JPH07158479A - Fuel injection control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To correct a reference fuel injection amount by predicting the filling efficiency of intake air on the basis of a valve, whose project opening are is small, responsiveness delay. CONSTITUTION:The opening area TVA of a throttle valve is calculated from an opening TVO, and the opening area SCVA of a swirl control valve (SCV) 13 is calculated from an opening degree SCVO (Step 3). When the opening area SCVA is small (Step 4), the symbol of a filling efficiency is set as eta, when a corrected fuel injection amount Avtp is obtained and a filling efficiency etas is used according to the opening degree SCVO of the swirl control valve (SCV) 13 (Step 5). In the opposite case, a filling efficiency etaT is used according to the opening degree TVO of the throttle valve (Step 6).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection control device for an internal combustion engine having a swirl control valve which is controlled to open and close in accordance with operating conditions of the engine and changes swirl flow generation in a cylinder.

[0002]

2. Description of the Related Art In a conventional internal combustion engine, as fuel injection correction control during transition, there is, for example, one shown in FIG. In this case, the intake air flow rate is measured by an air flow meter, and the basic fuel injection amount Tp is determined based on this. In the steady state, it is not necessary to correct Tp, but in the transient state, there is a difference in response delay between the intake air flow rate measured by the air flow meter and the air amount actually flowing into the cylinder. Occurs. This is because the intake air once collects in the intake collector and is then drawn into the cylinder. Therefore, it is necessary to correct the response delay.

Assuming that the corrected fuel injection amount is Avtp, Avtp = Tp × Z + Avtp _(n-1) (1-Z) where Z is a correction coefficient and is proportional to the charging efficiency η.
Avtp _(n-1) is the corrected fuel injection amount Av ₁ REF before.
tp. In this way, the fuel injection amount correction during transition is
The basic fuel injection amount Tp and 1 based on the current intake air flow rate
Calculated as a weighted average with the corrected fuel injection amount Avtp before REF, Tp is corrected, and the ratio of air and fuel actually entering the cylinder is adapted.

Here, Z is a correction coefficient, and the filling efficiency η
Since it is proportional to, η is used as a parameter for actual control. Then, as shown in FIG. 13, the η is assigned by the throttle opening TVO.

[0005]

By the way, in order to improve the combustibility by promoting the intake air flow in the cylinder in the low load operation region, the flow velocity of a swirl control valve (hereinafter referred to as SCV) is provided downstream of the throttle valve. There is an internal combustion engine provided with control means. Here, when the above-described conventional fuel injection correction control of the internal combustion engine is applied to one having an SCV that changes the generation of the swirling flow in the cylinder, the S
When the CV is ON (closed) -OFF (open) in the operating range, the response delay of the air during the transition due to the addition of the SCV throttle is not taken into consideration, so as shown in FIG. ratio of can not be maintained to a proper value, there is a possibility that HC during transient emissions such as NO _X and CO are increased.

That is, in FIG. 14, SCV is OFF.
From (open) to ON (closed), the valve opening area becomes (S
When CV valve opening area) <(throttle valve opening area), the conventional correction does not consider the influence of SCV, so that the air-fuel ratio cannot be adapted. On the other hand, Japanese Patent Application Laid-Open No. 63-32148 discloses an air amount calculation means for searching an air amount table group having the throttle valve opening, the engine speed and the SCV opening as parameters, and giving an intake air flow rate. The provisions are disclosed. However, in this system, it is necessary to change the opening of the SCV in several steps and perform the matching of the delay coefficient while changing the opening of the throttle valve for each opening.
In order to obtain the delay coefficient more suitable to the operating conditions, it is necessary to make the degree of opening fine and perform matching. However, if the intervals are made fine, there are fears that the number of operating points to be matched becomes very large and the controllability is deteriorated.

The present invention has been made in view of the above situation, and in an internal combustion engine having a swirl control valve that changes the generation of a swirling flow in a cylinder in an intake passage, a valve having a small projected opening area that causes a response delay. The charging efficiency of the intake air is predicted based on the above, and the basic fuel injection amount Tp is corrected accordingly. That is, when the projected opening area of the throttle valve becomes larger than the projected opening area of the SCV, the charging efficiency is predicted by the opening degree of the SCV and the basic fuel injection amount Tp is corrected by the SCV.
An object of the present invention is to provide a fuel injection control device for an internal combustion engine that can maintain the air-fuel ratio at the optimum air-fuel ratio even when the engine is opened and closed.

[0008]

Therefore, the present invention provides the first aspect of the present invention.
As shown in FIG. 1, as a technical means of the above, in a fuel injection control device for an internal combustion engine having a swirl control valve that is controlled to open and close according to the operating conditions of the engine and changes the generation of a swirling flow in a cylinder, A throttle valve opening degree detecting means for detecting the opening degree of the throttle valve for changing the intake air flow rate, a swirl control valve opening degree detecting means for detecting the opening degree of the swirl control valve, and two detected valve opening degrees. Opening area calculation means for calculating the opening area of each valve, and first comparison means for comparing the two calculated opening areas,
Based on the valve opening degree of the valve having a small opening area compared by the first comparing means, a response coefficient regarding the delay of the air flow from the installation position of the air flow meter for detecting the flow rate of the intake air of the engine to the cylinder is calculated. Using the first response coefficient calculating means and the response coefficient calculated by the first response coefficient calculating means, the first injection coefficient calculating means for blunting the fuel injection amount calculated based on the instantaneous operating condition signal. The smoothing means and the fuel supply means for supplying an amount of fuel corresponding to the output of the first smoothing means to the engine are provided.

As a second technical means, as shown in FIG. 2, throttle valve opening detecting means for detecting the opening of the throttle valve for changing the intake air flow rate of the engine and opening of the swirl control valve. Of the swirl control valve opening detecting means for detecting the degree of air flow, and the response coefficient for the delay of the air flow from the installation position of the air flow meter to detect the flow rate of the intake air of the engine to the cylinder based on each detected valve opening. The second response coefficient calculating means for calculating each, the second comparing means for comparing the magnitude of the delay of the air flow depending on each response coefficient calculated by the second response coefficient calculating means, and the second Based on the response coefficient with which the delay of the air flow compared by the comparison means is estimated to be larger, the fuel injection amount calculated based on the instantaneous operating condition signal is calculated. A second smoothing means for processing, and fuel supply means for supplying fuel quantity engine in accordance with the output of said second smoothing means, may be provided with a.

Further, as a third technical means, the swirl control valve opening detecting means detects the swirl control valve based on the elapsed time from the output of the signal instructing the opening or closing of the swirl control valve. The opening may be calculated. Further, as a fourth technical means, the fuel injection control device for an internal combustion engine according to the present invention calculates a feedback correction coefficient according to the oxygen concentration in the exhaust gas discharged from the engine as shown in FIG. , An air-fuel ratio control means for feedback-controlling the air-fuel ratio of the engine to a target air-fuel ratio using the feedback correction coefficient, and learning for calculating a learning correction coefficient for the fuel injection amount so that the feedback correction coefficient falls within a predetermined range. Means and the engine operating condition is in a predetermined transient state, and when the learning correction coefficient is sufficiently learned, it is determined whether the average of the feedback correction coefficient is too large or too small. Determination means, and failure detection means for detecting a stuck state of the swirl control valve in the fully open or fully closed state based on the determination result. When it is detected that the swirl control valve is stuck in the fully open or fully closed state, the swirl control valve is turned on regardless of the elapsed time after the signal instructing to open or close the swirl control valve is output. And a failure opening degree setting means for setting the opening degree to the opening degree in the current stuck state.

[0011]

The degree of delay of the air flow is mostly affected by the smaller opening area of the two valves, and the effect of the other is negligibly small. Therefore, according to the above configuration, as an operation of the first technical means, the cylinder from the installation position of the air flow meter that detects the flow rate of the intake air of the engine based on the valve opening degree of the valve having a small opening area. A response coefficient regarding the delay of the air flow up to is calculated, and the fuel injection amount is blunted using the calculated response coefficient,
The blunted fuel injection quantity is supplied to the engine. As a result, the amount of fuel to be supplied accurately matches the delay of the air flow, and it becomes possible to suppress fluctuations in the air-fuel ratio.

As a function of the second technical means, the response coefficient based on the throttle valve opening and the opening of the swirl control valve regarding the delay of the air flow from the installation position of the air flow meter to the cylinder. The response coefficient is obtained in advance, the fuel injection amount is blunted based on the response coefficient with which the delay of the air flow is estimated to be larger, and the blunted fuel injection amount is supplied to the engine. Therefore, the amount of fuel to be supplied is exactly adapted to the delay of the air flow.

In this case, by keeping the swirl control valve opening constant (for example, fully open) and changing the throttle valve opening in several steps, it is possible to obtain one table relating to the response coefficient. With the throttle valve opening constant (for example, fully open), change the swirl control valve opening in several steps
Since it is possible to obtain two tables, matching can be easily performed in a short time.

Further, as an operation relating to the third technical means,
Since the opening degree of the swirl control valve changes at a predetermined changing speed, it is possible to calculate the present opening degree based on the elapsed time after the opening / closing signal is output. In this case, a new opening degree detection sensor is unnecessary and the cost does not increase. In addition, in the third technical means for calculating the current opening degree of the swirl control valve based on the elapsed time from the output of the opening / closing signal, the swirl control valve seems to be stuck for some reason. In this case, the response coefficient is obtained with a calculated opening different from the actual opening, and the air-fuel ratio during transition deviates from the target air-fuel ratio.

Therefore, as an operation according to the fourth technical means, whether the swirl control valve is fully open or fully closed is detected on the basis of whether the average of the feedback correction coefficients is too large or too small, When the sticking is detected, the opening degree of the swirl control valve is set to the present opening degree and the subsequent control is performed regardless of the elapsed time according to the third technical means.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. In FIG. 4 showing the system configuration of one embodiment, the internal combustion engine 1 includes a throttle valve 2, an intake collector 3
Air is taken in through a, the intake manifold 3b, and the intake valve 4.

A fuel injection valve 5 is provided for each cylinder in each branch portion of the intake manifold 3b. The fuel injection valve 5 is an electromagnetic fuel injection valve that is energized by a solenoid to open the valve, is deenergized and is closed, and is energized by an injection pulse signal from a control unit 16 described later to open the valve. Fuel, which is pumped from a fuel pump (not shown) and adjusted to a predetermined pressure by a pressure regulator, is injected and supplied to the engine 1.

A spark plug 6 is provided in each combustion chamber of the engine 1 to spark-ignite and ignite and burn the air-fuel mixture. Exhaust gas is discharged from the engine 1 through the exhaust valve 7, the exhaust manifold 8a, the exhaust duct 8b, and the catalyst 9. The control unit 16 includes a CPU, ROM, R
A microcomputer including an AM, A / D converter, an input / output interface, etc. is provided, receives input signals from various sensors, and calculates a fuel injection amount Ti by the fuel injection valve 5 as described later. The operation of the fuel injection valve 5 is controlled based on the fuel injection amount Ti.

As the various sensors described above, an air flow meter 10 for detecting the intake air flow rate Q of the engine, a crank angle sensor 11 for extracting a rotation signal from a crank shaft or a cam shaft,
Further, an oxygen sensor 12 for detecting the air-fuel ratio of the engine intake air-fuel mixture based on the oxygen concentration in the exhaust gas is provided. The engine rotation speed signal N is calculated by measuring the cycle of the detection signal output from the crank angle sensor 11 for each predetermined crank angle or the number of detection signals generated within a predetermined time.
e can be calculated.

Further, the throttle valve 2 is provided with a throttle sensor 18 for detecting the opening TVO of the throttle valve 2 with a potentiometer. Also,
In the engine 1 of this embodiment, a swirl control valve (SCV) 13 is provided at each intake port of the intake manifold 3.
Are installed respectively. The SCV 13 is a butterfly type throttle valve having a notch. When the SCV 13 is closed to adjust the flow rate, a swift flow generates a swirl (lateral vortex) in the cylinder. Therefore, it becomes possible to improve the ignition stability during lean combustion.

A diaphragm 14 is provided as an actuator for opening and closing the SCV 13, and the introduction of engine negative pressure into the pressure chamber of the diaphragm 14 is controlled by an electromagnetic three-way switching valve 15 to open and close the SCV 13. It can be driven. The three-way switching valve 15 is controlled by the control unit 16.

A motor may be used as an actuator for opening and closing the SCV 13. The three-way switching valve 15 is controlled by the control unit 16. The control unit 16 determines the opening of the SCV 13, and outputs a control signal corresponding to the opening to the three-way switching valve 15 to control the opening of the SCV 13.

Here, the CPU of the microcomputer built in the control unit 16 has the engine load and the engine speed N represented by the basic fuel injection amount Tp in advance.
Equipped with an air-fuel ratio map in which a target air-fuel ratio is set according to e, and the intake air flow rate Q and the engine speed Ne to form a mixture of the target air-fuel ratio stored in this air-fuel ratio map.
The basic fuel injection amount Tp (= K × Q /
Ne; K is a constant) while the basic fuel injection amount T is calculated.
Various corrections (including air-fuel ratio feedback control using the oxygen sensor 12) depending on engine operating conditions are applied to p to calculate the final fuel injection amount Ti.

Then, in this embodiment, the basic fuel injection amount Tp is corrected based on the opening of the throttle valve and the opening of the swirl control valve, as will be described later (see FIG. 5), and the corrected basic fuel injection is performed. Get the amount Avtp,
The corrected basic fuel injection amount Avtp is subjected to various corrections (including air-fuel ratio feedback control using the oxygen sensor 12) according to engine operating conditions, and the final fuel injection amount Ti is calculated.

Then, an injection pulse signal having a pulse width corresponding to the fuel injection amount Ti is output to each fuel injection valve 5 in synchronization with the intake stroke of each cylinder. That is,
The control unit 16 performs the functions of the first fuel supply means and the second fuel supply means. Next, as a first embodiment according to claim 1 of the present invention, a corrected basic fuel injection amount calculation routine executed by the control unit 16 will be described with reference to the flowchart shown in FIG.

In step 1 (denoted as S1 in the figure; the same applies hereinafter), the opening TVO of the throttle valve 2 detected by the throttle sensor 18 is read. That is, the function of the throttle valve opening detecting means is realized by the throttle sensor 18 and the step 1. In step 2, SCV13
The opening SCVO of is calculated and read. Here, the electromagnetic type 3
Since the one-way switching valve 15 is turned on and the engine negative pressure is introduced into the pressure chamber of the diaphragm 14 to control the SCV 13 from open to closed, the time elapsed since the control unit 16 outputs the open / close signal of the SCV 13 By calculating t, it becomes possible to calculate the opening degree SCVO of the SCV 13.

That is, the function of the swirl control valve opening detecting means is performed by the step 2. In Step 3, the throttle valve 2 detected in Step 1
Opening TVO to opening area of throttle valve 2 TVA
And the opening area SCVA of SCV13 is calculated from the opening SCVO of SCV13 detected in step 2.

That is, the step 3 functions as the opening area calculating means. In step 4, the opening area TVA and SCV13 of the throttle valve 2 calculated in step 3 are calculated.
The opening area SCVA of That is, the step 4 has the function of the first comparing means. And SC
If it is determined that VA <TVA, step 5
To the SC with a small opening area
In order to correct the response delay between the intake air flow rate measured by the air flow meter and the amount of air actually flowing into the cylinder, the basic fuel injection amount is corrected and the corrected fuel injection amount is affected by V13. Packing efficiency η when obtaining Avtp
As a used charging efficiency eta _S corresponding to the opening degree SCVO of SCV13 shown in FIG.

On the other hand, when it is judged that TVA <SCVA, the routine proceeds to step 6, where the degree of delay of the air flow is measured by the air flow meter as being influenced by the throttle valve 2 having a small opening area. In order to correct the response delay between the intake air flow rate and the amount of air actually flowing into the cylinder, FIG. 8 shows the charging efficiency η when the basic fuel injection amount is corrected to obtain the corrected fuel injection amount Avtp. Filling efficiency η according to the opening TVO of the throttle valve 2 shown
_{Use T.}

That is, steps 5 and 6 function as the first response coefficient calculating means. In step 7, the corrected fuel injection amount Avtp is calculated according to the following equation using the filling efficiency η obtained in step 5 or step 6. Avtp = Tp × Z + Avtp _(n-1) (1-Z) Here, Z is a correction coefficient and is proportional to the filling efficiency η.
Avtp _(n-1) is the corrected fuel injection amount Av ₁ REF before.
tp. That is, the transient fuel injection amount is blunted as a weighted average of the basic fuel injection amount Tp based on the current intake air flow rate and the corrected fuel injection amount Avtp 1 REF before, and the step 7 is the first smoothing process. It plays the function of a computerization means.

Therefore, as described above, in the first embodiment, based on the valve opening degree of the valve having the smaller opening area among the throttle valve 2 and the SCV 13,
The filling efficiency η is calculated, and the basic fuel injection amount is blunted and corrected using the calculated filling efficiency η to obtain the corrected injection amount Avtp. As a result, the amount of fuel to be supplied accurately matches the delay of the air flow, and it becomes possible to suppress fluctuations in the air-fuel ratio.

Next, as a second embodiment of the second aspect of the present invention, a corrected basic fuel injection amount calculation routine executed by the control unit 16 will be described with reference to the flowchart shown in FIG. It should be noted that steps having the same functions as those in the flowchart shown in FIG. 6 are denoted by the same step numbers, and description thereof will be omitted. In step 21,
As the charging efficiency η when the basic fuel injection amount is corrected to obtain the corrected fuel injection amount Avtp, the opening S of the SCV 13 shown in FIG.
A table lookup is performed for the charging efficiency η _S according to CVO and the charging efficiency η _T according to the opening TVO of the throttle valve 2 shown in FIG. That is, the step 21 performs the function of the second response coefficient calculation means.

In step 22, the filling efficiency η _S read in step 21 and the filling efficiency η _T are compared. That is, the step 22 has the function of the second comparing means. Then, if it is determined that η _S <η _T , the process proceeds to step 5, and if it is determined that η _T <η _S , the process proceeds to step 6. Further, in step 7, Avtp is calculated for the corrected fuel injection amount using the charging efficiency η obtained in step 5 or step 6, and step 7 also functions as the second smoothing means. ing.

Therefore, also in the second embodiment, the filling efficiency η _T based on TVO and the filling efficiency η _S based on SCVO concerning the delay of the air flow from the installation position of the air flow meter to the cylinder are obtained, and The correction injection amount Avtp based on the charging efficiency at which the flow delay is estimated to be larger.
By obtaining the above, the same effect as that of the first embodiment can be obtained.

In the first and second embodiments described above, the opening SCVO of the SCV 13 is calculated by calculating the elapsed time t after the control unit 16 outputs the opening / closing signal of the SCV 13. However, if the SCV 13 is stuck for some reason, the response coefficient is obtained at a calculated opening SCVO that is different from the actual opening, and the air-fuel ratio during transition deviates from the target air-fuel ratio. It will be.

Therefore, as a third embodiment according to claim 4 of the present invention, the SCV 13 is controlled by the control unit 16.
The control for setting the opening degree of the SCV 13 is executed according to the stuck state of. First, with reference to the flow chart shown in FIG. 10, a stuck state detection routine for detecting the stuck state of the SCV 13 will be described.

In step 31, the basic fuel injection amount is corrected using the charging efficiency η _S based on SCVO due to changes in the engine speed signal Ne, etc., and the corrected fuel injection amount Av
It is determined whether the vehicle is in a predetermined acceleration state in which the fuel supply amount may be calculated using tp. If it is determined that the vehicle is in the predetermined acceleration state, the process proceeds to step 32. Step
In 32, the basic fuel injection amount Tp is subjected to various corrections (including air-fuel ratio feedback control using the oxygen sensor 12) depending on engine operating conditions, and the calculation is performed when the final fuel injection amount Ti is calculated. Therefore, it is determined whether or not the learning calculation of the air-fuel ratio feedback correction coefficient α set by, for example, the proportional / integral control is sufficiently performed.

Then, the air-fuel ratio feedback correction coefficient α
When it is determined that the learning calculation of is sufficiently performed, the air-fuel ratio feedback control that reliably reflects the current operating condition is performed, and thus the air-fuel ratio feedback correction coefficient α also ensures the current SCV13 condition. Is read in step 33, and α is read in. In step 34, it is determined whether or not the average value α _AV of the variation of the air-fuel ratio feedback correction coefficient α associated with the acceleration in the predetermined acceleration state is larger than the rich side comparison value α ₁ (α ₁ > 1), α _AV ＞ α
_If it is determined to be ₁ , the process proceeds to step 35.

When it is determined that α _AV > α ₁ , the actual air-fuel ratio is lean, and therefore a large amount of fuel is being supplied to bring the lean state to the target air-fuel ratio. . That is, despite the acceleration state, a sufficient amount of air is flowing into the cylinder, and since the delay of the intake air flow rate flowing into the cylinder is smaller than the calculation,
It can be considered that the actual air-fuel ratio becomes lean and the air-fuel ratio feedback correction coefficient α is α _AV > α ₁ . Further, in this case, since the SCV 13 is fixed in the fully open state, the flow path is wide, and it is considered that the delay is small for that reason. Therefore, in step 35, it is determined whether or not the current SCV flag F is F = 0. to decide.

When it is judged at step 35 that F = 0, the routine proceeds to step 36, where SCV13
Is fixed in the fully open position, the SCV flag F is set to F = 2.
And On the other hand, if it is determined in step 35 that F ≠ 0, the process proceeds to step 37, and it is determined whether or not the current SCV flag F is F = 1. And
If it is determined that F = 1, the process proceeds to step 38, where the SCV 13 that was in the fully closed fixed state until then is
It can be determined that the state is changing to the opening direction. Therefore, in this case, the SCV 13 is assumed to be in the normal state, and the SCV flag F is set to F = 0.

If it is determined in step 37 that F ≠ 1, the process directly returns and SC again.
The V flag F is set. On the other hand, in step 34, α _AV > α
_If it is determined not to be ₁ , proceed to step 41,
In step 41, the average value α _AV of the variation of the air-fuel ratio feedback correction coefficient α is set to the lean side comparison value α ₂ (α ₂ <α ₂ <
1) It is determined whether or not it is smaller, and when it is determined that α _AV <α ₂ , the process proceeds to step 42.

In step 42, since the actual air-fuel ratio is rich, a small amount of fuel is being supplied to bring the rich state to the target air-fuel ratio. In other words, due to the transient state of acceleration, a sufficient amount of air cannot flow into the cylinder, and since the delay in the intake air flow rate flowing into the cylinder is larger than the calculation, the actual air-fuel ratio becomes rich and the air-fuel ratio It can be considered that the feedback correction coefficient α is α _AV <α ₂ . Furthermore, in this case, since the SCV 13 is fixed in a fully closed state, the flow path is narrow,
Therefore, it is considered that the delay is large, so step 42
Then, it is determined whether or not the current SCV flag F is F = 0.

When it is judged at step 42 that F = 0, the routine proceeds to step 43, where SCV13
Is fully closed and the SCV flag F is set to F = 1.
And On the other hand, if it is determined in step 42 that F ≠ 0, the process proceeds to step 44, and it is determined whether or not the current SCV flag F is F = 2. And
If it is determined that F = 2, the process proceeds to step 45, where the SCV13 that has been in the fully open fixed state until then is
It can be determined that the state is changing to the closing direction. Therefore, in this case, the SCV 13 is assumed to be in the normal state, and the SCV flag F is set to F = 0.

If it is determined in step 44 that F ≠ 2, the process directly returns and SC again.
The V flag F is set. Next, SCV detected in Fig. 10
A calculation routine for setting the opening of the SCV 13 according to the stuck state of 13 and using the set opening to calculate the corrected basic fuel injection amount will be described with reference to the flowchart shown in FIG. It should be noted that steps having the same functions as those in the flowchart shown in FIG. 6 are denoted by the same step numbers, and description thereof will be omitted.

At step 1, the opening degree TVO of the throttle valve 2 is read, and at step 51, it is judged whether or not the SCV flag F indicating the current fixed state of SCV 13 is F = 0 (SCV normal). If it is determined that F = 0, the SCV13 is operating normally, and the elapsed time t from the output of the opening / closing signal of the SCV13 from the control unit 16 is calculated to calculate the SCV13.
Even if the opening degree SCVO is calculated, it is determined that the correct opening degree SCVO can be calculated, and the routine proceeds to step 2, where the opening degree SCVO of SCV13 is read.

On the other hand, if it is judged at step 51 that F ≠ 0, the routine proceeds to step 52, where the SCV flag F is F = 1 (S
Judging whether or not the CV is fully closed. If it is determined that F = 1, it is determined that the SCV 13 is in the fully closed fixed state, and the S
The opening SCVO of the CV13 is set to be fully closed without being calculated from the elapsed time t after the opening / closing signal of the SCV13 is output.

If it is determined in step 52 that the SCV flag F is F = 2 (when the SCV is fully open and fixed), it is determined that the SCV 13 is in the fully open and fixed state. The opening SCVO is the above SC
It is set to full open without being calculated by the elapsed time t after the V13 opening / closing signal is output. Therefore, SCV13
Is changed at a predetermined changing speed, the opening time SCVO is elapsed time t after the opening / closing signal of the SCV13 is output.
Even if it is calculated by, the opening degree is set according to the state at the time of fully closed fixation or fully open fixation, and it becomes possible to calculate the opening accurately, and a new opening detection sensor is unnecessary. Therefore, there is an effect that the cost is not increased.

Further, by keeping the opening SCVO constant (for example, fully open) and changing the TVO in several steps,
Since the table relating to the filling efficiency η _T can be obtained, matching can be easily performed in a short time, the development man-hours can be significantly reduced, and the development cost can be reduced.

[0049]

As described above, according to the present invention, in the internal combustion engine having the swirl control valve for changing the generation of the swirling flow in the cylinder in the intake passage, the SC
When the projected opening area of the SCV becomes smaller than the projected opening area of the throttle valve, the filling efficiency is predicted by the opening degree of the SCV and the response delay of the air during the transition due to the addition of the throttle V When the projected opening area of is smaller than the projected opening area of SCV, the basic fuel injection amount Tp can be properly corrected by correcting the charging efficiency by predicting the filling efficiency from the opening of the throttle valve. , It is possible to maintain the optimum air-fuel ratio even if the SCV is opened or closed.
There is an effect that it is possible to prevent the emission amount of C, NO _x, CO, etc. from increasing.

Further, even when the table relating to the filling efficiency η is obtained, matching can be easily performed in a short time, the development man-hours can be greatly reduced, and the development cost can be reduced.

[Brief description of drawings]

FIG. 1 is a block diagram illustrating a configuration according to claim 1 of the present invention.

FIG. 2 is a block diagram illustrating a configuration according to claim 2 of the present invention.

FIG. 3 is a block diagram illustrating a configuration according to claim 4 of the present invention.

FIG. 4 is a schematic diagram showing a system configuration of an embodiment of the present invention.

FIG. 5 is a time chart according to an embodiment of the invention.

FIG. 6 is a flowchart showing a corrected basic fuel injection amount calculation routine according to the first embodiment of the present invention.

FIG. 7 is a characteristic diagram showing the relationship between the SCV opening degree and the charging efficiency in the same embodiment.

FIG. 8 is a characteristic diagram showing a relationship between throttle valve opening and filling efficiency in the same embodiment.

FIG. 9 is a flowchart showing a corrected basic fuel injection amount calculation routine according to the second embodiment of the present invention.

FIG. 10 is a flowchart showing a stuck state detection routine according to a third embodiment of the present invention.

FIG. 11 is a flowchart showing a corrected basic fuel injection amount calculation routine according to the third embodiment of the present invention.

FIG. 12 is a time chart showing conventional correction basic fuel injection amount calculation.

FIG. 13 is a characteristic diagram showing a relationship between a conventional throttle valve opening and filling efficiency.

FIG. 14 is a time chart for showing problems in the past.

[Explanation of symbols]

 1 Internal Combustion Engine 2 Throttle Valve 5 Fuel Injection Valve 10 Air Flow Meter 11 Crank Angle Sensor 13 Swirl Control Valve (SCV) 16 Control Unit

Claims (4)

[Claims] 1. Opening and closing control is performed according to engine operating conditions,
In a fuel injection control device for an internal combustion engine having a swirl control valve that changes the generation of a swirl flow in a cylinder, throttle valve opening detection means that detects an opening of a throttle valve that changes an intake air flow rate of the engine; and the swirl. The swirl control valve opening detection means for detecting the opening of the control valve, the opening area calculation means for calculating the opening area of each valve from the detected two valve openings, and the calculated two opening areas are compared. From the installation position of the air flow meter for detecting the flow rate of the intake air of the engine to the cylinder based on the valve opening degree of the valve having a small opening area compared by the first comparison means First response coefficient calculating means for calculating a response coefficient relating to a flow delay, and the first response coefficient calculation A first smoothing means for blunting the fuel injection amount calculated on the basis of an instantaneous operating condition signal using the response coefficient calculated by the means; and an output of the first smoothing means. A fuel injection control device for an internal combustion engine, comprising: a fuel supply unit that supplies a fuel amount to the engine. 2. Opening and closing control according to the operating conditions of the engine,
In a fuel injection control device for an internal combustion engine having a swirl control valve that changes the generation of a swirl flow in a cylinder, throttle valve opening detection means that detects an opening of a throttle valve that changes an intake air flow rate of the engine; and the swirl. Delay of the air flow from the installation position of the swirl control valve opening detection unit that detects the opening of the control valve and the air flow meter that detects the flow rate of the intake air of the engine to the cylinder based on each detected valve opening. The second response coefficient calculating means for calculating the respective response coefficients, and the second comparing means for comparing the magnitude of the delay of the air flow depending on the respective response coefficients calculated by the second response coefficient calculating means, On the basis of a response coefficient by which the delay of the air flow compared by the second comparing means is estimated to be larger, Second smoothing means for blunting the fuel injection amount calculated based on the operating condition signal at the time, and fuel supply means for supplying the engine with a fuel amount corresponding to the output of the second smoothing means. A fuel injection control device for an internal combustion engine, comprising: 3. The swirl control valve opening detection means calculates the opening of the swirl control valve based on the elapsed time from when a signal instructing the opening or closing of the swirl control valve is output. 3. The fuel injection control device for an internal combustion engine according to claim 1 or 2. 4. An air-fuel ratio control means for calculating a feedback correction coefficient according to the oxygen concentration in the exhaust gas discharged from the engine and performing feedback control of the air-fuel ratio of the engine to a target air-fuel ratio using the feedback correction coefficient. Learning means for calculating a learning correction coefficient for the fuel injection amount so that the feedback correction coefficient falls within a predetermined range; and the engine operating condition is in a predetermined transient state, and the learning correction coefficient is sufficiently learned. When it is done, the determination means for determining whether the average of the feedback correction coefficient is too large or too small, and based on the result of the determination, whether the swirl control valve is stuck in the fully open or fully closed state. Failure detection means to detect and it is detected that the swirl control valve is stuck in the fully open or fully closed state. If the switch is opened, the opening of the swirl control valve is set to the opening in the current stuck state regardless of the time elapsed after the signal instructing to open or close the swirl control valve is output. A fuel injection control device for an internal combustion engine according to claim 3, further comprising: