JPS6316157A - Engine intake air quantity learning operating system - Google Patents

Abstract

PURPOSE:To reduce the quantity of catalyst of exhaust gas and improve accelerating performance by providing an operating part for operating an air quantity taken into a cylinder and a learning function part for obtaining the correction of air quantity in an electronic engine control device. CONSTITUTION:A constant travel judging part 21 into which an engine speed N and an intake pipe intake air quantity are inputted judges whether an operating condition is a constant traveling condition. A cylinder intake air quantity operating part 22 calculates an intake pipe pressure and a cylinder intake air quantity. A learning function part 23 outputs a correction of air quantity based on the data of a constant traveling condition, a measured intake pipe intake air quantity Gat, and the cylinder intake air quantity Gae which is operated by the operating part 22. Thereby, the variation of air fuel ratio is suppressed obtaining an accurate cylinder intake air quantity.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an X-puppy engine control device, and is directed to an electronic engine equipped with suitable means for air-fuel ratio control, generated torque control, and advance angle control. Regarding a control device.

[Conventional technology]

The conventional device is automatic technology VOI, 38.42 °8
As shown in 5P168 to P169, there were the L-dietronics method, which directly measured the amount of air entering the intake pipe, and the D-dietronics method, which measured the pressure in the intake pipe and calculated the amount of intake air. In particular, in the L-dietronics system, the amount of air flowing into the intake pipe is measured, and the amount of air taken into the cylinder is not considered.

[Problem that the invention seeks to solve]

The above conventional technology has an arrangement (=
fi is not done. For this reason, during transient operation, the amount of air flowing into the intake pipe and the amount of air flowing into the cylinder are different, and the amount of fuel that matches the amount of air entering the intake pipe is determined by F.
# There was a problem that the target air-fuel ratio was not achieved even if air was supplied.If it was possible to calculate the amount of air entering the cylinder,
It is possible to predict the engine torque output and set the advance angle commensurate with the amount of air in the cylinder.The purpose of the present invention is to change the air-fuel ratio that is sucked into the cylinder during transient operation. A method to calculate the amount of air entering the cylinder without changing the conventional measurement system, in order to achieve the target air-fuel ratio in the cylinder and suppress fuel ratio fluctuations (which cause a drop in torque and increase in exhaust gas). Our goal is to provide the following.

If the amount of air entering the cylinder is known, the purpose is to add a learning function that responds to model errors and changes in the engine environment. Those skilled in the art will easily infer that it can also be used for torque control.

[Means for solving problems]

As mentioned above, in order to calculate and find the amount of air entering the cylinder, we need to use a differential equation related to the air system.

From the relational expression with the amount of air entering the pressure kern cylinder, the total d1
:1 Calculate the data as a boundary condition. Also.

Initialize calculations by focusing on the fact that there are no changes in intake pipe pressure or engine speed during constant shoulder driving, and add a learning function that responds to model errors and changes in engine speed: C.

achieved.

The learning function is achieved by correcting the cylinder intake air amount obtained from the above equation because the engine speed does not change and the amount of air entering the intake pipe and the amount of air entering the cylinder match.

[Effect]

The configuration of the technical means of the present invention is shown in FIG. constant', @driving determination section 21. In the steady state determination section 21, which includes a cylinder intake air amount calculation section 22 and a learning function section 23,
Input the measured engine speed and intake pipe intake air amount (or the intake pipe pressure calculated by the calculation unit 22 above may be used instead of the intake pipe intake air amount), and check whether or not it is in a steady running state. is determined, and if it is in a steady running state, 2
The initial value of the intake pipe internal pressure is output to 2 (this can be created by 22, so it is not necessarily necessary to include 21), and the learning function part 23 is made to record what the constant material running state is. The cylinder intake air amount calculation section 22 calculates the engine speed, intake pipe intake air amount, and the learning function section 23.
The learning function section 23 calculates the intake pipe pressure and the cylinder intake air amount from the air amount correction value created by the above. By outputting the air amount correction value from the cylinder intake air amount calculated by the cylinder intake air amount, it is possible to calculate the cylinder intake air amount. The correct cylinder intake air amount can be obtained.

〔Example〕

An embodiment of the present invention will be described below with reference to FIG. 2 and subsequent figures. The system of the natural injection control device of the present invention is shown in FIG. Air enters from the inlet of the air cleaner 1, and there is a hot wire type air flow that detects the amount of intake air. Duct 4. It passes through a throttle potty 5 having a throttle valve that adjusts the air flow rate and enters a collector 6. Here, the air is distributed to each intake pipe 8 leading directly to the internal combustion engine 7 and drawn into the cylinders. on the other hand.

Fuel is drawn lfi from the fuel tank 9 by the fuel pump 10.

Pressurized fuel damper 11. Fuel filter 12. Injection valve 1
3. It is supplied to a fuel system to which a fuel pressure regulator 14 is connected. The pressure of the fuel is regulated to a constant level by the regulator 14, and the fuel is injected into the intake pipe 8 from the injection valve 13 provided in the intake pipe 8. Also.

The air flow meter outputs a signal for detecting the amount of intake air, and this output is input to the control unit 15. The distributor 16 has a built-in crank angle sensor that determines the engine speed and injection timing.
The detected signal is input to the unit 15. Water temperature sensor 18 that detects water temperature. The signals of the 0□ sensor 19 for detecting the degree of oxygen in the exhaust gas are also connected to the unit 1.
As shown in FIG. 3, the unit 15 to which the data is inputted is comprised of an arithmetic unit including an MPU, a ROM, a RAM, an EEPROM, an A/D converter, and an input/output circuit.

Output 1g of the nitrogen flow meter 3 and distributor 1
Predetermined arithmetic processing is performed using the output signal of 6, etc., and the injection valve 13 is actuated based on the injection pulse signal which is the result of the calculation, and the necessary fuel is injected into each intake pipe 8. The ignition timing signal as a result of the calculation allows the power transistor of the ignition fill 17 to control the ignition.As can be seen from Figure 2, the air volume is measured at the intake air point (hot wire method). Air flow meter 3) does not measure the amount of air entering the cylinder.

Also, the pressure inside the suction tAa was also measured to no avail. As described above, even if the amount of fuel is injected in proportion to the amount of intake air in the intake pipe, the amount of air is different from the amount of air entering the cylinder, so A/F fluctuations occur, causing an increase in exhaust gas and torque f fluctuation. Second
For the measurement system shown in the figure.

A method of calculating the cylinder intake air amount using the components shown in FIG. 1 will be described.

First, the steady running determination section 21 will be explained.

FIG. 4 shows the operation of the steady running determination section 21. here,
When the change ΔN in engine speed and the change in the amount of intake air in the intake pipe are within a limited range N, and this continues for a certain period of time, it is determined that steady running is possible.

What about the pressure inside the intake pipe? , 7J period actuality is set, and at this time, steady driving situation data is output to the learning function section.

Next, the cylinder intake air amount calculation section operates as shown in FIG. This air amount calculation section operates over time during transient operation, and calculates the intake pipe pressure and cylinder intake air amount from the intake pipe internal pressure P C'' during normal driving as follows.

Intake pipe pressure P(k) = (1-a -N(k) ・ΔTAP (k
−1)+ΔT−bG, t(k)・・・・・・・・・(1
) Cylinder intake air amount G,, (k+ = CN(k)・P (k)
(2) The cylinder intake air amount obtained in this manner is corrected as follows to absorb model errors and engine environment.

G,, (k) ← G,, (k) Tatami ω
・・・・・・・・・(3) Here,
ω: Air amount correction value During transient operation, the intake pipe pressure and cylinder intake air amount are calculated repeatedly.

Next, the learning function section will be explained using FIGS. 6 and 7. If the vehicle is in a steady running state, select the state in the map shown in Figure 7 based on the engine speed and intake air intake amount, which are driving status data, and select the stored air amount correction value. Correct as follows:ω(i, j)=α・ω(i,j)+(1−α)・(G
,, −G,, )/G, low (4) α is the corrected value ω(i, j) with the 4% positive weighting coefficient corrected at the point (i, j) Keep it in. During transient operation, the correction value on the map held is selected from G, .

In this embodiment, the tIO positive value map of (G, , /N, N) is learned and stored in EEPROM K, but in the control unit where EEPROM is not on the board -R1,)M It is difficult for competitors in the same industry to prepare standard correction values in the engine, create a map in RAM when the engine is running (when the control unit is operating), and correct it. This is easily realized for many people.

According to this example, a discrete equation is provided for the intake pipe pressure, and the intake pipe pressure is obtained by solving this equation. Furthermore, this model also shows that the dynamic characteristics change depending on the ever-changing engine speed, so it is excellent for determining the dynamic characteristics of the intake pipe pressure and the accompanying cylinder intake air amount.

Furthermore, according to this embodiment, the air amount correction value is corrected during steady driving in response to model parameter changes, measurement errors, etc., or environmental changes such as intake air temperature and atmospheric pressure, so the reliability of the numerical value is improved. Highly sexual. Furthermore, by preparing the correction values that are muted during steady driving, the corresponding correction values can be output immediately during transient driving, resulting in good responsiveness. [Effects of the Invention] According to the present invention, , since we know the amount of air entering the cylinder,
This allows fuel to be supplied in proportion to the amount of air entering the cylinder, making it possible to maintain the air-fuel mixture at the target air-fuel ratio.

By reducing exhaust gas and suppressing torque fluctuation @J (engine combustion instability), it has the effect of reducing the amount of exhaust gas catalyst and improving acceleration performance.

Further, the determined cylinder intake air amount changes due to model errors, parameter fluctuations due to changes in the engine environment such as changes in atmospheric pressure and intake air temperature, and measurement errors. To correct this, a learning function is provided to correct the cylinder intake air amount calculated as a calculated value since the intake pipe intake air amount and the cylinder intake air amount are almost equal during steady driving. This has the effect of accurately determining the calculated value of the cylinder intake air amount due to environmental changes, model errors, etc.

[Brief explanation of the drawing]

FIG. 1 is a functional configuration diagram of the present invention, FIG. 2 is a configuration diagram of a fuel supply system used in an embodiment of the present invention, FIG. 3 is a hardware configuration diagram of a control unit used in the embodiment, and FIG.
FIG. 5 is a flowchart showing one operational procedure of the steady running determination section, FIG. 5 is a flowchart of one operational procedure of the cylinder intake air amount calculation section, and FIG. 6 is a flowchart of one operational procedure of the learning function section. FIG. 7 is an example of an air amount correction map using the engine operating state as a parameter. . 1...Air cleaner, 2...Cleaner inlet, 3.
・・Hot wire air flow meter, 4...Duct, 5...Throttle body, 6...Collector, 7...Cylinder,
8...Intake pipe. 9...Fuel tank, 10...Fuel pump, 11...
-Fuel damper, 12...Fuel filter, 13...Injection valve. 14...Fuel pressure regulator, 15...Control unit, 16...Distributor, 17...
Igniter, 18...Water temperature sensor, 19...02 sensor.

Claims (1)

[Scope of Claims] 1. An electronic engine control device that employs the L-dietronics method for measuring the amount of air that enters the intake pipe, characterized in that it performs processing to calculate the amount of air taken into the cylinder. Learning calculation method for engine intake air amount. 2. The learning calculation method for the engine intake air amount as set forth in item 1, wherein an initial value of the air amount taken into the cylinder is set when the engine is in steady operation. 3. The calculation process is a learning function that automatically corrects the correction value for the amount of air taken into the cylinder according to the driving situation during steady driving, and extracts the correction value that matches the driving situation during transient driving. The learning calculation method for the engine intake air amount according to the first term is characterized in that the calculation realizes the following.