JPH0656115B2 - Internal combustion engine learning control device - Google Patents

Description

TECHNICAL FIELD The present invention relates to a learning control device for a feedback control system such as an air-fuel ratio (fuel injection amount) of an internal combustion engine, an ignition timing, an idle speed and the like.

<Prior Art> A conventional learning control device for an internal combustion engine is disclosed in Japanese Patent Laid-Open No. 59-
No. 203828, No. 59-21138, No. 60-90944, No. 61-19.
There is one disclosed in Japanese Patent No. 0141.

These are feedback correction values set by proportional / integral control, etc. while comparing the control target value and the actual value with the basic control amount set corresponding to the control target value such as the air-fuel ratio based on the operating state of the engine. In a system in which the control amount is calculated by performing a feedback control of the air-fuel ratio and the like by performing feedback control of the air-fuel ratio to the control target value, the deviation of the feedback correction value during feedback control from the reference value of the engine operating state Learning values for each area are used to determine the learning value for each area, and when calculating the control amount, the basic control amount is corrected by the learning value for each area, and the control value obtained by the control amount calculated without correction by the feedback correction value is controlled. The control amount is made to match the target value, and this is further corrected by the feedback correction value during the feedback control to calculate the control amount.

According to this, the follow-up delay of the feedback control during the transient operation can be eliminated during the feedback control, and the desired control output can be accurately obtained when the feedback control is stopped.

Therefore, variations in components such as the electronically controlled fuel injection device are absorbed, and secular changes in the charging efficiency of the engine and atmospheric pressure,
It is used to maintain maximum engine performance over a long period of time by compensating for changes in operating environment conditions such as temperature and humidity.

<Problems to be Solved by the Invention> However, such a conventional learning control device is a so-called iterative learning method using a data map, that is, a data map grid section is set according to an engine operating state, and feedback control in each learning area is performed. Since the deviation amount is updated by the repeated learning experience, if each learning area segment is set finely in order to improve the learning correction accuracy, the learning update speed becomes slow. In other words, the learning correction accuracy and the learning speed are conditions that conflict with each other.

In view of such conventional problems, an object of the present invention is to provide a learning control device for an internal combustion engine that can improve learning correction accuracy and significantly improve learning speed.

<Means for Solving Problems> In order to achieve the above object, the present invention configures a learning control device for an internal combustion engine including the following means A to H as shown in FIG.

(A) Basic control amount setting means for setting a basic control amount corresponding to the control target value of the control target of the internal combustion engine (B) Comparing the control target value and the actual value, in the direction of approaching the actual value to the control target value Feedback correction value setting means for increasing or decreasing the feedback correction value by a predetermined amount (C) Rewritable learning value for each factor storing means for storing a plurality of learning values for each factor (D) The basic control amount for the feedback correction value And a control amount calculating means for calculating a control amount by correcting the control amount by an arithmetic expression respectively set based on the plurality of factor-based learning values (E) The control target of the internal combustion engine which operates according to the control amount. Control means for controlling (F) Deviation detecting means for detecting a deviation of the feedback correction value from a reference value (G) The factor of the deviation is analyzed based on at least the information on the engine operating state at the time of deviation detection, and the deviation is concerned. According to information Factor analysis means for separating into a plurality of parameters by factor at a determined ratio (H) Factor-based learning value updating means for modifying and rewriting the factor-based learning value of the storage means based on each of the plurality of parameters. It may include the means of I.

(I) Factor-based learning value regulation means for regulating the upper and lower limits of the factor-based learning value <Operation> The basic control amount setting means A sets a basic control amount corresponding to a control target value of the controlled object of the internal combustion engine, The feedback correction value setting means B compares the control target value with the actual value and sets the feedback correction value in a direction of bringing the actual value closer to the control target value by increasing or decreasing a predetermined amount based on, for example, proportional / integral control. Then, the control amount calculation means D corrects the basic control amount with the feedback correction value, and further, based on the plurality of factor-based learning values stored in the factor-based learning value storage means C, the optimum values respectively set in accordance therewith. The control amount is calculated by correcting with a simple calculation formula. Then, the control means E operates according to the control amount to control the control target of the internal combustion engine.

On the other hand, the deviation detecting means F detects the deviation of the feedback correction value from the reference value. And the factor analysis means G
Is based on at least the information about the engine operating state at the time of detecting the deviation (other than the information about the engine operating state, information about the deviation such as deviation amount, deviation direction, deviation speed, deviation changing direction, etc.). Then, the deviation is separated into a plurality of parameters for each factor at a rate determined by the information according to a predetermined analysis rule. Then, the factor-based learning value updating means H corrects and rewrites the factor-based learning value in the storage means C based on each of the plurality of separated parameters.

As described above, learning is performed by detecting the deviation (error amount) of the feedback control, inferring the deviation using various information and the database, analyzing the factors, and correcting accurately with an arithmetic expression suitable for each factor. The correction accuracy and the learning speed are compatible with each other.

In addition, the factor-based learning value regulation unit I regulates each factor-based learning value to the upper and lower limit values. As a result, it is possible to ensure safety against erroneous learning due to inference.

(Embodiment) An embodiment in which the learning control device according to the present invention is applied to an air-fuel ratio feedback control system of an internal combustion engine having an electronically controlled fuel injection device will be described below.

In FIG. 2, air is sucked into the engine 1 from an air cleaner 2 through an intake duct 3, a throttle valve 4 and an intake manifold 5. At the branch portion of the intake manifold 5, a fuel injection valve 6 as a control means is provided for each cylinder. The fuel injection valve 6 is an electromagnetic fuel injection valve that is energized by a solenoid to open and stop energized to be closed. The fuel injection valve 6 is energized and opened by a drive pulse signal from a control unit 12 described later, and a fuel not shown is shown. Fuel that is pumped and adjusted to a predetermined pressure by a pressure regulator is injected and supplied. Although this example is a multi-point injection system, it may be a single-point injection system in which a single fuel injection valve is provided in common to all cylinders upstream of the throttle valve.

A spark plug 7 is provided in the combustion chamber of the engine 1 to ignite sparks to ignite and burn the air-fuel mixture.

Exhaust gas is discharged from the engine 1 through the exhaust manifold 8, the exhaust duct 9, the three-way catalyst 10 and the muffler 11. The three-way catalyst 10 oxidizes CO and HC in exhaust components,
Further, it is an exhaust gas purification device that reduces NO _x and transforms it into another harmless substance, and when the air-fuel mixture is burned at the stoichiometric air-fuel ratio, both conversion efficiencies become the best.

The control unit 12 includes a CPU, ROM, RAM,
The microcomputer is provided with an A / D converter and an input / output interface, receives input signals from various sensors, performs arithmetic processing as described later, and controls the operation of the fuel injection valve 6.

As the various sensors, a hot-wire type or flap type air flow meter 13 is provided in the intake duct 3 and outputs a voltage signal according to the intake air flow rate Q.

Further, the crank angle sensor 14 is provided, and in the case of four cylinders, it outputs a reference signal for each crank angle of 180 ° and a unit signal for each crank angle of 1 ° or 2 °. Here, the engine speed N can be calculated by measuring the cycle of the reference signal or the number of generated unit signals within a predetermined time.

A water temperature sensor 15 for detecting the cooling water temperature Tw of the water jacket of the engine 1 is also provided.

Further, an O ₂ sensor 16 is provided at the collecting portion of the exhaust manifold 8 to detect the air-fuel ratio of the air-fuel mixture sucked into the engine 1 via the O ₂ concentration in the exhaust. By using the O ₂ sensor 16 with the NO _x reduction catalyst layer proposed in Japanese Patent Application No. 62-65844, accurate detection can be achieved.

Here, the CPU of the microcomputer incorporated in the control unit 12 has a program (a fuel injection amount calculation routine, an air-fuel ratio feedback control routine, a program on a ROM shown as a flowchart in FIGS. 3 to 5).
The fuel injection is controlled by performing arithmetic processing according to the optimum learning routine).

The functions as the basic control amount setting means, the feedback correction value setting means, the control amount calculating means, the deviation detecting means, the factor analyzing means, the factor-based learning value updating means, and the factor-based learning value regulating means are achieved by the program. It A RAM is used as the factor-based learning value storage means, and the stored contents are retained by the backup power source even after the engine key switch is turned off.

Next, with reference to the flow charts of FIGS. 3 to 5, the state of the arithmetic processing of the microcomputer in the control unit 12 will be described.

FIG. 3 is a fuel injection amount calculation routine, which is executed every predetermined time.

In step 1 (denoted as S1 in the drawing; the same applies hereinafter), the intake air flow rate Q detected based on the signal from the air flow meter 13 and the engine speed N calculated based on the signal from the crank angle sensor 14 , The water temperature Tw or the like detected based on the signal from the water temperature sensor 15 is input.

In step 2, the basic fuel injection amount Tp corresponding to the intake air amount per unit rotation is calculated from the intake air flow rate Q and the engine speed N.
= K · Q / N (K is a constant) is calculated. This step 2
The part of corresponds to the basic control amount setting means.

In step 3, various correction coefficients including the water temperature correction coefficient K _TW according to the water temperature Tw, the air-fuel ratio correction coefficient K _MR according to the engine speed N and the basic fuel injection amount Tp, etc. COEF = 1 + K _TW +
Set K _MR + ....

In step 4, the latest air-fuel ratio feedback correction coefficient α (reference value 1) set by the air-fuel ratio feedback control routine of FIG. 4 described later is read.

In step 5, the voltage correction amount Ts is calculated based on the battery voltage.
To set. This is to correct the change in the injection flow rate of the fuel injection valve 6 due to the change in the battery voltage.

In step 6, the factor-based learning values X ₁ and X ₂ are read from a predetermined address of the RAM serving as the factor-based learning value storage means.
At the time when learning is not started, as an initial value,
X ₁ = 0 and X ₂ = 1 are stored.

In step 7, the fuel injection amount Ti is calculated according to the following equation. The part of this step 7 corresponds to the control amount calculation means.

Ti = X ₂ · Tp · COEF · α + (Ts + X ₁ ) In step 8, the calculated Ti is set in the output register. As a result, a predetermined engine rotation synchronization (for example, 1
At each fuel injection timing (every rotation), the drive pulse signal having the pulse width of Ti which is set latest is given to the fuel injection valve 6 to perform fuel injection.

FIG. 4 is an air-fuel ratio feedback control routine, which is executed in rotation synchronization or time synchronization, whereby the air-fuel ratio feedback correction coefficient α is set. Therefore, this routine corresponds to the feedback correction value setting means.

In step 11, it is determined whether or not a predetermined air-fuel ratio feedback control condition is satisfied. Here, the predetermined air-fuel ratio feedback control condition is that the engine speed N is a predetermined value or less and the basic fuel injection amount Tp representing the load is a predetermined value or less. If this condition is not satisfied, this routine ends. In this case, the air-fuel ratio feedback correction coefficient α is clamped to the previous value (or the reference value 1), and the air-fuel ratio feedback control is stopped. This is because the air-fuel ratio feedback control is stopped in the high rotation speed or high load region, a rich output air-fuel ratio is obtained by the air-fuel ratio correction coefficient K _MR , and an increase in exhaust temperature is suppressed to prevent seizure or three This is to prevent the original catalyst 10 from burning.

If the air-fuel ratio feedback control condition is satisfied, step 12
Proceed to the following.

In step 12, the output voltage V ₀₂ of the O ₂ sensor 16 is read,
In the next step 13, the rich / lean air-fuel ratio is judged by comparing with the slice level voltage _Vref corresponding to the theoretical air-fuel ratio.

When the air-fuel ratio is lean (V ₀₂ <V _ref ), step 13
To step 14 to determine whether it is during the reversal from rich to lean (immediately after reversal), and when reversing, proceed to step 15 to perform the previous air-fuel ratio feedback correction for the optimum learning routine of FIG. 5 described later. After the deviation of the coefficient α from the reference value 1 is stored as a = α−1, the routine proceeds to step 16, where the air-fuel ratio feedback correction coefficient α is increased by a predetermined proportional constant P with respect to the previous value. Step 17 except when reversing
Then, the air-fuel ratio feedback correction coefficient α is increased by a predetermined integral constant 1 from the previous value, and thus the air-fuel ratio feedback correction coefficient α is increased at a constant slope. still,
P >> I.

If the air-fuel ratio is rich (V ₀₂ > V _ref ), step 13
To step 18 to determine whether or not the lean-to-rich reversal is in progress (immediately after reversal), and at the time of reversal, the process proceeds to step 19 and the previous air-fuel ratio feedback for the optimum learning routine of FIG. After storing as a deviation b = α−1 from the reference value 1 of the correction coefficient α, the routine proceeds to step 20, where the air-fuel ratio feedback correction coefficient α is decreased by a predetermined proportional constant P with respect to the previous value. Step 21 except when reversing
Then, the air-fuel ratio feedback correction coefficient α is decreased from the previous value by a predetermined integration constant I, and thus the air-fuel ratio feedback correction coefficient α is decreased at a constant slope.

FIG. 5 shows an optimal learning routine, which is executed at predetermined time intervals.
As a result, the factor-specific learning values X ₁ and X ₂ are set / updated.

In step 31, it is determined whether or not a predetermined learning condition is satisfied. Here, the predetermined learning condition is that the air-fuel ratio feedback control is being performed, and the rich / lean signal of the O ₂ sensor 16 is inverted at an appropriate cycle. If this condition is not satisfied, this routine ends.

When the predetermined learning condition is satisfied, the routine proceeds to step 32, where it is judged whether or not the output voltage V ₀₂ of the O ₂ sensor 16 is reversed, and when it is not reversed, the routine proceeds to step 33 and the engine operating state at that time is judged. Engine speed N and basic fuel injection amount T as data
Sample p and.

When the output voltage V ₀₂ of the O ₂ sensor 16 is reversed, the process proceeds to step 34 to obtain the average value of the above-mentioned a and b for optimum learning. At this time, a and b are peak values above and below the deviation from the reference value 1 of the air-fuel ratio feedback correction coefficient α from the reverse of the increasing / decreasing direction of the air-fuel ratio feedback correction coefficient α to the inversion as shown in FIG. , The reference value 1 of the air-fuel ratio feedback correction coefficient α is obtained by obtaining the average value of these.
The average deviation Δα from is detected.

Therefore, steps 15 and 19 in FIG. 4 and step 34 in FIG. 5 correspond to the deviation detecting means.

Next, the routine proceeds to step 35, where the movements of the engine speed N and the basic fuel injection amount Tp (N ₁ , N ₂ ..., Tp ₁ , Tp ₂ ...) are read while the output voltage V ₀₂ of the O ₂ sensor 16 is reversed. , Engine operating state (N, Tp) is specified.

Next, the routine proceeds to step 36, where the learning weighting parameters K ₁ and K ₂ assigned to each area are searched by referring to the map from the area of the engine operating state (N, Tp). However, K ₁
+ K ₂ is 1 or less.

Here, the factors leading to the deviation Δα are mainly caused by the fuel injection valve 6 (hereinafter referred to as F / 1 factor) and those caused by the air flow meter 13 including the air density change (hereinafter referred to as Q factor). That is, each of them is represented by K ₁ and K ₂ .

Based on the rule of thumb, it is estimated that the F / 1 factor is large in the low rotation and low load region and the Q factor is large in the high rotation and high load, and the values of K ₁ and K ₂ are assigned to each area, and this map is assigned. By referring to, the factor analysis is performed based on the engine operating state.

As a result, the deviation Δα can be calculated using the F / 1 factor parameter K ₁
It becomes possible to separate Δα and the Q factor parameter K ₂ · Δα, and in the next step 37, Δα ₁ = K ₁ ·
Δ is set to Δα ₂ = K ₂ · Δα and separated into each parameter.

Therefore, steps 35 to 37 correspond to factor analysis means.

Incidentally, the factor analysis is performed based on the information regarding the engine operating state as described above, and also based on the information regarding the deviation such as the deviation value, the deviation direction, the deviation speed, and the deviation change direction, based on those databases. May be.

Next, the routine proceeds to step 38, where the factor-based learning values X ₁ and X ₂ stored in a predetermined address on the RAM are read, and the deviation Δα ₁ is added to the learning value X ₁ of one F / 1 factor as shown in the following equation. M ₁
The value is added and updated, and the deviation Δ is added to the learning value X ₂ of the other Q factor.
α ₂ is added by M ₂ and updated. M ₁ and M ₂ are learning weighting coefficients.

X ₁ = X ₁ + M ₁ · Δα ₁ X ₂ = X ₂ + M ₂ · Δα ₂ Next, go to step 39 and compare the learning values X ₁ and X ₂ for each factor with the respective upper and lower limit values. In this case, set the upper and lower limits.

Next, in step 40, the learning values X ₁ and X ₂ for each factor are written in a predetermined address on the RAM to rewrite the data. This RAM is a backup memory, and the stored contents are stored and retained even after the engine key switch is turned off.

Therefore, steps 38 and 40 correspond to the factor-based learning value updating means, and step 39 corresponds to the factor-based learning value restriction means.

In this way, the learning value X ₂ of the learning values X ₁ and Q factor of F / 1 factor is not is determined, these correction on groups, as shown in step 7 of Figure 3, cause Separately, the optimum arithmetic expression is used.

That is, the learning value X ₁ of the F / 1 factor is a learning value X ₂ of the Q factor as an addition term to the basic fuel injection amount Tp.
Is a multiplication term for the basic fuel injection amount Tp,
An arithmetic expression is set so that optimum correction is performed.

Figure 7 shows that the effect of this learning control is + 16% of □
The engine with a rich tendency in 4 approaches the engine with the median variation of the ● mark after learning about 4 times, and the -1 in the △ mark
The engine with a lean tendency of 6% approaches the engine with the median variation of the ● mark after learning about three times, and clearly shows the improvement of learning speed by this learning control.

In this example, the electronically controlled fuel injection device has an air flow meter to detect the intake air flow rate, so-called L
-Jetro system is shown, but so-called D-Jetro system that detects the intake manifold negative pressure, or so-called α-based on throttle valve opening (α) and engine speed (N)
It can be applied to various systems such as the N system.

Further, not only the feedback control of the air-fuel ratio, but also the ignition timing control by knocking detection and the feedback control of the idle speed via the auxiliary air valve can be applied.

<Advantages of the Invention> As described above, according to the present invention, the factor that causes the deviation is analyzed based on various information at that time and the factor is learned instead of the conventional method of learning by the area. Since it is a system, without reducing the learning correction accuracy,
Learning speed can be greatly improved. Also,
By such learning control, matching man-hours can be reduced, parts management can be simplified, and maintenance-free can be realized.
Also, the capacity of the backup memory can be reduced.

Further, by setting the upper and lower limits on the learning value for each factor, the safety is also ensured.

[Brief description of drawings]

FIG. 1 is a functional block diagram showing a configuration of the present invention, FIG. 2 is a system diagram showing an embodiment of the present invention, FIGS. 3 to 5 are flow charts showing control contents, and FIG. 6 is an air-fuel ratio feedback. FIG. 7 is a diagram showing how the correction coefficient changes, and FIG. 7 is a diagram showing the effect of learning control. 1 ...... engine, 6 ...... fuel injection valve, 12 ...... control unit, 13 ...... air flow meter, 14 ...... crank angle sensor, 16 ...... O ₂ sensor

Claims (2)

[Claims] 1. A basic control amount setting means for setting a basic control amount corresponding to a control target value of an object to be controlled of an internal combustion engine, and a direction in which a control target value and an actual value are compared to bring the actual value closer to the control target value. Feedback correction value setting means for increasing or decreasing the feedback correction value by a predetermined amount, rewritable learning value storage means for storing a plurality of learning values for each factor, and the basic control amount for the feedback correction value and Based on the plurality of factor-based learning values, control amount calculating means for calculating a control amount by correcting each with an arithmetic expression set accordingly, and controlling a control target of the internal combustion engine that operates according to the control amount Control means, deviation detection means for detecting a deviation of the feedback correction value from a reference value, and a factor of the deviation is analyzed based on at least information regarding an engine operating state at the time of deviation detection. Factor analysis means for separating the deviation into a plurality of parameters for each factor at a rate determined by the information, and update of the learning value for each factor by modifying and rewriting the learning value for each factor of the storage means based on each of the plurality of parameters A learning control device for an internal combustion engine, comprising: 2. A basic control amount setting means for setting a basic control amount corresponding to a control target value of a control target of an internal combustion engine, and a direction for bringing the actual value closer to the control target value by comparing the control target value with the actual value. Feedback correction value setting means for increasing or decreasing the feedback correction value by a predetermined amount, rewritable learning value storage means for storing a plurality of learning values for each factor, and the basic control amount for the feedback correction value and Based on the plurality of factor-based learning values, control amount calculating means for calculating a control amount by correcting each with an arithmetic expression set accordingly, and controlling a control target of the internal combustion engine that operates according to the control amount Control means, deviation detection means for detecting a deviation of the feedback correction value from a reference value, and a factor of the deviation is analyzed based on at least information regarding an engine operating state at the time of deviation detection. Factor analysis means for separating the deviation into a plurality of parameters for each factor at a rate determined by the information, and update of the learning value for each factor by modifying and rewriting the learning value for each factor of the storage means based on each of the plurality of parameters A learning control device for an internal combustion engine, comprising: a learning unit for controlling a learning value for each factor for controlling upper and lower limits of the learning value for each factor.