JPH06129307A - Altitude judging device of vehicle - Google Patents

Abstract

PURPOSE:To judge altitude without an effect of additional intake air by comparing a reference inlet air quantity estimated from the throttle opening with the actual inlet air quantity. CONSTITUTION:When EGR (exhaust gas recirculation) is switched on, a correction factor DELTAGNEGR showing the air quantity passed through an air flow meter in all of the inlet air quantity is calculated on the basis of the rotational speed NE of the engine and the throttle opening TA (step 103). Then, this correction facter DELTAGNEGR and a correction coefficient KPA of the atmosperic pressure are multiplied by a map value GNTAB of the reference inlet air quantity respectively, which have been obtained in the (step 101) for estimating correction reference inlet air quantity GNAFM, and inlet air quantity GNTA' is estimated on the basis of the output signal of an air flow meter (atep 105). This GNAFM is compared with GNTA' for renewing the correction coefficient KPA of the atmosperic pressure (step 106,107).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle high altitude determination device, and more particularly, to calculate a reference intake air amount from a throttle opening,
The present invention relates to a device for performing high altitude determination by comparing with an actual intake air amount.

[0002]

2. Description of the Related Art When a vehicle travels in high altitudes, the atmospheric pressure decreases and the air density decreases in higher altitudes. Therefore, even if the throttle opening is the same, the intake air amount of the internal combustion engine of the vehicle decreases and the output of the internal combustion engine decreases. Will fall. Therefore, in order to determine the altitude at which the vehicle is running, the reference intake air amount was calculated by referring to the map with the engine speed and the throttle opening, and the reference intake air amount and the air flow meter were calculated. There is known a vehicle highland determination device that makes a highland determination by comparing with an actual intake air amount (Japanese Patent Laid-Open No. Hei 3).
-185250).

[0003]

[Problems to be Solved by the Invention] An appropriately controlled exhaust gas is recirculated into an intake air-fuel mixture to slow combustion in an engine cylinder and lower the maximum combustion temperature to reduce nitrogen oxides (NO
In an internal combustion engine having an exhaust gas recirculation (EGR: exhaust gas recirculation) device designed to reduce x), exhaust gas is supplied to the downstream side of the throttle valve when EGR is performed. The downstream side is displaced closer to the atmospheric pressure than the upstream side, the differential pressure between the downstream side and the upstream side of the throttle valve becomes small, and the intake air amount at the same throttle opening becomes small.

Further, in order to prevent the fuel (vapor) evaporated in the fuel tank from being released to the atmosphere, each part is hermetically sealed and the vapor is once adsorbed by the adsorbent in the canister, and the adsorbed fuel is absorbed. In an internal combustion engine equipped with an evaporative purge system that causes an intake passage of the internal combustion engine to burn under a predetermined operating condition of the vehicle, fuel is released (purged) from the canister to the downstream side of the throttle valve during purging.

Here, as shown in FIG. 12, when the horizontal axis indicates the throttle opening TA and the vertical axis indicates the intake air amount GNAFM obtained from the output of the air flow meter, one point is obtained when traveling on a flat ground without performing EGR and purging. When the characteristics indicated by the chain line I are obtained and the vehicle runs at high altitude without performing EGR and purging, the air density is lower than that of running on level ground, and therefore the one-dot chain line I
The characteristic indicated by the chain double-dashed line II is obtained, which has a smaller GNAFM. Therefore, if the throttle opening TA is the same, the engine output will be lower when traveling at high altitudes than when traveling at high altitudes. When the driver steps on the accelerator pedal to make the engine output the same, TA becomes large and GNAFM becomes substantially constant.

On the other hand, as shown by the solid line III in FIG. 12 when running on a flat ground while purging, and by a broken line IV when running on a flat ground while performing EGR, neither run on flat ground without additional intake. Compared to the characteristic I at the time, the same TA has a lower GNAFM. This is because when the amount of air taken into the engine combustion chamber is the same, when performing purge or EGR, the amount of intake air that passes through the air flow meter decreases compared to when neither purge nor EGR is performed. is there. It is not known whether this decrease in GNAFM is due to the density change due to running at high altitude. In the conventional device, the high altitude is uniquely determined only by the throttle opening TA and the engine speed NE, so an error occurs in the high altitude determination. It's gone.

The present invention has been made in view of the above points, and provides a vehicle highland determination device that solves the above problems by correcting the reference intake air amount or the intake air amount in accordance with the added intake air introduction state. The purpose is to provide.

[0008]

FIG. 1 is a block diagram showing the principle of the present invention for achieving the above object. As shown in the figure, the present invention calculates the reference intake air amount by the calculating means 13 from the throttle opening degree of the throttle valve 12 provided in the intake passage 11 of the internal combustion engine 10 and the engine speed, and calculates the reference intake air amount of the air flow meter 14. In a device for performing highland determination by comparing the actual intake air amount obtained based on the output signal with the reference intake air amount by the determination means 15, the reference intake air is introduced when the additional intake air is introduced to the downstream side of the throttle valve 12. Compensation means 16 and 16 'for compensating the air amount or the actual intake air amount according to the operating state at the time of introduction of the additional intake air are provided.

[0009]

According to the present invention, at the time of additional intake to the downstream side of the throttle valve 12 such as purging of fuel in the EGR or the canister, the correction means 16 causes the correction means 16 to calculate the additional intake air to the downstream side of the throttle valve 12 depending on the operating condition. The reference intake air amount or the air flow meter 14 by the correction means 16 '
By correcting the actual intake air amount obtained from the output of, the influence of the added intake air on the reference intake air amount and the actual intake air amount can be removed.

[0010]

FIG. 2 shows a system configuration diagram of an embodiment of the present invention. In the figure, the air from which the air cleaner 22 has removed the dust and the like in the atmosphere is measured by an air flow meter 23.
After the intake air amount is measured by (corresponding to the air flow meter 14), the flow rate is controlled by the throttle valve 25 (corresponding to the throttle valve 12) in the intake pipe 24, and the surge tank 26 and the intake manifold are further controlled. 27 (along with the intake pipe 24, the intake passage 11
Of the internal combustion engine and flows into the combustion chamber 29 while the intake valve 28 of the internal combustion engine is open.

The opening of throttle valve 25 is controlled in conjunction with an accelerator pedal (not shown), and the opening is detected by throttle position sensor 30. Further, a fuel injection valve 31 is provided for each cylinder so that a part thereof projects into the intake manifold 27. The fuel injection valve 31 injects the fuel 33 in the fuel tank 32 into the air flow passing through the intake manifold 27 for a time designated by the microcomputer 21.

The combustion chamber 29 is in communication with the exhaust manifold 35 via an exhaust valve 34. Also, the combustion chamber 2
A plug gap of the spark plug 36 projects into the inside 9. Further, the piston 37 reciprocates vertically in the drawing. These constitute an engine (internal combustion engine 10). Further, an oxygen concentration detecting sensor (O ₂ sensor) 38 is provided so that a part thereof protrudes through the exhaust manifold 35, whereby the oxygen concentration in the exhaust gas is detected.

The fuel tank 32 contains the fuel 33, and the evaporated fuel (vapor) generated inside is sent to the canister 40 through the vapor passage 39. Canister 4
No. 0 is filled with an adsorbent such as activated carbon, and an air hole 40a is provided. Further, the canister 40 is communicated with a first port of a purge vacuum switching valve (VSV) 42 through a purge passage 41. The second port of the VSV 42 is the purge passage 4
It is connected to the surge tank 26 through 3. This V
The SV 42 is controlled to be either on (open) or off (cut off) based on a control signal from the microcomputer 21. A water temperature sensor 44 for detecting the engine cooling water temperature is provided in a part of the engine block. A rotation angle sensor 48 for detecting the engine speed is provided in the distributor.

On the other hand, the exhaust manifold 35 on the upstream side of the O ₂ sensor 38 and the intake pipe 24 on the downstream side of the throttle valve 25 are connected by a recirculation passage 45, and an EGR cooler is provided in the middle of the recirculation passage 45. 46
And vacuum switching valve for EGR (hereinafter,
EGRV) 47 are provided respectively.

The EGR cooler 46 is for lowering the temperature of the exhaust gas flowing through the recirculation passage 45. Also, EG
The RV 47 has a structure in which the valve opening degree is controlled according to the duty ratio of a control signal from the microcomputer 21 described later. Therefore, by controlling the valve opening degree of the EGRV 47, the passage flow rate of the exhaust gas input through the EGR cooler 46 is controlled, and thereby the exhaust gas recirculation amount to the intake pipe 24 is controlled.

In such a structure, the vapor generated in the fuel tank 32 is adsorbed by the activated carbon in the canister 40 via the vapor passage 39 and prevented from being released to the atmosphere. VSV4 for purging when the evaporative purging system is operating
2 is open. As a result, the atmospheric pressure is introduced into the canister 40 through the atmospheric hole 40a by utilizing the negative pressure of the intake manifold 27 during operation.

Then, the fuel adsorbed on the activated carbon in the canister 40 is desorbed, and the fuel is purged by the purge passage 4
1, it is sucked into the surge tank 26 through the purge VSV 42 and the purge passage 43, respectively. In addition, the activated carbon is regenerated by the above desorption and prepared for the next adsorption of paper.

The microcomputer 21 is a control device for realizing the above-mentioned calculation means 13, determination means 15 and correction means 16, 16 'by software processing, and has a known hardware configuration as shown in FIG. 2, those parts which are the same as those corresponding parts in FIG. 2 are designated by the same reference numerals, and a description thereof will be omitted. In FIG. 3, the microcomputer 21 includes a central processing unit (CPU) 50, a read only memory (ROM) 51 storing a processing program, a random access memory (RAM) 52 used as a work area,
Backup RAM that retains data even after the engine is stopped
53, input interface circuit 5 with multiplexer
4, an A / D converter 56, an input / output interface circuit 55, etc., which are connected via a bus 57.

The input interface circuit 54 receives an intake air amount detection signal from the air flow meter 23, a detection signal from the throttle position sensor 30, an oxygen concentration detection signal from the O ₂ sensor 38, and a detection signal from the water temperature sensor 44.
A parallel input signal composed of an output signal of the rotation angle sensor 48 is sequentially switched and fetched, and the time-sequentially synthesized signals are input as a serial signal to a single A / D converter 56 for analog / digital conversion. It is sent to 57 sequentially.

The input / output interface circuit 55 receives the detection signal from the throttle position sensor 30 and inputs the detection signal to the CPU 50 via the bus 57. On the other hand, each signal input from the bus 57 is used for purging the fuel injection valve 31 and for purging. It selectively sends to VSV42 and EGRV47, and controls them.

Next, an atmospheric pressure correction value calculation routine for realizing the calculation means 13, the judgment means 15 and the correction means 16 will be described. FIG. 4 shows a flowchart of the first embodiment of the atmospheric pressure correction value KPA calculation routine. This atmospheric pressure correction value K
When the PA calculation routine is started in a predetermined cycle, the CPU 5
As for 0, first, the engine speed NE detected by the output signal of the rotation angle sensor 48 and the throttle opening TA detected by the output signal of the throttle position sensor 30 are stored in advance in the ROM 51 as shown in FIG. The intake air amount in the standard state (reference intake air amount) GNTAB is calculated with reference to the map (step 101).

Subsequently, it is determined whether or not the EGR is being executed (step 102), and when it is being executed, the correction coefficient ΔGNEGR is calculated by referring to the map (step 103). This embodiment is characterized by the calculation of the correction coefficient ΔGNEGR, and the map of the correction coefficient ΔGNEGR is stored in advance in the ROM 51 as a map of the engine speed NE and the throttle opening TA as shown in FIG. Here, for example, when the correction coefficient ΔGNEGR is “0.85”, EG
The R gas amount is 0.15 (= 1−0.85), which means that the air amount corresponding to 15% of the intake air amount of the engine combustion chamber does not pass through the air flow meter 23.

On the other hand, when it is determined in step 102 that the EGR is not executed, all of the intake air amount has passed through the air flow meter 23, so the correction coefficient ΔG
The value of NEGR is set to "1.0" (step 104).
When the correction coefficient ΔGNEGR is calculated in step 103 or 104, the process proceeds to step 105, in which the actual intake air amount per revolution (unit g / rev) GNAFM is calculated and corrected based on the output signal of the air flow meter 23. The reference intake air amount GNTA 'is calculated (step 105).

Here, the above-mentioned intake air amount G per one rotation G
NAFM refers to the output signal VG (unit V) of the air flow meter 23 and refers to a map as shown in FIG.
(Unit: g / sec) is calculated, and this GA and engine speed NE
Based on (unit rpm), it is calculated by performing a smoothing process as in the following equation. {(N-1) × GNAFM _OLD '+ GNAFM'} / n = GNAFM (1) where GNAFM '= GA × 60 / NE (2) In addition, n is an integer such as 32 or 64, or GNAF
M _0LD 'is the value of GNAFM' at the time of starting this routine last time.

The corrected reference intake air amount GNTA 'is calculated by the following equation.

GNTA ′ = GNTAB × KPA × ΔGNEGR (3) where KPA is atmospheric pressure / standard atmospheric pressure (460 mm
Hg) is an atmospheric pressure correction value.

Next, the intake air amount G per one revolution described above
The NAFM and the corrected reference intake air amount GNTA 'are compared in size (step 106), and the atmospheric pressure correction value KPA is updated according to the comparison result. That is, GNAFM> GNT
A'corresponds to downhill driving, and atmospheric pressure correction value KPA
Is a small value, a predetermined value α is added to KPA (step 107), and this routine ends. On the other hand, GNA
When FM ≦ GNTA ′, the corrected reference intake air amount GNT is equivalent to traveling on an uphill road and reflects the atmospheric pressure correction value KPA.
Since A'has a large value, the atmospheric pressure correction value KPA
The predetermined value α is subtracted from (step 108), and this routine ends.

As described above, according to this embodiment, the atmospheric pressure correction value KPA is set so that the corrected reference intake air amount GNTA 'and the actual intake air amount GNAFM per one rotation become equal.
Will be updated. Here, if the correction coefficient ΔGNEGR is not provided, the reference intake air amounts GNTAB and GNTA ′ per one rotation are changed according to the changes in the throttle opening TA and the engine speed NE, as shown in FIG. 8A. Although calculated respectively, ΔGNEGR is “1.0”, and the actual intake air amount GNAFM per one rotation obtained from the output of the air flow meter 23 is reduced by the EGR gas amount.
The atmospheric pressure correction value KPA is overcorrected.

On the other hand, according to this embodiment, since the correction coefficient ΔGNEGR is provided, when the throttle opening and the engine speed change as indicated by TA and NE in FIG. The coefficient ΔGNEGR changes as shown in FIG. 7B, and the actual intake air amount GNAFM per one revolution GNAFM
In order to make the correction reference intake air amount GNTA 'equal to each other, the atmospheric pressure correction value KPA can be set to a value that reflects the atmospheric pressure more accurately than before as shown in FIG. 8 (B).
Therefore, it is possible to determine the air density (high altitude) with a small error.

In this embodiment, steps 103 and 10
The reference intake air amount GNTAB calculated from the map in 5 is corrected by the correction coefficient ΔGNEGR to realize the correction means 16. However, the reference intake air amount GNTAB has two maps, one for EGR on and one for EGR. Good. In addition, the actual 1 obtained based on the output signal of the air flow meter 23
Correction means 1 for correcting the intake air amount GNAFM per rotation
6 ′ may be realized.

Next, a second embodiment of the atmospheric pressure correction value KPA calculation routine will be described with reference to the flowchart of FIG. 9, those steps that are the same as those corresponding steps in FIG. 4 are designated by the same reference numerals, and a description thereof will be omitted. Atmospheric pressure correction value KP shown in FIG.
After the A calculation routine is started in a predetermined cycle and the reference intake air amount GNTAB is calculated in step 101 as described above, the process proceeds to step 201, in which the adsorbed fuel in the canister 40 is purged by the evaporative purge system.
It is determined whether or not it is purged through 42. When purging is being executed (purge on), the ROM 51
The correction coefficient ΔGNPRG is calculated by referring to a map such as that shown in FIG. 10 stored in advance in the engine rotation speed NE and the throttle opening TA (step 202). This correction coefficient ΔGNPRG indicates what percentage of the intake air amount in the operating state determined by the engine speed NE and the throttle opening TA passes through the air flow meter 23 due to the purge ON, and when the EGR is ON. Correction coefficient Δ
It is calculated based on the map of FIG. 10 which is substantially similar to GNEGR. On the other hand, when purge is off, the amount of air taken into the engine combustion chamber 29 has all passed through the air flow meter 23, so the correction coefficient ΔGNPRG is set to “1.0” (step 203).

When the calculation of the correction coefficient ΔGNPRG is completed in step 202 or 203, step 204 is subsequently executed.
To the reference intake air amount GNT corrected based on the following equation.
A'is calculated.

GNTA ′ = GNTAB × KPA × ΔGNPRG (4) However, KPA in the above equation is used in step 107 or 10 described later.
This is the atmospheric pressure correction value updated in 8. Then step 2
In 05, the actual intake air amount GNAFM per one rotation based on the output signal VG of the air flow meter 23 is calculated in the same manner as the above equations (1) and (2), and the next step 10
In step 6, this GNAFM is compared with the correction value GNTA 'of the reference intake air amount calculated in step 204.
In this embodiment, the added intake air is not EGR but is purged, but basically, the atmospheric pressure correction value KPA can be updated and calculated by the same algorithm as in the case of EGR in the first embodiment. It should be noted that there may be two maps of the reference intake air amount GNTAB when the purge is on and when it is off, and the correction coefficient ΔGNPRG can be calculated by the duty ratio of the drive pulse of the purge VSV 42.

In this way, the atmospheric pressure correction value KPA obtained by correcting according to the introduction state of the added intake air is a vehicle highland determination value, and for example, the fuel injection time TAUST at the time of starting according to the flowchart shown in FIG. And the GN maximum guard value GNMAX. When the routine shown in the figure is started, it is first determined by the starter signal whether or not it is at the start (step 301). At the time of starting, the engine cooling water temperature T detected based on the output signal of the water temperature sensor 44
The base map value TAUSTB of the fuel injection time at start is calculated by referring to the map according to HW,
The starting fuel injection time TSUST is calculated from TB, the engine speed NE, and the battery voltage VB by a known predetermined formula (step 302).

Then, the atmospheric pressure correction value KPA updated in step 107 or 108 as described above is read (step 303), and the atmospheric pressure correction value KPA is multiplied by the starting fuel injection time TAUST to start the engine. A correction value for the fuel injection time TAUST is obtained (step 30).
4). That is, the cranking speed is low at the start,
Since the output signal of the air flow meter 23 is also not stable, the fuel injection time is not calculated based on the air amount and the engine speed, but the start fuel injection time TAUST is calculated in the open loop based on the map as described above. The air density is low in the highlands, and the fuel injection time at start is TAU, which is the same as in the flatlands.
At ST, the air-fuel ratio of the intake air-fuel mixture into the engine combustion chamber 29 becomes rich, which causes deterioration of startability, etc., so Step 3
At 04, the atmospheric pressure correction value KPA is reflected in TAUST.
As a result, the fuel injection time TAUST at the time of starting can be obtained in which the air-fuel ratio becomes close to the target air-fuel ratio even in the highland.

On the other hand, when it is determined in step 301 that it is not the time of starting, the routine proceeds to step 305, in the same manner as the equations (1) and (2), based on the output signal VG of the air flow meter 23, per revolution. The intake air amount GNAFM is calculated. Then, the atmospheric pressure correction value KPA is read (step 306), and the GN maximum guard value GNMA is read.
It is reflected in X (step 307).

That is, in step 307, the maximum guard base map value GNMAXB is calculated by referring to the map with the engine speed NE, and the base map value GNMAXB is multiplied by the atmospheric pressure correction value KPA. Here, the amount of intake air detected by the air flow meter 23 is not only the amount of intake air from the air cleaner 22 but also the amount of air that flows back from the intake valve 28 due to the negative pressure wave generated by the piston movement during the intake stroke. The detected intake air amount may be larger than the actual intake air amount.

However, since the upper limit value of the intake air amount GN corresponding to the engine speed NE is known in advance, the base map value GNMAXB is calculated according to the engine speed NE to detect the air flow meter 23. Although the erroneous detection of the intake air amount is compensated, the air density is low in the highlands and the intake air weight is small even with the same intake air volume amount at the same value as in the flatland, and the fuel injection time calculated in step 311 described later. Greater than the value required by TAU,
The air-fuel ratio becomes rich. Therefore, step 30
In step 7, the atmospheric pressure correction value KPA is reflected in the base map value GNMAXB of the maximum guard value.

Subsequently, in step 308, the maximum guard value GNMAX and the actual 1 calculated in step 305 are calculated.
The intake air amount per rotation GNAFM is compared to see if it is GN.
When AFM is smaller than GNMAX, the GNAFM is substituted into GN (step 309), while GNAFM is G
When NMAX or more, the value of GNAFM is too large, so the maximum guard value GNMAX is substituted for GN (step 3).
10).

In this way, the intake air amount GNAFM per one revolution is subjected to the guard processing at the maximum guard value GNMAX to be GN, and then at step 311, the fuel injection time T
Used for AU calculation. That is, the basic fuel injection time TP is calculated from the above intake air amount GN per revolution,
The fuel injection time TAU is calculated by correcting the basic fuel injection time with the oxygen concentration in the exhaust gas detected by the O ₂ sensor 38 and various increase values.

The input / output interface circuit of the microcomputer 21 shown in FIG. 3 is the fuel injection time TAUST at the time of start calculated at the time of start, and the fuel injection time TAU calculated at the above step 311 after the start. The down counter in 55 is set (step 312), and the TAUS set in the fuel injection valve 31 is set.
After starting the fuel injection for the time T or TAU, this routine is ended.

In this way, the atmospheric pressure correction value K is set at the start.
The air-fuel ratio is open-loop controlled to near the target air-fuel ratio by the fuel injection of the fuel injection time TAUST corrected by PA, and after the start, the air-fuel ratio is changed by the fuel injection of the fuel injection time TAU corrected by the atmospheric pressure correction value KPA. Feedback control is performed to the target air-fuel ratio.

The present invention is not limited to the above embodiment, and for example, the purge VSV 42 may not be provided, and the intake pipe negative pressure may be used for purging in the vicinity of the throttle valve 25.

[0044]

As described above, according to the present invention, when the added intake air such as EGR or purge is introduced from the outside to the downstream side of the throttle valve, the influence of the added intake air on the reference intake air amount and the actual intake air amount. Since it is possible to eliminate the above, it is possible to perform reliable highland determination with less error.

[Brief description of drawings]

FIG. 1 is a principle configuration diagram of the present invention.

FIG. 2 is a system configuration diagram of an embodiment of the present invention.

FIG. 3 is a hardware configuration diagram of the microcomputer in FIG.

FIG. 4 is a flowchart showing a first embodiment of an atmospheric pressure correction value calculation routine which is a main part of the present invention.

5 is a diagram showing a GNTAB calculation map in FIG.

6 is a diagram showing a ΔGNEGR calculation map in FIG.

FIG. 7 is a diagram showing a GA calculation map used for GNAFM calculation in FIG. 4;

FIG. 8 is a timing chart illustrating effects of the first embodiment of the present invention.

FIG. 9 is a flowchart showing a second embodiment of the atmospheric pressure correction value calculation routine of the essential part of the present invention.

FIG. 10 is a diagram showing a ΔGNPRG calculation map of FIG. 9.

FIG. 11 is a flowchart showing a rough calculation routine of a fuel injection time.

FIG. 12 is a characteristic diagram showing a relationship between a throttle opening degree and an intake air amount per one rotation, with or without purging, EGR, and flatland and highland.

[Explanation of symbols]

10 Internal Combustion Engine 11 Intake Passage 12,25 Throttle Valve 13 Calculating Means 14,23 Air Flow Meter 15 Judging Means 16, 16 'Correcting Means 21 Microcomputer 30 Throttle Position Sensor 31 Fuel Injection Valve 40 Canister 42 Purging Vacuum Switching Valve ( V
SV) 47 EGR vacuum switching valve (E
GRV)

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Internal reference number FI Technical display area F02D 45/00 360 E 7536-3G 366 Z 7536-3G F02M 25/08 301 K 7114-3G

Claims (1)

[Claims] 1. A reference intake air amount is calculated from a throttle opening of a throttle valve provided in an intake passage of an internal combustion engine and an engine speed by a calculating means, and an actual intake is obtained based on an output signal of an air flow meter. In a highland determination device for a vehicle that compares an air amount with the reference intake air amount by a determination means to determine a highland, the reference intake air amount or the actual intake air is introduced when additional intake air is introduced to the downstream side of the throttle valve. A highland determination device for a vehicle, comprising: a correction unit that corrects the amount according to a driving state when the added intake air is introduced.