＡＶi-1 ＋ＰＭi ）／６４ ただし、添字のｉは今回の値であり、添字のｉ−１は前
回の値である。[Number 1] PMAV i = (63 · PMAV i -1 + PM i) / 64 , however, the subscript of i is the current value, i-1 of the subscript is the previous value.
【００１７】そして、ＥＣＵ２２はステップ１０２でエ
ンジン回転数ＮＥを取込み、ステップ１０３でこの回転
数ＮＥに応じた吸気系の圧力損失ΔＰＭを求める。この
計算には、図５に示すマップを使用する。このマップは
スロットル全開時の圧力損失を回転数に応じて予め求め
たものである。Then, the ECU 22 takes in the engine speed NE at step 102, and obtains the pressure loss ΔPM of the intake system according to the engine speed NE at step 103. The map shown in FIG. 5 is used for this calculation. This map is obtained in advance by calculating the pressure loss when the throttle is fully opened according to the number of revolutions.
【００１８】次に、ＥＣＵ２２はステップ１０４で吸気
管圧力ＰＭに圧力損失ΔＰＭを加算して大気圧に相当す
る修正圧力ＰＭＣを求める。さらに、ＥＣＵ２２は図３
のステップ１０５で修正圧力ＰＭＣと、既にバックアッ
プメモリ２２ａに記憶している検出大気圧ＰＡとを比較
して、修正圧力ＰＭＣの方が小さければ、ステップ１０
６へ移行する。ステップ１０６では、検出大気圧ＰＡと
大気圧下限値ＰＡＭＩＮとを比較して検出大気圧ＰＡが
大気圧下限値ＰＡＭＩＮに達していないかチェックして
検出大気圧ＰＡの方が大きければ、ステップ１０７で高
負荷走行判定のための判定圧力ＬＰＭを算出する。この
計算には、図６に示すマップを使用する。このマップは
バックアップメモリ２２ａに記憶されている検出大気圧
ＰＡに応じた判定圧力ＬＰＭを予め求めたものである。Next, in step 104, the ECU 22 adds the pressure loss ΔPM to the intake pipe pressure PM to obtain the corrected pressure PMC corresponding to the atmospheric pressure. Further, the ECU 22 is shown in FIG.
In step 105, the correction pressure PMC is compared with the detected atmospheric pressure PA already stored in the backup memory 22a. If the correction pressure PMC is smaller, step 10
Go to 6. In step 106, the detected atmospheric pressure PA and the atmospheric pressure lower limit value PAMIN are compared, and it is checked whether the detected atmospheric pressure PA has reached the atmospheric pressure lower limit value PAMIN. If the detected atmospheric pressure PA is larger, in step 107. The judgment pressure LPM for the high load running judgment is calculated. The map shown in FIG. 6 is used for this calculation. This map is obtained in advance as the determination pressure LPM corresponding to the detected atmospheric pressure PA stored in the backup memory 22a.
【００１９】そして、ＥＣＵ２２はステップ１０８で前
記ステップ１０１でのなまし値（平均圧力）ＰＭＡＶと
判定圧力ＬＰＭとを比較して、平均圧力ＰＭＡＶが判定
圧力ＬＰＭを越えていなければ登坂モードでないとして
同ルーチンを終了する。Then, in step 108, the ECU 22 compares the smoothed value (average pressure) PMAV in step 101 with the determination pressure LPM, and if the average pressure PMAV does not exceed the determination pressure LPM, it is determined that the vehicle is not in the uphill mode. Exit the routine.
【００２０】このステップ１００→１０１→１０２→１
０３→１０４→１０５→１０６→１０７→１０８を繰り
返している中で、ステップ１０５において修正圧力ＰＭ
Ｃが検出大気圧ＰＡより大きいと（図４でのｔ1 のタイ
ミング）、ステップ１１０で修正圧力ＰＭＣと大気圧上
限値ＰＡＭＡＸとを比較する。そして、修正圧力ＰＭＣ
が大気圧上限値ＰＡＭＡＸより小さいと、ステップ１１
１で修正圧力ＰＭＣをバックアップメモリ２２ａにおけ
る新たな検出大気圧ＰＡとして記憶（更新）する。This step 100 → 101 → 102 → 1
While repeating 03 → 104 → 105 → 106 → 107 → 108, in step 105, the correction pressure PM
When C is larger than the detected atmospheric pressure PA (timing of t1 in FIG. 4), in step 110, the corrected pressure PMC is compared with the atmospheric pressure upper limit value PAMAX. And the correction pressure PMC
Is smaller than the atmospheric pressure upper limit value PAMAX, step 11
At 1, the corrected pressure PMC is stored (updated) as a new detected atmospheric pressure PA in the backup memory 22a.
【００２１】尚、修正圧力ＰＭＣが大気圧上限値ＰＡＭ
ＡＸより大きい時にはステップ１１２でＰＡをＰＡＭＡ
Ｘとしてガードをかける。一方、このような平坦路の走
行から登坂走行になると（図４でのｔ2 以降）、、ステ
ップ１０８で平均圧力ＰＭＡＶが判定圧力ＬＰＭを越え
る（図４でのｔ3）。そうすると、登坂走行に入ったと
して、ステップ１０９に移行する。このステップ１０９
では、そのときの検出大気圧ＰＡから所定値ＤＰＭを減
算して新たな検出大気圧ＰＡ（＝ＰＡ−ＤＰＭ）とす
る。The corrected pressure PMC is the atmospheric pressure upper limit value PAM.
If it is larger than AX, PAMA is set to PAMA in step 112.
Put a guard on X. On the other hand, when traveling from such a flat road to traveling uphill (after t2 in FIG. 4), the average pressure PMAV exceeds the determination pressure LPM in step 108 (t3 in FIG. 4). Then, it is determined that the vehicle has started to run uphill, and the process proceeds to step 109. This step 109
Then, a predetermined value DPM is subtracted from the detected atmospheric pressure PA at that time to obtain a new detected atmospheric pressure PA (= PA-DPM).
【００２２】このステップ１００→１０１→１０２→１
０３→１０４→１０５→１０６→１０７→１０８→１０
９を繰り返すことにより、徐々に検出大気圧ＰＡが小さ
く設定されていく（図４のｔ3 〜ｔ4 ）。この登坂走行
において、ステップ１０５において修正圧力ＰＭＣが検
出大気圧ＰＡより大きいと（図４でのｔ4 のタイミン
グ）、ステップ１１０で修正圧力ＰＭＣが大気圧上限値
ＰＡＭＡＸより小さいことを確認した上でステップ１１
１で修正圧力ＰＭＣをバックアップメモリ２２ａにおけ
る新たな検出大気圧ＰＡとして記憶（更新）する。This step 100 → 101 → 102 → 1
03 → 104 → 105 → 106 → 107 → 108 → 10
By repeating step 9, the detected atmospheric pressure PA is gradually set smaller (t3 to t4 in FIG. 4). If the corrected pressure PMC is larger than the detected atmospheric pressure PA in step 105 (timing t4 in FIG. 4) in this uphill traveling, it is confirmed in step 110 that the corrected pressure PMC is smaller than the atmospheric pressure upper limit value PAMAX. 11
At 1, the corrected pressure PMC is stored (updated) as a new detected atmospheric pressure PA in the backup memory 22a.
【００２３】尚、登坂走行時に検出大気圧ＰＡが時間と
ともに徐々に小さな値に設定されていくが、ステップ１
０６で検出大気圧ＰＡが大気圧下限値ＰＡＭＩＮ以下に
ならないようにガードがかけられる。It should be noted that the detected atmospheric pressure PA is gradually set to a small value with the passage of time when traveling uphill.
At 06, guard is applied to prevent the detected atmospheric pressure PA from falling below the atmospheric pressure lower limit value PAMIN.
【００２４】そして、このように求めた大気圧をエンジ
ンの高負荷領域を判別するための判定基準圧として用い
て吸気管内絶対圧センサ１６の検出値から高負荷領域が
決定されて、点火時期制御等に反映される。The atmospheric pressure thus obtained is used as a reference pressure for determining the high load region of the engine, and the high load region is determined from the value detected by the intake pipe absolute pressure sensor 16 to control the ignition timing. Etc. will be reflected.
【００２５】このように本実施例では、ＥＣＵ２２のバ
ックアップメモリ２２ａには検出大気圧ＰＡが記憶で
き、吸気管内絶対圧センサ１６による吸気管内の絶対圧
と、バックアップメモリ２２ａの検出大気圧ＰＡとを比
較して、吸気管内の絶対圧が検出大気圧ＰＡより大きい
と、その時の吸気管内の絶対圧を検出大気圧として更新
する。又、ＥＣＵ２２は吸気管内絶対圧センサ１６によ
る吸気管圧力の平均値（なまし値）が設定値以上の時に
登坂走行中と判断して、バックアップメモリ２２ａの検
出大気圧を時間とともに徐々に小さな値に補正する。つ
まり、登坂走行中には検出大気圧を徐々に小さな値に補
正することにより、バックアップメモリ２２ａの検出大
気圧を一定に保持した場合に比べて大気圧の更新動作を
行いやすい状態にできる。その結果、車両登坂走行時に
おいて検出大気圧の更新頻度を高くして大気圧の検出精
度を向上させることができる。As described above, in this embodiment, the detected atmospheric pressure PA can be stored in the backup memory 22a of the ECU 22, and the absolute pressure in the intake pipe by the intake pipe absolute pressure sensor 16 and the detected atmospheric pressure PA in the backup memory 22a are stored. In comparison, if the absolute pressure in the intake pipe is larger than the detected atmospheric pressure PA, the absolute pressure in the intake pipe at that time is updated as the detected atmospheric pressure. Further, the ECU 22 determines that the vehicle is traveling on an uphill when the average value (the averaged value) of the intake pipe pressure by the intake pipe absolute pressure sensor 16 is equal to or higher than the set value, and the atmospheric pressure detected by the backup memory 22a gradually decreases with time. Correct to. That is, by gradually correcting the detected atmospheric pressure to a small value during traveling on an uphill, it is possible to make the updating operation of the atmospheric pressure easier than in the case where the detected atmospheric pressure of the backup memory 22a is held constant. As a result, it is possible to improve the detection accuracy of the atmospheric pressure by increasing the update frequency of the detected atmospheric pressure when the vehicle is traveling uphill.
【００２６】尚、この発明は上記実施例に限定されるこ
とはなく、例えば、上記実施例では登坂走行時にのみバ
ックアップメモリ２２ａの検出大気圧ＰＡを時間ととも
に徐々に小さな値に補正したが、常に、バックアップメ
モリ２２ａの検出大気圧ＰＡを時間とともに徐々に小さ
な値に補正したり、平坦路走行時には小さな減少率にて
検出大気圧ＰＡを時間とともに徐々に小さな値に補正す
るとともに登坂走行時には大きな減少率にて検出大気圧
ＰＡを時間とともに徐々に小さな値に補正してもよい。The present invention is not limited to the above embodiment. For example, in the above embodiment, the detected atmospheric pressure PA of the backup memory 22a is gradually corrected to a small value with time only when traveling uphill. , The detected atmospheric pressure PA of the backup memory 22a is gradually corrected to a small value with time, or the detected atmospheric pressure PA is corrected to a small value with a small decrease rate when traveling on a flat road, and is greatly reduced when traveling on an uphill road. The detected atmospheric pressure PA may be gradually corrected to a smaller value with time.
【００２７】又、上記実施例ではステップ１０３，１０
４において吸気管内絶対圧センサ１６による吸気管圧力
ＰＭに圧力損失ΔＰＭを加算して修正圧力ＰＭＣとする
補正を行ったが、この処理は行わなくてもよい。In the above embodiment, steps 103 and 10 are performed.
In 4, the correction is performed by adding the pressure loss ΔPM to the intake pipe pressure PM by the intake pipe absolute pressure sensor 16 to obtain the corrected pressure PMC, but this process may not be performed.
【００２８】[0028]
【発明の効果】以上詳述したようにこの発明によれば、
精度よく大気圧を検出することができる優れた効果を発
揮する。As described in detail above, according to the present invention,
It has an excellent effect of being able to detect atmospheric pressure with high accuracy.
【図１】エンジン回りの全体構成図である。FIG. 1 is an overall configuration diagram around an engine.
【図２】作用を説明するためのフローチャートである。FIG. 2 is a flowchart for explaining the operation.
【図３】作用を説明するためのフローチャートである。FIG. 3 is a flowchart for explaining the operation.
【図４】作用を説明するためのタイムチャートである。FIG. 4 is a time chart for explaining the operation.
【図５】エンジン回転数と圧力損失との関係を示すマッ
プである。FIG. 5 is a map showing the relationship between engine speed and pressure loss.
【図６】検出大気圧と判定圧力との関係を示すマップで
ある。FIG. 6 is a map showing the relationship between the detected atmospheric pressure and the judgment pressure.
【図７】クレーム対応図である。FIG. 7 is a claim correspondence diagram.
１ エンジン ２ 吸気管 ４ 絞り弁としてのスロットルバルブ １６ 吸気管内絶対圧センサ ２２ 大気圧記憶手段、大気圧更新手段、大気圧補正手
段としてのＥＣＵ1 Engine 2 Intake Pipe 4 Throttle Valve as Throttle Valve 16 Absolute Pressure Sensor in Intake Pipe 22 Atmospheric Pressure Storage Means, Atmospheric Pressure Updating Means, ECU as Atmospheric Pressure Correcting Means
Claims (1)
ンにおける絞り弁下流の吸気管内の絶対圧を検出する吸
気管内絶対圧センサと、 検出した大気圧を記憶するための大気圧記憶手段と、 前記吸気管内絶対圧センサによる吸気管内の絶対圧と、
前記大気圧記憶手段に記憶されている検出大気圧とを比
較して、吸気管内の絶対圧が検出大気圧より大きいと、
その時の吸気管内の絶対圧を検出大気圧として更新する
大気圧更新手段と、 前記大気圧記憶手段の検出大気圧を時間とともに徐々に
小さな値に補正する大気圧補正手段とを備えたことを特
徴とするエンジン制御用大気圧検出装置。1. An in-intake-pipe absolute pressure sensor for detecting an absolute pressure in an intake pipe downstream of a throttle valve in a vehicle-mounted engine having a throttle valve in the intake pipe, and an atmospheric pressure storage means for storing the detected atmospheric pressure. An absolute pressure in the intake pipe by the intake pipe absolute pressure sensor,
Comparing with the detected atmospheric pressure stored in the atmospheric pressure storage means, if the absolute pressure in the intake pipe is larger than the detected atmospheric pressure,
An atmospheric pressure updating unit that updates the absolute pressure in the intake pipe at that time as a detected atmospheric pressure, and an atmospheric pressure correction unit that gradually corrects the detected atmospheric pressure of the atmospheric pressure storage unit to a small value with time are characterized. Atmospheric pressure detection device for engine control.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3199638A JP2701605B2 (en) | 1991-08-08 | 1991-08-08 | Atmospheric pressure detector for engine control |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3199638A JP2701605B2 (en) | 1991-08-08 | 1991-08-08 | Atmospheric pressure detector for engine control |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0544564A true JPH0544564A (en) | 1993-02-23 |
| JP2701605B2 JP2701605B2 (en) | 1998-01-21 |
Family
ID=16411181
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3199638A Expired - Lifetime JP2701605B2 (en) | 1991-08-08 | 1991-08-08 | Atmospheric pressure detector for engine control |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2701605B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5957110A (en) * | 1996-10-25 | 1999-09-28 | Toyota Jidosha Kabushiki Kaisha | Ignition timing control device of an engine |
| WO2005005812A1 (en) * | 2003-07-10 | 2005-01-20 | Toyota Jidosha Kabushiki Kaisha | Suction air amount predicting device of internal combustion engine |
| JP2007162480A (en) * | 2005-12-09 | 2007-06-28 | Nikki Co Ltd | Atmospheric pressure detection device for engine |
| JP2015045293A (en) * | 2013-08-29 | 2015-03-12 | 三菱電機株式会社 | Atmospheric pressure estimation device for outboard motor |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63170537A (en) * | 1986-12-29 | 1988-07-14 | Nippon Denso Co Ltd | Air-fuel ratio control device for internal combustion engine |
| JPS63266150A (en) * | 1987-04-24 | 1988-11-02 | Honda Motor Co Ltd | Measurement of atmospheric pressure of internal combustion engine |
-
1991
- 1991-08-08 JP JP3199638A patent/JP2701605B2/en not_active Expired - Lifetime
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63170537A (en) * | 1986-12-29 | 1988-07-14 | Nippon Denso Co Ltd | Air-fuel ratio control device for internal combustion engine |
| JPS63266150A (en) * | 1987-04-24 | 1988-11-02 | Honda Motor Co Ltd | Measurement of atmospheric pressure of internal combustion engine |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5957110A (en) * | 1996-10-25 | 1999-09-28 | Toyota Jidosha Kabushiki Kaisha | Ignition timing control device of an engine |
| WO2005005812A1 (en) * | 2003-07-10 | 2005-01-20 | Toyota Jidosha Kabushiki Kaisha | Suction air amount predicting device of internal combustion engine |
| US7085643B2 (en) | 2003-07-10 | 2006-08-01 | Toyota Jidosha Kabushiki Kaisha | Device for estimating an amount of intake air of an internal combustion engine |
| JP2008151145A (en) * | 2003-07-10 | 2008-07-03 | Toyota Motor Corp | Suction air quantity predicting device for internal combustion engine |
| JP4577380B2 (en) * | 2003-07-10 | 2010-11-10 | トヨタ自動車株式会社 | Intake air amount estimation device for internal combustion engine |
| JP2007162480A (en) * | 2005-12-09 | 2007-06-28 | Nikki Co Ltd | Atmospheric pressure detection device for engine |
| JP2015045293A (en) * | 2013-08-29 | 2015-03-12 | 三菱電機株式会社 | Atmospheric pressure estimation device for outboard motor |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2701605B2 (en) | 1998-01-21 |
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