WO2012086025A1 - 内燃機関の制御装置 - Google Patents
内燃機関の制御装置 Download PDFInfo
- Publication number
- WO2012086025A1 WO2012086025A1 PCT/JP2010/073109 JP2010073109W WO2012086025A1 WO 2012086025 A1 WO2012086025 A1 WO 2012086025A1 JP 2010073109 W JP2010073109 W JP 2010073109W WO 2012086025 A1 WO2012086025 A1 WO 2012086025A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- value
- amount
- learning value
- air
- fuel
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
- F02D41/1458—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with determination means using an estimation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D41/1402—Adaptive control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
- F02D41/2445—Methods of calibrating or learning characterised by the learning conditions characterised by a plurality of learning conditions or ranges
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2454—Learning of the air-fuel ratio control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0614—Actual fuel mass or fuel injection amount
Definitions
- the present invention relates to a control device for an internal combustion engine.
- Patent Document 1 An air-fuel ratio control device for an internal combustion engine is disclosed in Patent Document 1.
- This air-fuel ratio control device controls the air-fuel ratio of the air-fuel mixture formed in the combustion chamber of the internal combustion engine.
- the internal combustion engine of Patent Document 1 includes an intake air amount sensor (that is, an air flow meter) for detecting the amount of air flowing through the intake pipe, and an injector (that is, an injector for injecting fuel into the intake port). Fuel injection valve).
- the air-fuel ratio control apparatus disclosed in Patent Document 1 uses the intake air amount detected by the intake air amount sensor (that is, the amount of air sucked into the combustion chamber of the internal combustion engine) and uses the target air-fuel ratio (that is, the target and the target air-fuel ratio).
- target fuel injection amount The amount of fuel to be injected from the injector in order to achieve the air-fuel ratio of the air-fuel mixture (hereinafter, this amount is referred to as “target fuel injection amount”) is calculated.
- the target air-fuel ratio can be achieved by injecting the fuel of the target fuel injection amount thus calculated from the injector.
- the intake air amount detected by the intake air amount sensor (hereinafter referred to as “detected intake air amount”) deviates from the actual intake air amount, it is calculated using the detected intake air amount.
- the target fuel injection amount deviates from the fuel injection amount that achieves the target air-fuel ratio. Therefore, in this case, when the calculated target fuel injection amount of fuel is injected from the injector, the target air-fuel ratio is not achieved. Further, if the amount of fuel actually injected from the injector deviates from the target fuel injection amount when a command value for injecting the fuel of the target fuel injection amount to the injector is given to the injector, the target air-fuel ratio becomes Will not be achieved.
- the air-fuel ratio control apparatus disclosed in Patent Document 1 achieves the target air-fuel ratio as follows even when there is a difference in intake air amount or fuel injection amount.
- the internal combustion engine of Patent Document 1 has an O2 sensor (that is, an oxygen concentration sensor) for detecting the oxygen concentration in the exhaust gas discharged from the combustion chamber in the exhaust pipe.
- the air-fuel ratio of the air-fuel mixture is calculated using the oxygen concentration detected by this O2 sensor, and the deviation between the calculated air-fuel ratio and the target air-fuel ratio (hereinafter, this deviation). Is referred to as “air-fuel ratio deviation”).
- the engine operating state that is, the operating state of the internal combustion engine
- the engine load that is, the load of the internal combustion engine
- a correction value for correcting the detected intake air amount so that the calculated air-fuel ratio deviation becomes zero or small (hereinafter, this correction value is referred to as “detected intake air amount correction value”) is calculated and newly detected. It is stored as an intake air amount correction value. That is, the already detected detected intake air amount correction value is updated.
- the target fuel injection amount correction value is corrected so that the calculated air-fuel ratio deviation becomes zero or small.
- a correction value (hereinafter referred to as “target fuel injection amount correction value”) is calculated and stored as a new target fuel injection amount correction value. That is, the already stored target fuel injection amount correction value is updated.
- the target fuel injection amount is calculated using the detected intake air amount
- the target fuel injection amount is calculated using the detected intake air amount corrected by the detected intake air amount correction value
- the calculated target fuel is calculated.
- the injection amount is corrected by the target fuel injection amount correction value, and the corrected target fuel injection amount is set as the final target fuel injection amount.
- the air-fuel ratio control apparatus disclosed in Patent Document 1 achieves the target air-fuel ratio even when the intake air amount deviation or the fuel injection amount deviation occurs.
- the target fuel injection amount correction value when the target fuel injection amount correction value is to be used to determine the final target fuel injection amount, the target fuel injection amount correction value may not be updated immediately before depending on the engine operating state. Sometimes not. That is, when trying to use the detected intake air amount correction value and the target fuel injection amount correction value to determine the final target fuel injection amount, one of these correction values has not been updated immediately before. It will be.
- the detected intake air amount correction value updated immediately before should be used for determining the final target fuel injection amount. Nevertheless, if the detected intake air amount correction value is not updated immediately before, the air-fuel ratio is not accurately controlled to the target air-fuel ratio, and similarly, the air-fuel ratio is accurately set to the target air-fuel ratio. From the viewpoint of control, the target fuel injection amount correction value is updated immediately before the target intake air amount correction value updated immediately before should be used to determine the final target fuel injection amount. Even if it is not, the air-fuel ratio is not accurately controlled to the target air-fuel ratio.
- an object of the present invention is to accurately control the air-fuel ratio to the target air-fuel ratio when the air-fuel ratio is controlled using the correction value related to the intake air amount or the correction value related to the fuel injection amount.
- the invention of the present application comprises a fuel supply means for supplying fuel to the combustion chamber and an air supply means for supplying air to the combustion chamber, and a supply fuel amount that is the amount of fuel supplied to the combustion chamber, and a combustion
- the present invention relates to a control device for an internal combustion engine that controls an air-fuel ratio of a mixture of air and fuel formed in a combustion chamber by controlling a supply air amount that is an amount of air supplied to the chamber.
- the learning value used to set the supply fuel amount correction value which is a correction value for correcting the supply fuel amount, or the supply air amount correction value, which is a correction value for correcting the supply air amount, is the target empty value. Based on the actual deviation of the air-fuel ratio with respect to the fuel ratio, a value that reduces the deviation of the air-fuel ratio is calculated, and the supplied fuel amount correction value or the supplied air amount correction value is set using the learned value.
- the learning value is calculated immediately before the supply fuel amount correction value or the supply air amount correction value is set, and the supply fuel amount correction value or the supply air amount correction value is calculated using the calculated learning value. Is set.
- the supply fuel amount correction value or the supply air amount correction value is set, and before the supply fuel amount or the supply air amount is corrected by the set supply fuel amount correction value or the supply air amount correction value, A learning value is newly calculated. That is, the learning value is updated to the latest learning value.
- the learning value is used for setting the supply fuel amount correction value or the supply air amount correction value. Therefore, the latest learning value is used for setting the supply fuel amount correction value or the supply air amount correction value. Further, since the latest learning value is calculated immediately before the supply fuel amount correction value or the supply air amount correction value is set, the optimum learning at that time is used for setting the supply fuel amount correction value or the supply air amount correction value. The value will be used. For this reason, since it is avoided that the supplied fuel amount or the supplied air amount is corrected inappropriately, the air-fuel ratio is accurately controlled to the target air-fuel ratio.
- the learning value calculation is triggered by the decision to execute the setting of the supply fuel amount correction value. After the learning value calculation is completed, the supply fuel amount correction value is set according to the determination. Further, in the above invention, when the supply air amount correction value is set using the learning value, preferably, the learning value is calculated in response to a decision to execute the setting of the supply air amount correction value. After the learning value calculation is completed, the supply air amount correction value is set according to the determination.
- the learning value is calculated at each timing having a predetermined time interval.
- the supply fuel amount correction value is set every time a predetermined time interval is opened. In this case, the same execution timing as the execution timing of the supply fuel amount correction value is set rather than the time between the execution timing of the supply fuel amount correction value setting and the execution timing of the learning value calculation immediately after the execution timing.
- the supply fuel amount correction value setting execution timing and the learning value calculation execution timing are set so that the time between the learning value calculation execution timing immediately before the timing is shorter. .
- the supply air amount correction value is set at every timing when a predetermined time interval is opened. In this case, the same as the execution timing of the supply air amount correction value setting than the time between the execution timing of the supply air amount correction value setting and the execution timing of the learning value calculation immediately after the execution timing.
- the supply air amount correction value setting execution timing and the learning value calculation execution timing are set so that the time between the learning value calculation execution timing immediately before the timing is shorter. .
- an upper limit value or a lower limit value regarding the learning value is set.
- the learning value is set as the upper limit value, or when the calculated learning value is smaller than the lower limit value, the learning value is set as the lower limit value.
- the supply fuel amount deviation amount which is the deviation amount of the actual supply fuel amount from the estimated supply fuel amount that is the estimated value of the supply fuel amount, is calculated when the supply fuel amount deviation amount is a predetermined amount.
- the learned value is set as the upper limit value or the lower limit value.
- the learning value calculated immediately before the setting of the supply fuel amount correction value or the supply air amount correction value is used for the same setting.
- the learning value is limited to the upper limit value, or when the learning value is smaller than the lower limit value, the learning value is limited to the lower limit value. For this reason, it is avoided that the learning value larger than the upper limit value or the learning value smaller than the lower limit value is used for setting the supply fuel amount correction value or the supply air amount correction value.
- the predetermined supply fuel amount deviation amount is determined based on at least one of a supply fuel amount and a fuel pressure when fuel is supplied from the fuel supply means.
- An upper or lower limit value is set. That is, the supply fuel amount deviation is greatly influenced by the supply fuel amount and the fuel pressure when the fuel is supplied from the fuel supply means.
- the predetermined supply fuel amount deviation amount is used for setting an upper limit value or a lower limit value.
- the difference in the amount of supplied fuel greatly affects the requirements for the internal combustion engine. Therefore, if the predetermined supply fuel amount deviation amount is determined based on at least one of the supply fuel amount and the fuel pressure, the learning value is limited so that the requirement required for the internal combustion engine is reliably achieved. From the viewpoint of doing, a more appropriate upper limit value or lower limit value is set.
- the predetermined supply fuel amount deviation amount is a maximum value or a minimum value of the supply fuel amount deviation amount.
- a more appropriate upper limit value or lower limit value is set from the viewpoint of correcting the supply fuel amount or the supply air amount as much as possible within a range in which the requirements required for the internal combustion engine are achieved.
- the That is, generally, it is preferable to correct the supplied fuel amount or the supplied air amount as much as possible as long as the requirements required for the internal combustion engine are achieved.
- the supply fuel amount deviation amount is assumed to become the largest (that is, the supply fuel amount deviation).
- the supply fuel amount deviation amount is assumed to be the largest (that is, Even in the case where the supply fuel amount deviation amount is the assumed minimum value), it is constructed so as to achieve the requirements required for the internal combustion engine. That is, if the learning value is limited to the upper limit value or the lower limit value set by using the maximum value or the minimum value of the assumed supply fuel amount deviation amount as the predetermined supply fuel amount deviation amount, A learning value for correcting the supplied fuel amount or supplied air amount to the maximum while achieving the requirements required for the internal combustion engine is obtained. Therefore, a more appropriate upper limit value or lower limit value is set from the viewpoint of correcting the supplied fuel amount or the supplied air amount as much as possible within the range in which the requirements required for the internal combustion engine are achieved. It becomes.
- an upper limit value or a lower limit value regarding the learning value is set.
- the learning value is set as the upper limit value, or when the calculated learning value is smaller than the lower limit value, the learning value is set as the lower limit value.
- the supply air amount deviation amount which is the deviation amount of the estimated supply air amount that is the estimated value of the supply air amount with respect to the actual supply air amount, is a predetermined supply air amount deviation amount.
- the learned value is set as the upper limit value or the lower limit value.
- the learning value calculated immediately before the setting of the supply fuel amount correction value or the supply air amount correction value is used for the same setting.
- the learning value is limited to the upper limit value, or when the learning value is smaller than the lower limit value, the learning value is limited to the lower limit value. For this reason, it is avoided that the learning value larger than the upper limit value or the learning value smaller than the lower limit value is used for setting the supply fuel amount correction value or the supply air amount correction value.
- the predetermined supply air amount deviation amount is determined based on the supply air amount.
- a more appropriate upper limit value or lower limit value is set from the viewpoint of limiting the learning value so that the requirements required for the internal combustion engine are reliably achieved. That is, the supply air amount deviation is greatly affected by the supply air amount.
- the predetermined supply air amount deviation amount is used for setting an upper limit value or a lower limit value.
- the difference in the supply air amount greatly affects the requirements for the internal combustion engine. Therefore, if the predetermined supply air amount deviation amount is determined based on the supply air amount, it is more appropriate from the viewpoint of limiting the learning value so that the requirements required for the internal combustion engine are reliably achieved.
- An upper limit value or a lower limit value is set.
- the predetermined supply air amount deviation amount is a maximum value or a minimum value of the supply air amount deviation amount.
- a more appropriate upper limit value or lower limit value is set from the viewpoint of correcting the supply fuel amount or the supply air amount as much as possible within a range in which the requirements required for the internal combustion engine are achieved. Will be. That is, generally, it is preferable to correct the supplied fuel amount or the supplied air amount as much as possible as long as the requirements required for the internal combustion engine are achieved.
- the supply air amount deviation amount is assumed to become the largest (that is, the supply air amount deviation).
- the requirement for the internal combustion engine is achieved. That is, if the learning value is limited to the upper limit value or the lower limit value set using the maximum value or the minimum value of the assumed supply air amount deviation amount as the predetermined supply air amount deviation amount, A learning value for correcting the supplied fuel amount or supplied air amount to the maximum while achieving the requirements required for the internal combustion engine is obtained. Therefore, a more appropriate upper limit value or lower limit value is set from the viewpoint of correcting the supplied fuel amount or the supplied air amount as much as possible within the range in which the requirements required for the internal combustion engine are achieved. It becomes.
- the supply fuel amount correction value is a correction value for reducing a deviation of an actual supply fuel amount from an estimated supply fuel amount that is an estimated value of the supply fuel amount.
- the supply air amount correction value is a correction value for reducing a deviation of the estimated supply air amount that is an estimated value of the supply air amount with respect to the actual supply air amount.
- Another invention of the present application is an estimated supply fuel amount acquisition means for acquiring an estimated value of a supply fuel amount that is an amount of fuel supplied to the combustion chamber as an estimated supply fuel amount; and an air supply to the combustion chamber
- An estimated supply air amount acquisition means for acquiring an estimated supply air amount as an estimated supply air amount, and an air-fuel ratio of an air-fuel mixture formed in the combustion chamber based on the estimated supply fuel amount and the estimated supply air amount.
- a correction value calculating means for calculating a correction value for correcting the supply air amount so that a certain air-fuel ratio deviation is reduced, and a learning value of the correction value is calculated by integrating the correction values calculated by the correction value calculating means. Learning means , And when the air-fuel ratio deviation is absent, the supply air amount is corrected only by the learning value, and when the air-fuel ratio deviation is present, the control device for the internal combustion engine is corrected by the learning value and the correction value.
- the present invention there is a supply fuel amount deviation in which the actual supply fuel amount is larger than the estimated supply fuel amount under the situation where the estimated supply air amount matches the actual supply air amount, and the supply fuel amount
- the learning value when the air-fuel ratio deviation becomes zero in the case where the deviation is the largest within the assumed range is obtained as the maximum lean direction learning value resulting from the supply fuel amount deviation.
- the present invention there is a supply fuel amount deviation in which the actual supply fuel amount is smaller than the estimated supply fuel amount under the situation where the estimated supply air amount matches the actual supply air amount, and the supply fuel amount
- the learning value when the air-fuel ratio deviation becomes zero in the case where the deviation is the largest within the assumed range is obtained as the maximum rich direction learning value resulting from the deviation in the supplied fuel amount.
- the present invention there is a supply air amount deviation in which the estimated supply air amount is larger than the actual supply air amount under the situation where the estimated supply fuel amount matches the actual supply fuel amount, and the supply air amount
- the learned value when the air-fuel ratio deviation becomes zero when the deviation is the largest within the assumed range is obtained as the maximum lean direction learned value resulting from the supply air amount deviation.
- the present invention there is a supply air amount deviation in which the estimated supply air amount is smaller than the actual supply air amount in a situation where the estimated supply fuel amount matches the actual supply fuel amount, and the supply air amount
- the learning value when the air-fuel ratio deviation becomes zero in the case where the deviation is the largest within the assumed range is obtained as the maximum rich direction learning value caused by the supply air amount deviation.
- the larger maximum lean direction learning value of the maximum lean direction learning value caused by the supply fuel amount deviation and the maximum lean direction learning value caused by the supply air amount deviation is the upper limit lean direction learning value.
- the larger maximum rich direction learning value of the maximum rich direction learning value caused by the supply fuel amount deviation and the maximum rich direction learning value caused by the supply air amount deviation is the upper limit rich direction learning value.
- the learning value calculated by the learning means is a value that increases the supply air amount
- the learning value is larger than the upper limit lean direction learning value
- the learning value is the same upper limit lean direction learning. Limited to value.
- the learning value calculated by the learning means is a value that decreases the supply air amount
- the learning value is the same as the upper limit rich direction learning when the learning value is larger than the upper limit rich direction learning value. Limited to value.
- a direction learning value is set. That is, generally, it is preferable to correct the supplied fuel amount or the supplied air amount as much as possible as long as the requirements required for the internal combustion engine are achieved.
- the supply fuel amount deviation amount is assumed to be the largest, and the actual supply fuel amount Even when it is assumed that the amount of supply fuel amount deviation becomes the largest when the amount deviates in the negative direction with respect to the estimated supply fuel amount, the requirement required for the internal combustion engine is achieved. That is, the learning value (that is, the maximum lean direction learning value and the maximum rich direction learning value caused by the supply fuel amount deviation) and the supply air amount deviation when the supply fuel amount deviation is the largest within the assumed range are assumed.
- the learning value when it is the largest in the range (that is, the maximum lean direction learning value and the maximum rich direction learning value due to the supply air amount deviation) is compared, and the larger learning value of these learning values is the upper limit lean direction
- the learning value or the upper limit rich direction learning value is set and the learning value is limited to these upper limit lean direction learning value or upper limit rich direction learning value, the amount of fuel supplied or the amount of supply supplied while the requirements required for the internal combustion engine are achieved A learning value for correcting the air amount to the maximum is obtained. Therefore, a more appropriate upper limit lean direction learning value or upper limit rich direction learning value from the viewpoint of correcting the supplied fuel amount or the supplied air amount as much as possible within the range in which the requirements required for the internal combustion engine are achieved. Will be set.
- the maximum lean direction learning value and the maximum rich direction learning value caused by the supply fuel amount deviation are the estimated supply fuel amount and the fuel pressure when fuel is supplied from the fuel supply means. It is a value determined by at least one of
- a more appropriate upper limit lean direction learning value or upper limit rich direction learning value is set from the viewpoint of limiting the learning value so that the requirements required for the internal combustion engine are reliably achieved. That is, the supply fuel amount deviation is greatly influenced by the supply fuel amount and the fuel pressure when the fuel is supplied from the fuel supply means.
- the maximum lean direction learning value and the maximum rich direction learning value resulting from the supply fuel deviation are used for setting the upper limit lean direction learning value and the upper limit rich direction learning value, respectively.
- the difference in the amount of supplied fuel greatly affects the requirements for the internal combustion engine.
- the maximum lean direction learning value and the maximum rich direction learning value resulting from the difference in supply fuel amount are determined based on at least one of the supply fuel amount and the fuel pressure, the requirements required for the internal combustion engine are reliably achieved. From the viewpoint of limiting the learning value in such a manner, a more appropriate upper limit lean direction learning value or upper limit rich direction learning value is set.
- the maximum rich direction learning value and the maximum lean direction learning value resulting from the supply air amount deviation are values determined by the estimated supply air amount.
- a more appropriate upper limit lean direction learning value or upper limit rich direction learning value is set from the viewpoint of limiting the learning value so that the requirements required for the internal combustion engine are reliably achieved. That is, the supply air amount deviation is greatly affected by the intake air amount.
- the maximum lean direction learning value and the maximum rich direction learning value resulting from the supply air amount deviation are used for setting the upper limit lean direction learning value and the upper limit rich direction learning value, respectively.
- the difference in the supply air amount greatly affects the requirements for the internal combustion engine. Therefore, if the maximum lean direction learning value and the maximum rich direction learning value due to the supply air amount deviation are determined based on the supply air amount, the learning value is limited so that the requirement required for the internal combustion engine is reliably achieved. From this point of view, a more appropriate upper limit lean direction learning value or upper limit rich direction learning value is set.
- Another invention of the present application is an estimated supply fuel amount acquisition means for acquiring an estimated value of a supply fuel amount that is an amount of fuel supplied to the combustion chamber as an estimated supply fuel amount; and an air supply to the combustion chamber
- An estimated supply air amount acquisition means for acquiring an estimated supply air amount as an estimated supply air amount, and an air-fuel ratio of an air-fuel mixture formed in the combustion chamber based on the estimated supply fuel amount and the estimated supply air amount.
- a correction value calculating means for calculating a correction value for correcting the supply air amount so that a certain air-fuel ratio deviation is reduced, and a learning value of the correction value is calculated by integrating the correction values calculated by the correction value calculating means. Learning means , And when the air-fuel ratio deviation is absent, the supply air amount is corrected only by the learning value, and when the air-fuel ratio deviation is present, the control device for the internal combustion engine is corrected by the learning value and the correction value.
- the actual supply fuel amount is larger than the estimated supply fuel amount, and the supply fuel amount deviation is the largest in the range in which the supply fuel amount deviation is assumed, and the estimated supply air amount. Is greater than the actual supply air amount, and the learned value when the air-fuel ratio deviation becomes zero when the supply air amount deviation is the largest within the assumed range is the upper limit lean. Set to the direction learning value.
- the actual supply fuel amount is smaller than the estimated supply fuel amount, and the supply fuel amount deviation is the largest within the range in which the supply fuel deviation is assumed.
- the learning value when the air-fuel ratio deviation becomes zero when the supply air amount deviation is smaller than the actual supply air quantity and the supply air quantity deviation is the largest within the assumed range is the upper rich direction. Set to learning value.
- the learning value calculated by the learning means is a value that increases the supply air amount
- the learning value is larger than the upper limit lean direction learning value
- the learning value is the same upper limit lean direction learning. Limited to value.
- the learning value calculated by the learning means is a value that decreases the supply air amount
- the learning value is the same as the upper limit rich direction learning when the learning value is larger than the upper limit rich direction learning value. Limited to value.
- a direction learning value is set. That is, generally, it is preferable to correct the supplied fuel amount or the supplied air amount as much as possible as long as the requirements required for the internal combustion engine are achieved.
- the supply fuel amount deviation amount becomes the largest and the estimated supply air amount is the actual supply air amount.
- the amount of supply air amount deviation becomes the largest when it deviates in the positive direction with respect to the fuel supply amount, and when the actual amount of supplied fuel deviates in the negative direction with respect to the estimated amount of supplied fuel
- the amount of deviation in the amount of supplied air is expected to be the largest.
- the learning value when the supply fuel amount deviation is the largest within the assumed range and the supply air amount deviation is the largest within the assumed range is set to the upper limit lean direction learning value or the upper limit rich direction learning value.
- the learning value is limited to the upper limit lean direction learning value or the upper limit rich direction learning value, a learning value for correcting the supplied fuel amount or the supplied air amount to the maximum can be obtained while the requirements required for the internal combustion engine are achieved. . Therefore, a more appropriate upper limit lean direction learning value or upper limit rich direction learning value from the viewpoint of correcting the supplied fuel amount or the supplied air amount as much as possible within the range in which the requirements required for the internal combustion engine are achieved. Will be set.
- the upper limit rich direction learned value and the upper limit lean direction learned value are at least one of an estimated supply fuel amount and a fuel pressure when fuel is supplied from the fuel supply means, and an estimated supply air. The value is determined by the amount.
- a more appropriate upper limit lean direction learning value or upper limit rich direction learning value is set from the viewpoint of limiting the learning value so that the requirements required for the internal combustion engine are reliably achieved. That is, the supply fuel amount deviation is greatly influenced by the supply fuel amount and the fuel pressure when the fuel is supplied from the fuel supply means. Further, the supply air amount deviation is greatly affected by the intake air amount. On the other hand, a deviation in the amount of supplied fuel and a difference in the amount of supplied air greatly affect the requirements for the internal combustion engine. Therefore, if the upper limit lean direction learning value and the upper limit rich direction learning value are determined based on at least one of the supply fuel amount or the fuel pressure and the estimated supply air amount, the requirements required for the internal combustion engine are reliably achieved. Thus, from the viewpoint of limiting the learning value, a more appropriate upper limit lean direction learning value or upper limit rich direction learning value is set.
- exhaust gas recirculation means for introducing the exhaust gas discharged from the combustion chamber into the exhaust passage into the intake passage is further provided.
- the correction value calculated by the correction value calculation means is a correction value for correcting the recirculated exhaust gas amount that is the amount of exhaust gas introduced into the intake passage by the exhaust gas recirculation means.
- FIG. 1 is an overall view of an internal combustion engine to which a control device according to a first embodiment of the present invention is applied.
- (A) is the figure which showed the map utilized in order to acquire the target fuel injection amount TQ based on the accelerator pedal opening degree Dac in 1st Embodiment
- (B) is the fuel injection amount in 1st Embodiment.
- FIG. 6 is a diagram showing a map used for obtaining a target throttle valve opening TDth based on Q and engine speed N
- FIG. 8C shows the fuel injection amount Q and engine speed N in the first embodiment.
- FIG. 6 is a diagram showing a map used for acquiring a target EGR rate TRegr based on the above.
- FIG. 4 is a diagram showing a map used for obtaining a minimum learning value MinF resulting from a fuel injection amount deviation based on the fuel injection amount Q and the fuel pressure Pf in the first embodiment, and FIG.
- FIG. 6 is a diagram showing a map used for obtaining a minimum learning value MinA resulting from a difference in intake air amount based on the above. It is the flowchart which showed the routine which performs control of the fuel injection valve of 1st Embodiment. It is the flowchart which showed the routine which performs control of the throttle valve of 1st Embodiment. It is the flowchart which showed the routine which performs control of the EGR control valve of 1st Embodiment.
- FIG. 6 is a diagram showing a map used for obtaining a target throttle valve opening TDth based on Q and engine speed N; It is the figure which showed the map utilized in order to acquire the learning value KG based on the fuel injection quantity Q and the engine speed N in 3rd Embodiment. It is the flowchart which showed the routine which performs control of the throttle valve of 3rd execution form. It is a general view of the internal combustion engine to which the control device of the second embodiment of the present invention is applied.
- FIG. 6 is a diagram showing a map used for acquiring a target throttle valve opening TDth based on Q and engine speed N
- FIG. 8C shows a fuel injection amount Q and engine speed N in the fourth embodiment. It is the figure which showed the map utilized in order to acquire target vane opening degree TDv based on these.
- An internal combustion engine 10 shown in FIG. 1 includes a main body (hereinafter referred to as “engine main body”) 20 of an internal combustion engine, fuel injection valves 21 respectively disposed corresponding to four combustion chambers of the engine main body, A fuel pump 22 for supplying fuel to the fuel injection valve 21 via a fuel supply pipe 23 is provided.
- the internal combustion engine 10 further includes an intake system 30 that supplies air to the combustion chamber from the outside, and an exhaust system 40 that exhausts exhaust gas discharged from the combustion chamber to the outside.
- the internal combustion engine 10 is a compression self-ignition internal combustion engine (so-called diesel engine).
- the intake system 30 includes an intake branch pipe 31 and an intake pipe 32.
- the intake system 30 may be referred to as an “intake passage”.
- One end portion (that is, a branch portion) of the intake branch pipe 31 is connected to an intake port (not shown) formed in the engine body 20 corresponding to each combustion chamber.
- the other end of the intake branch pipe 31 is connected to the intake pipe 32.
- a throttle valve 33 that controls the amount of air flowing through the intake pipe is disposed in the intake pipe 32.
- an intercooler 34 for cooling the air flowing through the intake pipe is disposed in the intake pipe 32.
- an air cleaner 36 is disposed at an end facing the outside of the intake pipe 32.
- the throttle valve 33 controls the operating state (specifically, its opening, which will be referred to as “throttle valve opening” hereinafter).
- the amount can be controlled variably.
- the exhaust system 40 includes an exhaust branch pipe 41 and an exhaust pipe 42.
- the exhaust system 40 may be referred to as an “exhaust passage”.
- One end portion (that is, a branch portion) of the exhaust branch pipe 41 is connected to an exhaust port (not shown) formed in the engine body 20 corresponding to each combustion chamber.
- the other end of the exhaust branch pipe 41 is connected to the exhaust pipe 42.
- a catalytic converter 43 having an exhaust purification catalyst 43A for purifying a specific component in the exhaust gas is disposed.
- an oxygen concentration sensor that outputs a signal corresponding to the oxygen concentration in the exhaust gas exhausted from the combustion chamber is connected to the exhaust pipe 42 upstream of the exhaust purification catalyst 43A (hereinafter this oxygen concentration sensor is referred to as “upstream oxygen concentration”).
- upstream oxygen concentration an oxygen concentration sensor that outputs a signal corresponding to the oxygen concentration in the exhaust gas flowing out from the exhaust purification catalyst 43A (hereinafter, this oxygen concentration sensor is referred to as “downstream side”) to the exhaust pipe 42 downstream of the exhaust purification catalyst 43A.
- downstream side an oxygen concentration sensor that outputs a signal corresponding to the oxygen concentration in the exhaust gas flowing out from the exhaust purification catalyst 43A
- the intake pipe 32 downstream of the air cleaner 36 and upstream of the compressor 35A has a flow rate of air flowing through the intake pipe (and hence a flow rate of air sucked into the combustion chamber.
- An air flow meter 71 that outputs a signal corresponding to “the amount of intake air” is attached.
- a pressure sensor (hereinafter referred to as “intake pressure sensor”) 72 that outputs a signal corresponding to the pressure of the gas in the intake branch pipe (that is, the intake pressure) is attached to the intake branch pipe 31.
- intake pressure sensor hereinafter referred to as “intake pressure sensor”) 72 that outputs a signal corresponding to the pressure of the gas in the intake branch pipe (that is, the intake pressure) is attached to the intake branch pipe 31.
- a crank position sensor 74 that outputs a signal corresponding to the rotational phase of the crankshaft is attached to the engine body 20.
- the internal combustion engine 10 includes an exhaust gas recirculation device (hereinafter referred to as “EGR device”) 50.
- the EGR device 50 includes an exhaust gas recirculation pipe (hereinafter referred to as “EGR passage”) 51.
- EGR passage 51 One end of the EGR passage 51 is connected to the exhaust branch pipe 41. That is, one end of the EGR passage 51 is connected to a portion of the exhaust passage 40 upstream of the exhaust turbine 35B.
- the other end of the EGR passage 51 is connected to the intake branch pipe 31. That is, the other end of the EGR passage 51 is connected to a portion of the intake passage downstream of the compressor 35A.
- an exhaust gas recirculation control valve (hereinafter, this exhaust gas recirculation control valve is referred to as an “EGR control valve”) 52 that controls the flow rate of exhaust gas flowing through the EGR passage is disposed in the EGR passage 51.
- EGR control valve opening degree the opening degree of the EGR control valve 52
- an exhaust gas recirculation cooler 53 for cooling the exhaust gas flowing in the EGR passage is disposed in the EGR passage 51.
- the EGR device 50 controls the operating state of the EGR control valve 52 (specifically, the opening degree of the EGR control valve 52, which is hereinafter referred to as “EGR control valve opening degree”).
- EGR control valve opening degree the opening degree of the EGR control valve 52, which is hereinafter referred to as “EGR control valve opening degree”.
- the amount of exhaust gas introduced into the intake passage 30 via the EGR passage 51 (hereinafter, this exhaust gas is referred to as “EGR gas”) can be variably controlled.
- the internal combustion engine 10 includes an electronic control device 60.
- the electronic control device 60 includes a microprocessor (CPU) 61, a read only memory (ROM) 62, a random access memory (RAM) 63, a backup RAM (Back up RAM) 64, and an interface 65.
- the fuel injection valve 21, the fuel pump 22, the throttle valve 33, and the EGR control valve 52 are connected to the interface 65, and control signals for controlling these operations are given from the electronic control unit 60 through the interface 65. It is done.
- the interface 65 includes an air flow meter 71, an intake pressure sensor 72, a crank position sensor 74, and an opening degree of the accelerator pedal AP (that is, the depression amount of the accelerator pedal AP.
- the accelerator pedal opening sensor 75, the upstream oxygen concentration sensor 76U, and the downstream oxygen concentration sensor 76D are also connected to output a signal corresponding to the signal output from the air flow meter 71, an intake pressure sensor. 72, a signal output from the crank position sensor 74, a signal output from the accelerator pedal opening sensor 75, a signal output from the upstream oxygen concentration sensor 76U, and a downstream oxygen concentration sensor 76D.
- An output signal is input to the interface 65.
- the intake air amount is calculated by the electronic control unit 60 based on the signal output from the air flow meter 71, and the intake pressure is calculated by the electronic control unit 60 based on the signal output from the intake pressure sensor 72, and the crank position is calculated.
- the engine speed that is, the rotational speed of the internal combustion engine 10
- the accelerator pedal opening degree is based on the signal output from the accelerator pedal opening degree sensor 75. Is calculated by the electronic control unit 60, and the air-fuel ratio of the exhaust gas discharged from the combustion chamber is calculated by the electronic control unit 60 based on the signal output from the upstream side oxygen concentration sensor 76U, and from the downstream side oxygen concentration sensor 76D.
- the air flow meter 71 substantially functions as a means for detecting the intake air amount
- the intake pressure sensor 72 functions as a means for detecting intake pressure
- the crank position sensor 74 functions as the engine speed.
- the accelerator pedal opening sensor 75 functions as a means for detecting the accelerator pedal opening
- the upstream oxygen concentration sensor 76U detects the oxygen concentration in the exhaust gas discharged from the combustion chamber. It can be said that the downstream oxygen concentration sensor 76D functions as a means for detecting the oxygen concentration in the exhaust gas flowing out from the exhaust purification catalyst 43A.
- the intake pressure sensor 72 functions as a means for detecting the intake pressure, the amount of gas sucked into the combustion chamber can be grasped based on the intake pressure detected by the sensor 72. Therefore, in the first embodiment, it can be said that the intake pressure sensor 71 substantially functions as a means for detecting the amount of gas sucked into the combustion chamber.
- the oxygen concentration in the burned gas generated by the combustion of the air-fuel mixture formed in the combustion chamber is higher as the air-fuel ratio of the air-fuel mixture is larger, and conversely, it is lower as the air-fuel ratio of the air-fuel mixture is smaller.
- the mixture of stoichiometric air-fuel ratio burns in the combustion chamber and the oxygen concentration in the burned gas generated by the combustion is used as the reference oxygen concentration, it is generated by the combustion of the mixture formed in the combustion chamber.
- the oxygen concentration in the burned gas is higher than the reference oxygen concentration when the air-fuel ratio of the air-fuel mixture is larger than the stoichiometric air-fuel ratio, and is lower than the reference oxygen concentration when the air-fuel ratio of the air-fuel mixture is smaller than the stoichiometric air-fuel ratio.
- the upstream oxygen concentration sensor 76U functions as a means for detecting the oxygen concentration in the exhaust gas discharged from the combustion chamber, the air-fuel ratio of the air-fuel mixture is determined based on the oxygen concentration detected by the sensor 76U. I can grasp it. Therefore, in the first embodiment, it can be said that the upstream oxygen concentration sensor 76U substantially functions as a means for detecting the air-fuel ratio of the air-fuel mixture.
- an appropriate fuel injection amount (that is, the amount of fuel injected from the fuel injection valve) according to the accelerator pedal opening in the internal combustion engine shown in FIG.
- the obtained fuel injection amounts are stored in the electronic control unit 60 in the form of a map of a function of the accelerator pedal opening degree Dac as the target fuel injection amount TQ as shown in FIG.
- the target fuel injection amount TQ is acquired from the map of FIG. 2A based on the accelerator pedal opening Dac.
- the fuel injection valve opening time required for injecting the fuel of the acquired target fuel injection amount TQ from the fuel injection valve (that is, the fuel injection valve is opened to inject fuel from the fuel injection valve). Time) is calculated based on the target fuel injection amount TQ.
- the valve opening time of the fuel injection valve is controlled in each intake stroke so that the fuel injection valve is opened for the calculated fuel injection valve opening time.
- the target fuel injection amount TQ increases as the accelerator pedal opening Dac increases.
- an appropriate throttle valve opening (that is, the throttle valve opening) according to the fuel injection amount and the engine speed (that is, the engine speed). ) Is obtained in advance through experiments or the like, and the obtained throttle valve opening is a function of the fuel injection amount Q and the engine speed N as the target throttle valve opening TDth as shown in FIG. It is stored in the electronic control unit 60 in the form of a map.
- the target throttle valve opening TDth is acquired from the map of FIG. 2B based on the fuel injection amount Q and the engine speed N. Then, the opening of the throttle valve is controlled so that the throttle valve is opened by the acquired target throttle valve opening TDth.
- the target throttle valve opening TDth increases as the fuel injection amount Q increases, and the target throttle valve opening TDth increases as the engine speed N increases.
- the target fuel injection amount TQ (that is, the map of FIG. 2A) is used as the fuel injection amount Q used for acquiring the target throttle valve opening degree TDth from the map of FIG.
- the target fuel injection amount TQ) obtained from the above is adopted.
- an appropriate EGR rate corresponding to the fuel injection amount and the engine speed (that is, the mass ratio of the exhaust gas contained in the gas sucked into the combustion chamber) is obtained in advance by experiments or the like.
- the obtained EGR rate is stored in the electronic control unit 60 in the form of a map of a function of the fuel injection amount Q and the engine speed N as the target EGR rate TRegr as shown in FIG.
- the target EGR rate TRegr is acquired from the map of FIG. 2C based on the fuel injection amount Q and the engine speed N.
- the EGR control valve opening degree (that is, the opening degree of the EGR control valve) for achieving the acquired target EGR rate TRegr is calculated according to a predetermined calculation rule as the target EGR control valve opening degree TDegr. Then, the opening degree of the EGR control valve is controlled so that the EGR control valve is opened by the calculated target EGR control valve opening degree TDegr.
- the target EGR rate TRegr decreases as the fuel injection amount Q increases, and the target EGR rate TRegr decreases as the engine speed N increases.
- the learning value KG is stored in the electronic control unit 60 in the form of a map of the function of the fuel injection amount Q and the engine speed N. Then, during engine operation, a learning value KG corresponding to the fuel injection amount Q and the engine speed N is acquired from the map of FIG. Then, the fuel injection amount obtained by adding the acquired learned value to the target fuel injection amount obtains the target EGR rate TRegr from the fuel injection amount for acquiring the target EGR rate (that is, from the map of FIG. 2C). And the fuel injection amount for calculating the estimated air-fuel ratio (that is, the fuel injection amount used for calculating the estimated value of the air-fuel ratio of the air-fuel mixture).
- the learning value KG is stored in the electronic control unit 60 in the form of a function map of the fuel injection amount Q and the engine speed N as shown in FIG. .
- the initial values of the learning values KG are all set to “1”.
- a correction value is calculated every time a predetermined condition is satisfied, and the calculated correction value is used as the fuel injection amount Q at that time (the target fuel injection amount TQ at that time is used as this fuel injection amount Q).
- a learning value KG obtained by adding to the learning value KG in the map of FIG. 3 corresponding to the engine speed N at that time, learning corresponding to the fuel injection amount Q and the engine speed N at that time The value is stored in the map of FIG. That is, every time a predetermined condition is satisfied during engine operation, the learned value KG in the map of FIG. 3 corresponding to the fuel injection amount Q and the engine speed N at that time is updated with the correction value.
- the detected air-fuel ratio that is, the air-fuel ratio of the air-fuel mixture calculated from the output value of the upstream oxygen concentration sensor
- the estimated air-fuel ratio is calculated.
- the estimated air-fuel ratio is an estimated value of the air-fuel ratio of the air-fuel mixture, as described above, and the learned value KG acquired from the map of FIG. 3 based on the fuel injection amount Q and the engine speed N.
- air-fuel ratio deviation Is the air-fuel ratio of the air-fuel mixture calculated using the fuel injection amount obtained by adding the value to the target fuel injection amount TQ and the detected intake air amount (ie, the intake air amount calculated from the output value of the air flow meter). . Then, a deviation of the detected air-fuel ratio with respect to the estimated air-fuel ratio (hereinafter, this deviation is referred to as “air-fuel ratio deviation”) is calculated. Then, a correction value is calculated based on the calculated air-fuel ratio deviation.
- the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value, and the learning value updated with the correction value. Is added to the target fuel injection amount and the detected air-fuel ratio is larger than the estimated air-fuel ratio when the fuel injection amount obtained as a target EGR rate acquisition fuel injection amount and the estimated air-fuel ratio calculation fuel injection amount is used. It is calculated as an appropriate value that should not be.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value
- the learning value updated by the correction value is a negative value
- the fuel injection amount obtained by adding the value to the target fuel injection amount is used as the fuel injection amount for obtaining the target EGR rate and the fuel injection amount for calculating the estimated air-fuel ratio
- the detected air-fuel ratio is smaller than the estimated air-fuel ratio. It is calculated as an appropriate value that should not be.
- the detected air-fuel ratio coincides with the air-fuel ratio of the air-fuel mixture (that is, the estimated air-fuel ratio) calculated using the target fuel injection amount and the detected intake air amount.
- the detected air-fuel ratio may coincide with the estimated air-fuel ratio by chance, but in many cases the detected air-fuel ratio does not match the estimated air-fuel ratio.
- the detected air-fuel ratio when the detected air-fuel ratio is smaller than the estimated air-fuel ratio (that is, when the detected air-fuel ratio is richer than the estimated air-fuel ratio), a positive value is obtained.
- a value correction value is calculated.
- the calculated correction value is added to the learned value KG in the map of FIG. 3 corresponding to the fuel injection amount Q and the engine speed N at that time.
- the learning value KG increases. Since the fuel injection amount obtained by adding the learned value KG to the target fuel injection amount TQ is used as the fuel injection amount for acquiring the target EGR rate, the fuel injection amount for acquiring the target EGR rate is increased. . Therefore, the target EGR rate acquired from the map of FIG. 2C is reduced, and as a result, the intake air amount is increased. Therefore, the detected air-fuel ratio increases.
- the fuel injection amount obtained by adding the learning value to the target fuel injection amount TQ is used as the fuel injection amount for calculating the estimated air-fuel ratio, and the learning value is obtained by adding the correction value. Therefore, the amount of fuel injection for calculating the estimated air-fuel ratio increases.
- the fuel injection amount for calculating the estimated air-fuel ratio also increases, so that the degree of increase in the estimated air-fuel ratio accompanying the increase in the detected intake air amount decreases or becomes zero (that is, Or the estimated air-fuel ratio does not change) or the estimated air-fuel ratio becomes small.
- the learning value is updated to increase the detected air-fuel ratio and decrease the estimated air-fuel ratio (or the estimated air-fuel ratio does not change, or Since the estimated air-fuel ratio increases only to a relatively small extent), the air-fuel ratio deviation decreases.
- the learning value is repeatedly updated (that is, the learned value continues to increase). For this reason, the air-fuel ratio deviation finally becomes zero.
- a negative correction value is calculated.
- the calculated correction value is added to the learned value KG in the map of FIG. 3 corresponding to the fuel injection amount Q and the engine speed N at that time.
- the correction value is a negative value
- the learning value KG becomes small. Since the fuel injection amount obtained by adding the learned value KG to the target fuel injection amount TQ is used as the fuel injection amount for acquiring the target EGR rate, the fuel injection amount for acquiring the target EGR rate becomes small. . Therefore, the target EGR rate acquired from the map of FIG. 2C increases, and as a result, the intake air amount decreases. Therefore, the detected air-fuel ratio becomes small.
- the fuel injection amount obtained by adding the learning value to the target fuel injection amount TQ is used as the fuel injection amount for calculating the estimated air-fuel ratio, and the learning value is obtained by adding the correction value. Therefore, the fuel injection amount for calculating the estimated air-fuel ratio becomes small.
- the fuel injection amount for calculating the estimated air-fuel ratio also becomes small, and therefore the degree of decrease in the estimated air-fuel ratio accompanying the decrease in the detected intake air amount becomes small or zero (that is, Or the estimated air-fuel ratio does not change) or the estimated air-fuel ratio increases.
- the learning value is updated to decrease the detected air-fuel ratio and increase the estimated air-fuel ratio (or the estimated air-fuel ratio does not change, or Therefore, the air-fuel ratio deviation is reduced.
- the learning value is repeatedly updated (that is, the learned value continues to decrease). For this reason, the air-fuel ratio deviation finally becomes zero.
- the control logic for updating the learning value when the air-fuel ratio deviation is not zero may be used even when the air-fuel ratio deviation is zero. That is, when the air-fuel ratio deviation is zero, zero is calculated as a correction value, and the calculated correction value corresponds to the fuel injection amount Q at that time and the engine speed N at that time, and the learning value of the map of FIG.
- a new learning value KG obtained by adding to KG may be stored in the map of FIG. 3 as a learning value corresponding to the fuel injection amount Q at that time and the engine speed N at that time.
- an air-fuel ratio deviation may occur due to a cause other than the deviation of the actual fuel injection amount with respect to the target fuel injection amount or the deviation of the actual intake air amount with respect to the detected intake air amount.
- the learning value becomes excessively large.
- the target fuel injection amount is excessively corrected by the learning value, and as a result, the target EGR rate is excessively corrected. This is not preferable.
- an appropriate value (a positive value, hereinafter referred to as “upper limit learning value”) and a learning value as the upper limit value of the learning value.
- An appropriate value (a negative value, hereinafter referred to as a “lower limit learned value”) is set as the lower limit value.
- the learning value corrected by the correction value is a positive value and the learning value is larger than the upper limit learning value
- the learning value is limited to the upper limit learning value.
- the learning value corrected by the correction value is a negative value
- the learning value is smaller than the lower limit learning value (that is, the learning value is a negative value and the lower limit learning value is also a negative value). Therefore, when the absolute value of the learning value is larger than the absolute value of the lower limit learning value), the learning value is limited to the lower limit learning value.
- the difference in the fuel injection amount (hereinafter referred to as the difference in the actual fuel injection amount with respect to the target fuel injection amount) among the “fuel injection amount deviation in which the actual fuel injection amount becomes larger than the target fuel injection amount”
- this fuel injection amount deviation is referred to as “maximum fuel injection amount increase deviation”
- the learning value that is updated according to the above-described procedure and finally obtained (that is, when the air-fuel ratio deviation becomes zero)
- the learning value) is obtained in advance according to the target fuel injection amount and the fuel pressure (that is, the pressure of the fuel supplied to the fuel injection valve). Then, as shown in FIG.
- these obtained learning values are expressed as “maximum learning value MaxF resulting from fuel injection amount deviation” in the form of a map of the function of the fuel injection amount Q and the fuel pressure Pf. It is stored in the electronic control unit 60. Note that the maximum learned value resulting from this fuel injection amount deviation is a positive value.
- the fuel injection amount deviation in which the actual fuel injection amount becomes smaller than the target fuel injection amount the fuel injection amount deviation in which the error of the actual fuel injection amount with respect to the target fuel injection amount becomes the largest (hereinafter, this fuel injection amount).
- this fuel injection amount the fuel injection amount deviation in which the error of the actual fuel injection amount with respect to the target fuel injection amount becomes the largest.
- a learning value that is updated according to the above-described procedure and finally obtained is obtained in advance according to the target fuel injection amount and the fuel pressure.
- these obtained learning values are set as “minimum learning value MinF resulting from fuel injection amount deviation” in the form of a map of the function of the fuel injection amount Q and the fuel pressure Pf. It is stored in the electronic control unit 60. Note that the minimum learning value resulting from this fuel injection amount deviation is a negative value.
- the detected intake with respect to the actual intake air amount in “the difference in intake air amount in which the detected intake air amount (that is, the intake air amount calculated based on the output value of the air flow meter) is larger than the actual intake air amount”.
- maximum intake air amount increase difference a difference in intake air amount that causes the largest error in the air amount.
- the obtained learning value is in the form of a map of a function of the intake air amount Ga as “the maximum learned value MaxA resulting from the difference in intake air amount” as the electronic control unit 60. Is remembered. Note that the maximum learned value resulting from this difference in intake air amount is a positive value.
- the intake air amount deviation in which the detected intake air amount becomes smaller than the actual intake air amount the intake air amount deviation in which the error of the detected intake air amount with respect to the actual intake air amount becomes the largest (hereinafter referred to as this intake air amount).
- the deviation is referred to as “maximum intake air amount reduction deviation”
- a learning value updated in accordance with the above-described procedure and finally obtained is obtained in advance according to the intake air amount.
- these obtained learning values are represented in the form of a map of the function of the intake air amount Ga as the “minimum learned value MinA resulting from the difference in intake air amount” as the electronic control unit 60. Is remembered. Note that the minimum learning value resulting from this difference in intake air amount is a negative value.
- the maximum learning value MaxF and the minimum learning value MinF resulting from the difference in fuel injection amount are respectively acquired from the maps of FIGS. 4 (C) and 4 (D) based on the intake air amount Ga at that time.
- the maximum learning value MaxA and the minimum learning value MinA resulting from the difference in intake air amount are acquired.
- the acquired maximum learning value MaxF resulting from the fuel injection amount deviation is compared with the acquired maximum learning value MaxA resulting from the intake air amount deviation, and the largest learning value having a larger value among these maximum learning values. Is set to the upper limit learning value at that time.
- the acquired minimum learning value MinF resulting from the difference in fuel injection amount is compared with the acquired minimum learning value MaxA resulting from the difference in intake air amount. That is, the minimum learning value is set as the lower limit learning value (that is, the minimum learning value is a negative value, and the absolute value of these minimum learning values is larger).
- one learning value is used as a “learning value added to the target fuel injection amount for calculating the fuel injection amount for obtaining the target EGR rate” and “for calculating the estimated air-fuel ratio” This is used as a “learned value subtracted from the target fuel injection amount” in order to calculate the fuel injection amount. That is, the “learning value used for calculating the fuel injection amount for obtaining the target EGR rate” and the “learning value used for calculating the fuel injection amount for calculating the estimated air-fuel ratio” are the same value. However, these learning values may be different values. In this case, the upper limit learning value and the lower limit learning value are set for each learning value in the same manner as in the first embodiment.
- routines for executing control of the fuel injection valve of the first embodiment will be described.
- An example of this routine is shown in FIG. Note that the routine of FIG. 5 is executed every time a predetermined time elapses.
- step 10 the accelerator pedal opening Dac is acquired.
- step 11 the target fuel injection amount TQ is acquired from the map of FIG. 2A based on the accelerator pedal opening degree Dac acquired at step 10.
- step 12 a fuel injection valve opening time TO for injecting fuel of the target fuel injection amount TQ acquired in step 11 from the fuel injection valve is calculated.
- step 13 a command value for opening the fuel injection valve for the fuel injection valve opening time TO calculated at step 12 is output to the fuel injection valve, and the routine ends.
- routines for executing control of the throttle valve according to the first embodiment will be described.
- An example of this routine is shown in FIG. Note that the routine of FIG. 6 is executed every time a predetermined time elapses.
- step 20 the fuel injection amount Q and the engine speed N are acquired.
- the fuel injection amount Q acquired in step 20 is the target fuel injection amount TQ acquired in step 11 of the routine of FIG.
- step 21 the target throttle valve opening TDth is acquired from the map of FIG. 2B based on the fuel injection amount Q and the engine speed N acquired at step 20.
- step 22 a command value for achieving the target throttle valve opening degree TD acquired at step 21 is output to the throttle valve, and the routine ends.
- routines for executing control of the EGR control valve of the first embodiment will be described.
- An example of this routine is shown in FIG. Note that the routine of FIG. 7 is executed every time a predetermined time elapses.
- step 30 the fuel injection amount Q and the engine speed N are acquired.
- the fuel injection amount Q acquired in step 30 is the target fuel injection amount TQ acquired in step 11 of the routine of FIG.
- step 31 a learning value KG corresponding to the fuel injection amount Q and the engine speed N acquired at step 30 is acquired from the learning value KG stored in the electronic control unit 60.
- step 32 the fuel injection amount Q acquired at step 30 is corrected by adding the learned value KG acquired at step 31 to the fuel injection amount Q acquired at step 30.
- step 33 the target EGR rate TRegr is acquired from the map of FIG. 2C based on the fuel injection amount Q corrected at step 32 and the engine speed N acquired at step 30.
- step 34 a command value for achieving the target EGR rate TRegr acquired at step 33 is output to the EGR control valve, and the routine is terminated.
- routines for updating the learning value according to the first embodiment will be described.
- An example of this routine is shown in FIG. Note that the routine of FIG. 8 is executed every time a predetermined time elapses.
- step 100 the fuel injection amount Q, the engine speed N, the intake air amount Ga, the detected air-fuel ratio A / F, and the fuel pressure Pf are acquired.
- the fuel injection amount Q acquired here is the target fuel injection amount TQ acquired in step 11 of the routine of FIG. 5, and the intake air amount Ga acquired here is the detected intake air amount.
- a learning value KG corresponding to the fuel injection amount Q and the engine speed N acquired at step 100 is acquired from the map of FIG. 3, and the fuel injection amount Q and the fuel pressure Pf acquired at step 100 are acquired.
- "Maximum learning value MaxF resulting from fuel injection amount deviation” and “Minimum learning value MinF resulting from fuel injection amount deviation” are respectively obtained from the maps of FIG. 4 (A) and FIG. 4 (B),
- the “maximum learning value MaxA resulting from the difference in intake air amount” and the “minimum learning value MinA resulting from the difference in intake air amount” corresponding to the intake air amount Ga acquired in step 100 are shown in FIGS. It is acquired from the map of (D).
- step 102 the larger maximum learned value of “maximum learned value MaxF resulting from fuel injection amount deviation” and “maximum learned value MaxA resulting from intake air quantity deviation” acquired in step 101 is calculated.
- the upper limit learning value Max is set, and the smaller one of “minimum learning value MinF caused by fuel injection amount deviation” and “minimum learning value MinA caused by intake air amount deviation” obtained in step 101 is calculated.
- the minimum learning value is set to the lower limit learning value Min.
- step 103 the fuel injection amount Q is corrected by adding the learned value KG acquired in step 101 to the fuel injection amount Q acquired in step 100.
- step 104 the estimated air-fuel ratio A / Fest is calculated based on the fuel injection amount Q corrected at step 103 and the intake air amount Ga acquired at step 100.
- step 105 the air-fuel ratio deviation ⁇ A / F is calculated by subtracting the detected air-fuel ratio A / F acquired at step 100 from the estimated air-fuel ratio A / Fest calculated at step 104.
- a correction value K is calculated based on the air-fuel ratio deviation ⁇ A / F calculated at step 105.
- the correction value K calculated when the air-fuel ratio deviation ⁇ A / F is a positive value is a positive value
- the correction value K calculated when the air-fuel ratio deviation ⁇ A / F is a negative value is The correction value K, which is a negative value and is calculated when the air-fuel ratio deviation ⁇ A / F is zero, is zero.
- step 107 the provisional learning value KGn is calculated by adding the correction value K calculated in step 106 to the learning value KG acquired in step 101.
- step 108 it is judged if the provisional learning value KGn calculated at step 107 is smaller than the lower limit learning value Min set at step 102 (KGn ⁇ Min). If it is determined that KGn ⁇ Min, the routine proceeds to step 109. On the other hand, when it is determined that KGn ⁇ Min, the routine proceeds to step 110.
- step 109 the learning value KG in the map of FIG. 3 corresponding to the fuel injection amount Q and the engine speed N acquired in step 100 is the lower limit learning.
- the learning value KG is updated by being replaced with the value Min, and the routine ends. That is, when the provisional learning value KGn is smaller than the lower limit learning value Min, the learning value KG is limited to the lower limit learning value Min.
- step 108 when it is determined in step 108 that KGn ⁇ Min and the routine proceeds to step 110, the provisional learning value KGn calculated in step 107 is larger than the upper limit learning value Max set in step 102 (KGn> Max). ) Is determined.
- the routine proceeds to step 111.
- the routine proceeds to step 112.
- step 110 When it is determined in step 110 that KGn> Max and the routine proceeds to step 111, the learning value KG in the map of FIG. 3 corresponding to the fuel injection amount Q and the engine speed N acquired in step 100 is the upper limit learning.
- the learning value KG is updated by being replaced with the value Max, and the routine ends. That is, when the provisional learning value KGn is larger than the upper limit learning value Max, the learning value KG is limited to the upper limit learning value Max.
- step 110 when it is determined in step 110 that KGn ⁇ Max and the routine proceeds to step 112, the learning value KG of the map of FIG. 3 corresponding to the fuel injection amount Q and the engine speed N acquired in step 100 is obtained.
- the learning value KG is updated, and the routine is terminated. That is, when the provisional learning value KGn is not less than the lower limit learning value Min and not more than the upper limit learning value Max, the provisional learning value KGn is directly used as the learning value KG.
- the configuration other than the setting of the upper limit learned value and the lower limit learned value is the same as the configuration of the first embodiment. Therefore, only the setting of the upper limit learning value and the lower limit learning value in the second embodiment will be described below.
- the learning value calculated by the same procedure as the procedure of the first embodiment is the fuel injection amount. It is obtained in advance according to the fuel pressure and the intake air amount, and these learning values are maximum in the form of a map of a function of the fuel injection amount Q, the fuel pressure Pf, and the intake air amount Ga as shown in FIG.
- the learning value Max is stored in the electronic control unit 60.
- the learning values calculated by the same procedure as the procedure of the first embodiment are the fuel injection amount, the fuel pressure, and the intake air. As shown in FIG. 9 (B), these learning values are obtained in advance according to the amount, and as the minimum learning value Min in the form of a map of the function of the fuel injection amount Q, the fuel pressure Pf, and the intake air amount Ga. It is stored in the electronic control unit 60.
- the maximum learned value Max and the map based on the fuel injection amount, fuel pressure, and intake air amount at that time are calculated from the maps of FIG. 9 (A) and FIG. 9 (B).
- the minimum learning value Min is acquired, and the maximum learning value Max and the minimum learning value Min are set as the upper limit learning value and the lower limit learning value, respectively.
- control of the fuel injection valve, the throttle valve, and the EGR control valve of the second embodiment is executed by, for example, the routines of FIGS. 5, 6, and 7, respectively.
- routines for updating the learning value according to the second embodiment will be described.
- An example of this routine is shown in FIG. Note that the routine of FIG. 10 is executed every time a predetermined time elapses.
- the fuel injection amount Q is the target fuel injection amount TQ acquired in step 11 of the routine of FIG. 5, and the intake air amount Ga acquired here is the detected intake air amount.
- a learning value KG corresponding to the fuel injection amount Q and the engine speed N acquired at step 200 is acquired from the map of FIG. 3, and the fuel injection amount Q and the fuel pressure Pf acquired at step 100 are acquired.
- the maximum learning value Max and the minimum learning value Min corresponding to the intake air amount Ga are acquired from the maps of FIGS. 9A and 9B, respectively.
- step 202 the maximum learning value Max and the minimum learning value Min acquired in step 201 are set to the upper limit learning value Max and the lower limit learning value Min, respectively.
- step 203 the fuel injection amount Q is corrected by adding the learned value KG acquired in step 201 to the fuel injection amount Q acquired in step 200.
- step 204 the estimated air-fuel ratio A / Fest is calculated based on the fuel injection amount Q corrected at step 203 and the intake air amount Ga acquired at step 200.
- step 205 the air-fuel ratio deviation ⁇ A / F is calculated by subtracting the detected air-fuel ratio A / F acquired at step 200 from the estimated air-fuel ratio A / Fest calculated at step 204.
- a correction value K is calculated based on the air-fuel ratio deviation ⁇ A / F calculated in step 205.
- the correction value K calculated when the air-fuel ratio deviation ⁇ A / F is a positive value is a positive value
- the correction coefficient K calculated when the air-fuel ratio deviation ⁇ A / F is a negative value is The correction value K, which is a negative value and is calculated when the air-fuel ratio deviation ⁇ A / F is zero, is zero.
- step 207 the provisional learning value KGn is calculated by adding the correction value K calculated in step 206 to the learning value KG acquired in step 201.
- step 208 it is judged if the provisional learning value KGn calculated at step 207 is smaller than the lower limit learning value Min set at step 202 (KGn ⁇ Min). If it is determined that KGn ⁇ Min, the routine proceeds to step 209. On the other hand, when it is determined that KGn ⁇ Min, the routine proceeds to step 210.
- step 208 When it is determined in step 208 that KGn ⁇ Min and the routine proceeds to step 209, the learning value KG in the map of FIG. 3 corresponding to the fuel injection amount Q and the engine speed N acquired in step 200 is the lower limit learning.
- the learning value KG is updated by being replaced with the value Min, and the routine ends. That is, when the provisional learning value KGn is smaller than the lower limit learning value Min, the learning value KG is limited to the lower limit learning value Min.
- step 208 when it is determined in step 208 that KGn ⁇ Min and the routine proceeds to step 210, the provisional learning value KGn calculated in step 207 is larger than the upper limit learning value Max set in step 202 (KGn> Max). ) Is determined.
- the routine proceeds to step 211.
- the routine proceeds to step 212.
- step 210 When it is determined in step 210 that KGn> Max and the routine proceeds to step 211, the learning value KG in the map of FIG. 3 corresponding to the fuel injection amount Q and the engine speed N acquired in step 200 is the upper limit learning.
- the learning value KG is updated by being replaced with the value Max, and the routine ends. That is, when the provisional learning value KGn is larger than the upper limit learning value Max, the learning value KG is limited to the upper limit learning value Max.
- step 210 when it is determined in step 210 that KGn ⁇ Max and the routine proceeds to step 212, the learning value KG of the map of FIG. 3 corresponding to the fuel injection amount Q and the engine speed N acquired in step 200 is obtained.
- the learning value KG is updated, and the routine is terminated. That is, when the provisional learning value KGn is not less than the lower limit learning value Min and not more than the upper limit learning value Max, the provisional learning value KGn is directly used as the learning value KG.
- the above-described embodiment is an embodiment when the present invention is applied to an internal combustion engine equipped with an EGR device.
- the present invention is also applicable to an internal combustion engine that does not include an EGR device. Therefore, an embodiment in which the present invention is applied to an internal combustion engine not equipped with an EGR device (hereinafter referred to as “third embodiment”) will be described.
- the internal combustion engine of the third embodiment is shown in FIG.
- the configuration of the internal combustion engine of the third embodiment is the same as the configuration of the internal combustion engine of the first embodiment except that the EGR device is not provided, and thus the description of the configuration of the internal combustion engine of the third embodiment is omitted. To do.
- the target fuel injection amount TQ is stored in the electronic control unit 60 in the form of a function map of the accelerator pedal opening degree Dac.
- the target fuel injection amount TQ is acquired from the map of FIG. 12A based on the accelerator pedal opening Dac.
- the fuel injection valve opening time required for injecting the fuel of the acquired target fuel injection amount TQ from the fuel injection valve is calculated based on the target fuel injection amount TQ.
- the valve opening time of the fuel injection valve is controlled in each intake stroke so that the fuel injection valve is opened for the calculated fuel injection valve opening time.
- the target fuel injection amount TQ increases as the accelerator pedal opening degree Dac increases.
- the target throttle valve opening degree TDth is stored in the electronic control unit 60 in the form of a map of a function of the fuel injection amount Q and the engine speed N.
- the target throttle valve opening TDth is acquired from the map of FIG. 12B based on the fuel injection amount Q and the engine speed N. Then, the opening of the throttle valve is controlled so that the throttle valve is opened by the acquired target throttle valve opening TDth.
- the target throttle valve opening TDth increases as the fuel injection amount Q increases, and the target throttle valve opening TDth increases as the engine speed N increases.
- the learning value KG is stored in the electronic control unit 60 in the form of a map of the function of the fuel injection amount Q and the engine speed N.
- a learning value KG corresponding to the fuel injection amount Q and the engine speed N is acquired from the map of FIG.
- the fuel injection amount obtained by adding the acquired learned value to the target fuel injection amount is the fuel injection amount for acquiring the target throttle valve opening (that is, the target throttle valve opening from the map in FIG. 12B). Used as a fuel injection amount for calculating the estimated air-fuel ratio.
- the learning value is updated and the correction value is calculated in the same procedure as that of the first embodiment.
- the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value
- the correction value When the fuel injection amount obtained by adding the learning value updated by the above to the target fuel injection amount is used as the fuel injection amount for obtaining the target throttle valve opening and the fuel injection amount for calculating the estimated air-fuel ratio, It is calculated as an appropriate value so that the fuel ratio does not become larger than the estimated air-fuel ratio.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value
- the correction value When the fuel injection amount obtained by adding the learning value updated by the above to the target fuel injection amount is used as the fuel injection amount for obtaining the target throttle valve opening and the fuel injection amount for calculating the estimated air-fuel ratio, It is calculated as an appropriate value so that the fuel ratio does not become smaller than the estimated air-fuel ratio.
- the learning value is updated and the correction value is calculated in the same procedure as in the first embodiment. Therefore, when the detected air-fuel ratio is smaller than the estimated air-fuel ratio (that is, the detected air-fuel ratio is When the air / fuel ratio is richer than the estimated air / fuel ratio), a positive correction value is calculated. The calculated correction value is added to the learning value KG in the map of FIG. 13 corresponding to the fuel injection amount Q and the engine speed N at that time.
- the correction value is a positive value
- the learning value KG increases. Since the fuel injection amount obtained by adding the learned value KG to the target fuel injection amount TQ is used as the fuel injection amount for acquiring the target throttle valve opening, the fuel injection for acquiring the target throttle valve opening is used. The amount increases. Therefore, the target throttle valve opening obtained from the map of FIG. 12B is increased, and as a result, the intake air amount is increased. Therefore, the detected air-fuel ratio increases.
- the fuel injection amount obtained by adding the learning value to the target fuel injection amount TQ is used as the fuel injection amount for calculating the estimated air-fuel ratio, and the correction value is added to the learning value. Therefore, the amount of fuel injection for calculating the estimated air-fuel ratio increases.
- the fuel injection amount for calculating the estimated air-fuel ratio also increases, so that the degree of increase in the estimated air-fuel ratio accompanying the increase in the detected intake air amount decreases or becomes zero (that is, Or the estimated air-fuel ratio does not change) or the estimated air-fuel ratio becomes small.
- the learning value is updated to increase the detected air-fuel ratio and decrease the estimated air-fuel ratio (or the estimated air-fuel ratio does not change, or Since the estimated air-fuel ratio increases only to a relatively small extent), the air-fuel ratio deviation decreases.
- the learning value is repeatedly updated (that is, the learned value continues to increase). For this reason, the air-fuel ratio deviation finally becomes zero.
- a negative correction value is calculated. Is done.
- the calculated correction value is added to the learning value KG in the map of FIG. 13 corresponding to the fuel injection amount Q and the engine speed N at that time.
- the correction value is a negative value
- the learning value KG becomes small. Since the fuel injection amount obtained by adding the learned value KG to the target fuel injection amount TQ is used as the fuel injection amount for acquiring the target throttle valve opening, the fuel injection for acquiring the target throttle valve opening is used. The amount becomes smaller. Accordingly, the target throttle valve opening obtained from the map of FIG. 12B is reduced, and as a result, the intake air amount is reduced. Therefore, the detected air-fuel ratio becomes small.
- the fuel injection amount obtained by adding the learning value to the target fuel injection amount TQ is used as the fuel injection amount for calculating the estimated air-fuel ratio, and the correction value is added to the learning value. Therefore, the fuel injection amount for calculating the estimated air-fuel ratio becomes small.
- the fuel injection amount for calculating the estimated air-fuel ratio also becomes small, and therefore the degree of decrease in the estimated air-fuel ratio accompanying the decrease in the detected intake air amount becomes small or zero (that is, Or the estimated air-fuel ratio does not change) or the estimated air-fuel ratio increases.
- the learning value is updated to decrease the detected air-fuel ratio and increase the estimated air-fuel ratio (or the estimated air-fuel ratio does not change, or Therefore, the air-fuel ratio deviation is reduced.
- the learning value is repeatedly updated (that is, the learned value continues to decrease). For this reason, the air-fuel ratio deviation finally becomes zero.
- the target fuel injection amount is excessively corrected by the learning value, and as a result, the target throttle valve opening is excessively corrected. This is not preferable.
- an appropriate value (a positive value, hereinafter referred to as “upper limit learning value”) as an upper limit value of the learning value is used.
- An appropriate value (a negative value, hereinafter referred to as “lower limit learned value”) is set as the lower limit value of the learned value.
- the learning value corrected by the correction value is a positive value and the learning value is larger than the upper limit learning value
- the learning value is limited to the upper limit learning value.
- the learning value corrected by the correction value is a negative value
- the learning value is smaller than the lower limit learning value (that is, the learning value is a negative value and the lower limit learning value is also a negative value). Therefore, when the absolute value of the learning value is larger than the absolute value of the lower limit learning value), the learning value is limited to the lower limit learning value.
- the setting of the upper limit learning value and the lower limit learning value of the third embodiment is performed according to the same procedure as that of the first embodiment.
- the “maximum learning value resulting from the difference in fuel injection amount” in the third embodiment is a learning value that is updated according to the third embodiment and finally obtained when the maximum fuel injection amount increase difference occurs. Yes, and stored in the electronic control unit 60 in the form of a map of a function of the fuel injection amount and the fuel pressure.
- the “minimum learning value resulting from the difference in fuel injection amount” in the third embodiment is a learning value that is updated according to the third embodiment and finally obtained when the maximum fuel injection amount decrease deviation occurs.
- the “maximum learning value resulting from the difference in intake air amount” in the third embodiment is a learning value that is updated according to the third embodiment and finally obtained when the maximum intake air amount increase difference occurs.
- the “minimum learning value resulting from the difference in intake air amount” in the third embodiment is a learning value that is updated according to the third embodiment and finally obtained when there is a maximum intake air amount decrease difference. Yes, and stored in the electronic control unit 60 in the form of a map of a function of the intake air amount.
- the setting of the upper limit learning value and the lower limit learning value of the third embodiment may be performed in the same procedure as that of the second embodiment.
- the “maximum learning value” is updated according to the third embodiment and finally obtained when the maximum fuel injection amount increase deviation occurs and the maximum intake air amount increase deviation occurs.
- This value is stored in the electronic control unit 60 in the form of a map of a function of the target fuel injection amount, the fuel pressure, and the intake air amount.
- the “minimum learning value” is a learning value that is updated according to the third embodiment and finally obtained when the maximum fuel injection amount decrease shift occurs and the maximum intake air amount decrease shift occurs.
- the electronic control unit 60 stores a map of a function of the target fuel injection amount, the fuel pressure, and the intake air amount.
- one learning value is used as a “learning value added to the target fuel injection amount to calculate the fuel injection amount for obtaining the target throttle valve opening” and “estimated air-fuel ratio calculation” Is used as a “learned value subtracted from the target fuel injection amount” in order to calculate the fuel injection amount for use. That is, the “learned value used for calculating the fuel injection amount for obtaining the target throttle valve opening” and the “learned value used for calculating the fuel injection amount for calculating the estimated air-fuel ratio” are the same value. However, these learning values may be different values. In this case, the upper limit learning value and the lower limit learning value are set for each learning value in the same manner as in the first embodiment.
- control of the fuel injection valve of 3rd Embodiment is performed by the routine of FIG. 5, for example.
- the routine of FIG. 5 is used for control of the fuel injection valve of the third embodiment, in step 11, the target fuel injection amount TQ is acquired from the map of FIG.
- FIG. 14 An example of this routine is shown in FIG.
- the routine in FIG. 14 is executed every time a predetermined time elapses.
- step 40 the fuel injection amount Q and the engine speed N are acquired.
- the fuel injection amount Q acquired in step 40 is the target fuel injection amount TQ acquired in step 11 of the routine of FIG.
- step 41 a learning value KG corresponding to the fuel injection amount Q and the engine speed N acquired at step 40 is acquired from the learning values KG stored in the electronic control unit 60.
- step 42 the fuel injection amount Q acquired in step 40 is corrected by adding the learned value KG acquired in step 41 to the fuel injection amount Q acquired in step 40.
- step 43 the target throttle valve opening TDth is acquired from the map of FIG. 2B based on the fuel injection amount Q corrected at step 42 and the engine speed N acquired at step 40.
- step 44 a command value for achieving the target throttle valve opening degree TDth acquired at step 43 is output to the throttle valve, and the routine ends.
- the update of the learning value of the third embodiment is executed by the routine of FIG. 8 or FIG. 10, for example.
- the learning value KG acquired in step 101 of FIG. 8 is the fuel injection amount Q and engine speed acquired in step 100.
- the learning value of the map of FIG. 13 corresponding to N, and the maximum learning value MaxF and the minimum learning value MinF resulting from the fuel injection amount deviation acquired in step 101 of FIG. 8 are each described above in the third embodiment.
- the learning value KG acquired in step 201 of FIG. 10 is the fuel injection amount Q and engine speed acquired in step 200. 13 corresponding to N
- the maximum learning value Max and the minimum learning value Min acquired in step 201 of FIG. 10 are the above-described maximum learning value and minimum learning value of the third embodiment, respectively. Value.
- the above-described embodiment is an embodiment in a case where the present invention is applied to an internal combustion engine not provided with a supercharger.
- the present invention is also applicable to an internal combustion engine equipped with a supercharger. Therefore, an embodiment in which the present invention is applied to an internal combustion engine equipped with a supercharger (hereinafter referred to as “fourth embodiment”) will be described.
- FIG. 15 shows the internal combustion engine of the fourth embodiment.
- the configuration of the internal combustion engine of the fourth embodiment is the same as the configuration of the internal combustion engine of the first embodiment except that the supercharger 35 is provided but the EGR device is not provided.
- the 15 includes a supercharger 35.
- the supercharger 35 includes a compressor 35A disposed in the intake pipe 32 upstream of the intercooler 34, and an exhaust turbine 35B disposed in the exhaust pipe 42 upstream of the catalytic converter 43.
- the exhaust turbine 35B includes an exhaust turbine main body 35C and a plurality of blade-like vanes 35D.
- the exhaust turbine 35B (strictly, the exhaust turbine main body 35C) is connected to the compressor 35A via a shaft (not shown).
- the rotation is transmitted to the compressor 35A via the shaft, whereby the compressor 35A is rotated.
- the rotation of the compressor 35A compresses the gas in the intake pipe 32 downstream of the compressor, and as a result, the pressure of the gas (hereinafter, this pressure is referred to as “supercharging pressure”) is increased.
- the vanes 35D are radially arranged at equiangular intervals around the rotation center axis R1 of the exhaust turbine body so as to surround the exhaust turbine body 35C.
- Each vane 35D is arranged so as to be rotatable around a corresponding axis indicated by reference numeral R2 in FIG.
- the direction in which each vane 35D extends (that is, the direction indicated by symbol E in FIG. 16) is referred to as an “extending direction”, and the rotation center axis R1 of the exhaust turbine body 35C and the rotation of the vane 35D.
- each vane 35D has its extending direction E and the corresponding reference line A. Is rotated so that the angles formed by the two are equal for all the vanes 35D.
- each vane 35D is rotated so that the angle formed by the extending direction E and the corresponding reference line A is small, that is, the flow area between the adjacent vanes 35D is small.
- exhaust pressure increases, and as a result, the flow rate of the exhaust gas supplied to the exhaust turbine body 35C increases.
- the supercharger 35 can variably control the supercharging pressure by controlling the operating state (specifically, the vane opening degree) of the vane 35D.
- the vane D is connected to the interface 65 of the electronic control device 60, and a control signal for controlling the operation of the vane D is given from the electronic control device 60 via the interface 65.
- the target fuel injection amount TQ is stored in the electronic control unit 60 in the form of a function map of the accelerator pedal opening degree Dac.
- the target fuel injection amount TQ is acquired from the map of FIG. 17A based on the accelerator pedal opening Dac.
- the fuel injection valve opening time required for injecting the fuel of the acquired target fuel injection amount TQ from the fuel injection valve is calculated based on the target fuel injection amount TQ.
- the valve opening time of the fuel injection valve is controlled in each intake stroke so that the fuel injection valve is opened for the calculated fuel injection valve opening time.
- the target fuel injection amount TQ increases as the accelerator pedal opening Dac increases.
- the target throttle valve opening TDth is stored in the electronic control unit 60 in the form of a map of a function of the fuel injection amount Q and the engine speed N.
- the target throttle valve opening TDth is acquired from the map of FIG. 17B based on the fuel injection amount Q and the engine speed N. Then, the opening of the throttle valve is controlled so that the throttle valve is opened by the acquired target throttle valve opening TDth.
- the target throttle valve opening TDth increases as the fuel injection amount Q increases, and the target throttle valve opening TDth increases as the engine speed increases.
- the target fuel injection amount TQ (that is, from the map of FIG. 17A) is used as the fuel injection amount used to obtain the target throttle valve opening TDth from the map of FIG.
- the acquired target fuel injection amount TQ is employed.
- an appropriate vane opening (that is, the opening of the vane) corresponding to the fuel injection amount and the engine speed is obtained in advance through experiments or the like.
- the obtained vane opening is stored in the electronic control unit 60 in the form of a function map of the fuel injection amount Q and the engine speed N as the target vane opening TDv as shown in FIG. .
- the target vane opening degree TDv is acquired from the map of FIG. 17C based on the fuel injection amount Q and the engine speed N. Then, the opening degree of the vane is controlled so that the vane is opened by the acquired target vane opening degree TDv.
- the target vane opening TDv decreases as the fuel injection amount Q increases, and the target vane opening TDv decreases as the engine speed N increases.
- the learning value KG is stored in the electronic control unit 60 in the form of a function map of the fuel injection amount Q and the engine speed N. Then, during engine operation, a learning value KG corresponding to the fuel injection amount Q and the engine speed N is acquired from the map of FIG. Then, the fuel injection amount obtained by adding the acquired learned value to the target fuel injection amount is the fuel injection amount for acquiring the target vane opening (that is, the target vane opening TDv from the map of FIG. 17C). Used as a fuel injection amount for calculating the estimated air-fuel ratio.
- the learning value is updated and the correction value is calculated in the same procedure as in the first embodiment.
- the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value
- the correction value The air-fuel ratio detected when the fuel injection amount obtained by adding the learning value updated by the above to the target fuel injection amount is used as the fuel injection amount for obtaining the target vane opening and the fuel injection amount for calculating the estimated air-fuel ratio Is calculated as an appropriate value that does not become larger than the estimated air-fuel ratio.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value
- the correction value The air-fuel ratio detected when the fuel injection amount obtained by adding the learning value updated by the above to the target fuel injection amount is used as the fuel injection amount for obtaining the target vane opening and the fuel injection amount for calculating the estimated air-fuel ratio Is calculated as an appropriate value that does not become smaller than the estimated air-fuel ratio.
- the learning value is updated and the correction value is calculated in the same procedure as in the first embodiment. Therefore, when the detected air-fuel ratio is smaller than the estimated air-fuel ratio (that is, the detected air-fuel ratio is When the air / fuel ratio is richer than the estimated air / fuel ratio), a positive correction value is calculated. Then, the calculated correction value is added to the learned value KG in the map of FIG. 18 corresponding to the fuel injection amount Q and the engine speed N at that time.
- the correction value is a positive value
- the learning value KG increases. Since the fuel injection amount obtained by adding the learned value KG to the target fuel injection amount TQ is used as the fuel injection amount for acquiring the target vane opening, the fuel injection amount for acquiring the target vane opening is growing. Therefore, the target vane opening degree acquired from the map of FIG. 17C is reduced, and as a result, the intake air amount is increased. Therefore, the detected air-fuel ratio increases.
- the fuel injection amount obtained by adding the learning value to the target fuel injection amount TQ is used as the fuel injection amount for calculating the estimated air-fuel ratio, and the learning value is obtained by adding the correction value. Therefore, the amount of fuel injection for calculating the estimated air-fuel ratio increases.
- the fuel injection amount for calculating the estimated air-fuel ratio also increases, so that the degree of increase in the estimated air-fuel ratio accompanying the increase in the detected intake air amount decreases or becomes zero (that is, Or the estimated air-fuel ratio does not change) or the estimated air-fuel ratio becomes small.
- the learning value is updated to increase the detected air-fuel ratio and decrease the estimated air-fuel ratio (or the estimated air-fuel ratio does not change, or Since the estimated air-fuel ratio increases only to a relatively small extent), the air-fuel ratio deviation decreases.
- the learning value is repeatedly updated (that is, the learned value continues to increase). For this reason, the air-fuel ratio deviation finally becomes zero.
- the detected air-fuel ratio is larger than the estimated air-fuel ratio (that is, when the detected air-fuel ratio is leaner than the estimated air-fuel ratio)
- a negative correction value is calculated. Is done.
- the calculated correction value is added to the learned value KG in the map of FIG. 18 corresponding to the fuel injection amount Q and the engine speed N at that time.
- the correction value is a negative value
- the learning value KG becomes small. Since the fuel injection amount obtained by adding the learned value KG to the target fuel injection amount TQ is used as the fuel injection amount for acquiring the target vane opening, the fuel injection amount for acquiring the target vane opening is Get smaller. Therefore, the target vane opening degree acquired from the map of FIG. 17C increases, and as a result, the intake air amount decreases. Therefore, the detected air-fuel ratio becomes small.
- the fuel injection amount obtained by adding the learning value to the target fuel injection amount TQ is used as the fuel injection amount for calculating the estimated air-fuel ratio, and the learning value is obtained by adding the correction value. Therefore, the fuel injection amount for calculating the estimated air-fuel ratio becomes small.
- the fuel injection amount for calculating the estimated air-fuel ratio also becomes small, and therefore the degree of decrease in the estimated air-fuel ratio accompanying the decrease in the detected intake air amount becomes small or zero (that is, Or the estimated air-fuel ratio does not change) or the estimated air-fuel ratio increases.
- the learning value is updated to decrease the detected air-fuel ratio and increase the estimated air-fuel ratio (or the estimated air-fuel ratio does not change, or Therefore, the air-fuel ratio deviation is reduced.
- the learning value is repeatedly updated (that is, the learned value continues to decrease). For this reason, the air-fuel ratio deviation finally becomes zero.
- the target fuel injection amount is excessively corrected by the learning value, and as a result, the target vane opening is excessively corrected. This is not desirable.
- the learning value corrected by the correction value is a positive value and the learning value is larger than the upper limit learning value, the learning value is limited to the upper limit learning value.
- the learning value corrected by the correction value is a negative value
- the learning value is smaller than the lower limit learning value (that is, the learning value is a negative value and the lower limit learning value is also a negative value). Therefore, when the absolute value of the learning value is larger than the absolute value of the lower limit learning value), the learning value is limited to the lower limit learning value.
- the setting of the upper limit learning value and the lower limit learning value of the fourth embodiment is performed according to the same procedure as that of the first embodiment.
- the “maximum learning value resulting from the difference in fuel injection amount” in the fourth embodiment is a learning value that is updated according to the fourth embodiment and finally obtained when there is a maximum fuel injection amount increase difference. Yes, and stored in the electronic control unit 60 in the form of a map of the function of the target fuel injection amount and the fuel pressure.
- the “minimum learning value due to the difference in fuel injection amount” in the fourth embodiment is a learning value that is updated according to the fourth embodiment and finally obtained when the maximum fuel injection amount decrease deviation occurs.
- the “maximum learning value resulting from the difference in intake air amount” in the fourth embodiment is a learning value that is updated according to the fourth embodiment and finally obtained when the maximum intake air amount increase difference occurs. Yes, and stored in the electronic control unit 60 in the form of a map of the function of the actual intake air amount. Further, the “minimum learning value caused by the intake air amount deviation” in the fourth embodiment is a learning value that is updated according to the fourth embodiment and finally obtained when the maximum intake air amount reduction deviation occurs. Yes, and stored in the electronic control unit 60 in the form of a map of the function of the actual intake air amount.
- the setting of the upper limit learning value and the lower limit learning value of the fourth embodiment may be performed by the same procedure as that of the second embodiment.
- the “maximum learning value” is updated according to the fourth embodiment and finally obtained when the maximum fuel injection amount increase shift occurs and the maximum intake air amount increase shift occurs.
- This value is stored in the electronic control unit 60 in the form of a map of a function of the target fuel injection amount, the fuel pressure, and the intake air amount.
- the “minimum learning value” is a learning value that is updated according to the fourth embodiment and is finally obtained when the maximum fuel injection amount decrease deviation occurs and the maximum intake air amount decrease deviation occurs.
- the electronic control unit 60 stores a map of a function of the target fuel injection amount, the fuel pressure, and the intake air amount.
- one learning value is used as the “learning value added to the target fuel injection amount to calculate the fuel injection amount for obtaining the target vane opening” and “for calculating the estimated air-fuel ratio” Is used as a “learned value to be subtracted from the target fuel injection amount”. That is, the “learning value used for calculating the fuel injection amount for obtaining the target vane opening” and the “learning value used for calculating the fuel injection amount for calculating the estimated air-fuel ratio” are the same value. However, these learning values may be different values. In this case, the upper limit learning value and the lower limit learning value are set for each learning value in the same manner as in the first embodiment.
- control of the fuel injection valve of 4th Embodiment is performed by the routine of FIG. 5, for example.
- the routine of FIG. 5 is used for control of the fuel injection valve of the fourth embodiment, in step 11, the target fuel injection amount TQ is acquired from the map of FIG.
- control of the throttle valve of the fourth embodiment is executed by, for example, the routine of FIG.
- the routine of FIG. 6 is used for the control of the throttle valve of the fourth embodiment
- the target throttle valve opening degree TDth is acquired from the map of FIG.
- step 50 the fuel injection amount Q and the engine speed N are acquired.
- the fuel injection amount Q acquired in step 50 is the target fuel injection amount TQ acquired in step 11 of the routine of FIG.
- step 51 a learning value KG corresponding to the fuel injection amount Q and the engine speed N acquired at step 50 is acquired from the learning value KG stored in the electronic control unit 60.
- step 52 the fuel injection amount Q acquired in step 50 is corrected by adding the learned value KG acquired in step 51 to the fuel injection amount Q acquired in step 50.
- step 53 the target vane opening degree TDv is acquired from the map of FIG. 2C based on the fuel injection amount Q corrected at step 52 and the engine speed N acquired at step 50.
- step 54 a command value for achieving the target vane opening degree TDv acquired at step 53 is output to the vane, and the routine ends.
- the update of the learning value of the fourth embodiment is executed by the routine of FIG. 8 or FIG. 10, for example.
- the learning value KG acquired in step 101 of FIG. 8 is the fuel injection amount Q and engine speed acquired in step 100.
- the learning value of the map of FIG. 18 corresponding to N, and the maximum learning value MaxF and the minimum learning value MinF resulting from the fuel injection amount deviation acquired in step 101 of FIG. The maximum learned value and the minimum learned value resulting from the difference in the fuel injection amount, and the maximum learned value MaxA and the minimum learned value MinA resulting from the difference in intake air amount acquired in step 101 of FIG.
- the learning value KG acquired at step 201 of FIG. 10 is the fuel injection amount Q and the engine speed acquired at step 200.
- the learning values of the map of FIG. 18 corresponding to N, and the maximum learning value Max and the minimum learning value Min acquired in step 201 of FIG. 10, respectively, are the above-described maximum learning value and minimum learning value of the fourth embodiment. Value.
- the above-described embodiment is an embodiment in which the present invention is applied to a control device that finally corrects the intake air amount based on a learning value.
- the present invention is also applicable to a control device configured to correct the fuel injection amount based on the learned value. Therefore, an embodiment in which the present invention is applied to such a control device (hereinafter referred to as “fifth embodiment”) will be described next.
- the internal combustion engine of 5th Embodiment is the internal combustion engine shown by FIG. 1 mentioned above, description of the structure is abbreviate
- the learning value KG is stored in the electronic control unit 60 in the form of a map of the function of the fuel injection amount Q and the engine speed N.
- the target fuel injection amount TQ is acquired from the map of FIG. 2A based on the accelerator pedal opening Dac during engine operation. Then, a learning value KG corresponding to the fuel injection amount Q (the target fuel injection amount TQ is used as the fuel injection amount Q) and the engine speed N is acquired from the map of FIG.
- the fuel injection amount obtained by subtracting the learned value KG from the acquired target fuel injection amount (hereinafter referred to as “initial target fuel injection amount”) TQ is the fuel injection valve opening time calculation.
- Target fuel injection amount that is, target fuel injection amount used to calculate the fuel injection valve opening time).
- the fuel injection valve opening time required to inject the fuel of the set target fuel injection amount for calculating the fuel injection valve opening time from the fuel injection valve is calculated based on the target fuel injection amount. .
- the valve opening time of the fuel injection valve is controlled in each intake stroke so that the fuel injection valve is opened for the calculated fuel injection valve opening time.
- the target EGR rate TRegr is acquired from the map of FIG. 2C based on the fuel injection amount Q and the engine speed N during engine operation. Then, the EGR control valve opening degree for achieving the acquired target EGR rate TRegr is calculated as the target EGR control valve opening degree TDegr according to a predetermined calculation rule. Then, the opening degree of the EGR control valve is controlled so that the EGR control valve is opened by the calculated target EGR control valve opening degree TDegr.
- the initial target fuel injection amount TQ (that is, the target fuel injection amount TQ acquired from the map of FIG. 2A) is used as the fuel injection amount for acquiring the target EGR rate.
- the initial target fuel injection amount TQ (that is, the target fuel injection amount TQ acquired from the map of FIG. 2A) is used as the fuel injection amount for calculating the estimated air-fuel ratio.
- the learning value is updated and the correction value is calculated in the same procedure as in the first embodiment.
- the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value
- the correction value When the fuel injection amount obtained by subtracting the learning value updated by the initial target fuel injection amount is used as the target fuel injection amount for calculating the fuel injection valve opening time, the detected air-fuel ratio is greater than the estimated air-fuel ratio. It is calculated as an appropriate value that does not increase.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value
- the correction value The detected air-fuel ratio is smaller than the estimated air-fuel ratio when the fuel injection amount obtained by subtracting the learning value updated by the target fuel injection amount from the target fuel injection amount is used as the target fuel injection amount for calculating the fuel valve opening time. It is calculated as an appropriate value that should not be.
- the air-fuel ratio deviation is reduced. Eventually, the air-fuel ratio deviation becomes zero.
- the reason will be described. Hereinafter, the reason will be described on the assumption that there is no change in the initial target fuel injection amount and the engine speed for easy understanding.
- the learning value is updated and the correction value is calculated in the same procedure as in the first embodiment. Therefore, when the detected air-fuel ratio is smaller than the estimated air-fuel ratio (that is, the detected air-fuel ratio is When the air / fuel ratio is richer than the estimated air / fuel ratio), a positive correction value is calculated. Then, the calculated correction value corresponds to the fuel injection amount Q at that time (the initial target fuel injection amount TQ is used as the fuel injection amount Q) and the engine speed N at that time to learn the map of FIG. It is added to the value KG. Here, since the correction value is a positive value, the learning value KG increases.
- the fuel injection valve opening time is calculated.
- the target fuel injection amount for use is reduced. As a result, the fuel injection amount is reduced. Therefore, the detected air-fuel ratio increases.
- the initial target fuel injection amount TQ is used as the fuel injection amount for calculating the estimated air-fuel ratio, and the initial target fuel injection amount TQ is not changed. Absent.
- the learning value is updated to increase the detected air-fuel ratio and the estimated air-fuel ratio does not change, so the air-fuel ratio deviation decreases.
- the learning value is repeatedly updated (that is, the learned value continues to increase). For this reason, the air-fuel ratio deviation finally becomes zero.
- the detected air-fuel ratio is larger than the estimated air-fuel ratio (that is, when the detected air-fuel ratio is leaner than the estimated air-fuel ratio)
- a negative correction value is calculated.
- the calculated correction value corresponds to the fuel injection amount Q at that time (the initial target fuel injection amount TQ is used as the fuel injection amount Q) and the engine speed N at that time to learn the map of FIG. It is added to the value KG.
- the correction value is a negative value
- the learning value KG becomes small.
- the fuel injection amount obtained by subtracting the correction value KG from the initial target fuel injection amount TQ is used as the target fuel injection amount for calculating the fuel injection valve opening time.
- the target fuel injection amount for time calculation increases. As a result, the fuel injection amount increases. Therefore, the detected air-fuel ratio becomes small.
- the initial target fuel injection amount TQ is used as the fuel injection amount for calculating the estimated air-fuel ratio, and the initial target fuel injection amount TQ is not changed. Absent.
- the learning value is updated to reduce the detected air-fuel ratio and the estimated air-fuel ratio does not change.
- the learning value is repeatedly updated (that is, the learned value continues to increase). For this reason, the air-fuel ratio deviation finally becomes zero.
- the initial target fuel injection amount is excessively corrected by the learning value, and as a result, for calculating the fuel injection valve opening time.
- this is not preferable.
- an appropriate value (a positive value)
- An appropriate value (a negative value, hereinafter referred to as “lower limit learned value”) is set as the lower limit value of the learned value.
- the learning value corrected by the correction value is a positive value and the learning value is larger than the upper limit learning value
- the learning value is limited to the upper limit learning value.
- the learning value corrected by the correction value is a negative value
- the learning value is smaller than the lower limit learning value (that is, the learning value is a negative value and the lower limit learning value is also a negative value). Therefore, when the absolute value of the learning value is larger than the absolute value of the lower limit learning value), the learning value is limited to the lower limit learning value.
- the setting of the upper limit learning value and the lower limit learning value of the fifth embodiment is performed according to the same procedure as that of the first embodiment.
- the “maximum learning value resulting from the difference in fuel injection amount” in the fifth embodiment is a learning value that is updated according to the fifth embodiment and finally obtained when the maximum fuel injection amount increase difference occurs. Yes, and stored in the electronic control unit 60 in the form of a map of a function of the initial target fuel injection amount and the fuel pressure.
- the “minimum learning value resulting from the difference in fuel injection amount” in the fifth embodiment is a learning value that is updated according to the fifth embodiment and finally obtained when the maximum fuel injection amount decrease deviation occurs.
- the “maximum learning value resulting from the difference in intake air amount” in the fifth embodiment is a learning value that is updated according to the fifth embodiment and finally obtained when the maximum intake air amount increase difference occurs.
- the “minimum learning value resulting from the difference in intake air amount” in the fifth embodiment is a learning value that is updated according to the fifth embodiment and is finally obtained when the maximum intake air amount decrease difference occurs. Yes, and stored in the electronic control unit 60 in the form of a map of a function of the intake air amount.
- the setting of the upper limit learning value and the lower limit learning value of the fifth embodiment may be performed by the same procedure as that of the second embodiment.
- the “maximum learning value” is updated according to the fifth embodiment and finally obtained when the maximum fuel injection amount increase deviation occurs and the maximum intake air amount increase deviation occurs.
- This value is stored in the electronic control unit 60 in the form of a map of a function of the initial target fuel injection amount, fuel pressure, and intake air amount.
- the “minimum learning value” is a learning value that is updated according to the fifth embodiment and finally obtained when the maximum fuel injection amount decrease deviation occurs and the maximum intake air amount decrease deviation occurs.
- the electronic control unit 60 stores the function map of the initial target fuel injection amount, the fuel pressure, and the intake air amount.
- routines for executing control of the fuel injection valve of the fifth embodiment will be described.
- An example of this routine is shown in FIG. Note that the routine of FIG. 21 is executed every time a predetermined time elapses.
- step 21 is started, first, at step 60, the accelerator pedal opening degree Dac and the engine speed N are acquired.
- step 61 the target fuel injection amount TQ is acquired from the map of FIG. 2 (A) based on the accelerator pedal opening degree Dac acquired at step 60.
- step 62 a learning value KG corresponding to the target fuel injection amount TQ acquired at step 61 and the engine speed N acquired at step 60 among the learning values KG stored in the electronic control unit 60 is obtained. To be acquired.
- step 63 the learning value KG acquired in step 62 is subtracted from the target fuel injection amount TQ acquired in step 61, whereby the target fuel injection amount TQ acquired in step 61 is corrected.
- a fuel injection valve opening time TO for injecting fuel of the target fuel injection amount TQ corrected at step 63 from the fuel injection valve is calculated.
- a command value for opening the fuel injection valve for the fuel injection amount opening time TO calculated at step 64 is output to the fuel injection valve, and the routine ends.
- control of the throttle valve of the fifth embodiment is executed by, for example, the routine of FIG.
- the fuel injection amount Q acquired in step 20 is the target fuel injection amount TQ acquired in step 61 of FIG. .
- routines for executing control of the EGR control valve of the fifth embodiment will be described.
- An example of this routine is shown in FIG. Note that the routine of FIG. 22 is executed every time a predetermined time elapses.
- step 70 the fuel injection amount Q and the engine speed N are acquired.
- the fuel injection amount Q acquired in step 70 is the target fuel injection amount TQ acquired in step 61 of FIG.
- step 71 the target EGR rate TRegr is acquired from the map of FIG. 2C based on the fuel injection amount Q and the engine speed N acquired at step 70.
- step 72 a command value for achieving the target EGR rate TRegr acquired at step 71 is output to the EGR control valve, and the routine is terminated.
- the update of the learning value of the fifth embodiment is executed by the routine of FIG. 8 or FIG. 10, for example.
- the learning value KG acquired in step 101 is the fuel injection amount Q and engine speed N acquired in step 100.
- the corresponding learned values in the map in FIG. 20 and the maximum learned value MaxF and the minimum learned value MinF resulting from the fuel injection amount deviation acquired in step 101 in FIG. 8 are the fuel injection described above in the fifth embodiment.
- the maximum learning value and the minimum learning value resulting from the amount deviation, and the maximum learning value MaxA and the minimum learning value MinA resulting from the intake air amount deviation acquired in step 101 of FIG. 8 are respectively described above in the fifth embodiment.
- the learning value KG acquired in step 201 of FIG. 10 is the fuel injection amount Q and engine speed acquired in step 200. 20 corresponding to N, and the maximum learning value Max and the minimum learning value Min acquired in step 201 of FIG. 10 are respectively the maximum learning value and the minimum learning value described in the fifth embodiment. Value.
- the fifth embodiment is an embodiment in the case where the present invention is applied to a control device that corrects only the target fuel injection amount for fuel injection valve opening time calculation based on the learned value.
- the present invention is also applicable to a control device that corrects not only the target fuel injection amount for calculating the fuel injector opening time but also the fuel injection amount for calculating the estimated air-fuel ratio based on the learning value. . Therefore, an embodiment in which the present invention is applied to such a control device (hereinafter referred to as “sixth embodiment”) will be described.
- the internal combustion engine of 6th Embodiment is the internal combustion engine shown by FIG. 1 mentioned above, description of the structure is abbreviate
- the learning value KG is stored in the electronic control unit 60 in the form of a map of the function of the fuel injection amount Q and the engine speed N.
- the target fuel injection amount TQ is acquired from the map of FIG. 2A based on the accelerator pedal opening Dac during engine operation. Then, a learning value KG corresponding to the fuel injection amount Q (the target fuel injection amount TQ is used as the fuel injection amount Q) and the engine speed N is acquired from the map of FIG.
- the fuel injection amount obtained by subtracting the learned value KG from the acquired target fuel injection amount (hereinafter referred to as “initial target fuel injection amount”) TQ is calculated as a fuel injection valve opening time. Is set to the target fuel injection amount. Then, the fuel injection valve opening time required to inject the fuel of the set target fuel injection amount for calculating the fuel injection valve opening time from the fuel injection valve is calculated based on the target fuel injection amount. .
- the valve opening time of the fuel injection valve is controlled in each intake stroke so that the fuel injection valve is opened for the calculated fuel injection valve opening time.
- control of the opening degree of the throttle valve and the control of the opening degree of the EGR control valve of the sixth embodiment are the same as those of the fifth embodiment, and thus description thereof is omitted.
- the learning value is added to the initial target fuel injection amount TQ (that is, the target fuel injection amount TQ acquired from the map of FIG. 2A) as the fuel injection amount for calculating the estimated air-fuel ratio.
- the fuel injection amount obtained in this way is used.
- the learning value is updated and the correction value is calculated in the same procedure as that of the first embodiment.
- the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value
- the correction value The fuel injection amount obtained by subtracting the learning value updated by the initial target fuel injection amount from the initial target fuel injection amount is used as the target fuel injection amount for calculating the fuel valve opening time, and the learning value updated by the correction value is initially set.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value
- the correction value The fuel injection amount obtained by subtracting the learning value updated by the initial target fuel injection amount from the initial target fuel injection amount is used as the target fuel injection amount for calculating the fuel valve opening time, and the learning value updated by the correction value is initially set.
- the fuel injection amount obtained by adding to the target fuel injection amount is used as the fuel injection amount for calculating the estimated air-fuel ratio, it is calculated as an appropriate value so that the detected air-fuel ratio does not become smaller than the estimated air-fuel ratio.
- the fuel injection amount obtained by subtracting the learning value updated as described above from the initial target fuel injection amount is used as the target fuel injection amount for calculating the fuel valve opening time, and the learning value is used as the initial target fuel.
- the fuel injection amount obtained by adding to the injection amount as the fuel injection amount for calculating the estimated air-fuel ratio the air-fuel ratio deviation becomes small, and finally the air-fuel ratio deviation becomes zero.
- the learning value is updated and the correction value is calculated in the same procedure as in the first embodiment. Therefore, when the detected air-fuel ratio is smaller than the estimated air-fuel ratio (that is, the detected air-fuel ratio is When the air / fuel ratio is richer than the estimated air / fuel ratio), a positive correction value is calculated. Then, the calculated correction value corresponds to the fuel injection amount Q at that time (the initial target fuel injection amount TQ is used as the fuel injection amount Q) and the engine speed N at that time to learn the map of FIG. It is added to the value KG. Here, since the correction value is a positive value, the learning value KG increases.
- the fuel injection valve opening time is calculated.
- the target fuel injection amount for use is reduced. As a result, the fuel injection amount is reduced. Therefore, the detected air-fuel ratio increases.
- a fuel injection amount obtained by adding the learned value KG to the initial target fuel injection amount TQ is used as the fuel injection amount for calculating the estimated air-fuel ratio, and the learned value KG is determined by the correction value. Since it is made larger, the estimated air-fuel ratio becomes smaller.
- the learning value is updated to increase the detected air-fuel ratio and decrease the estimated air-fuel ratio, so that the air-fuel ratio deviation decreases.
- the learning value is repeatedly updated (that is, the learned value continues to increase). For this reason, the air-fuel ratio deviation finally becomes zero.
- the detected air-fuel ratio is larger than the estimated air-fuel ratio (that is, when the detected air-fuel ratio is leaner than the estimated air-fuel ratio)
- a negative correction value is calculated.
- the calculated correction value corresponds to the fuel injection amount Q at that time (the initial target fuel injection amount TQ is used as the fuel injection amount Q) and the engine speed N at that time to learn the map of FIG. It is added to the value KG.
- the correction value is a negative value
- the learning value KG becomes small. Since the fuel injection amount obtained by subtracting the learning value KG from the initial target fuel injection amount TQ is used as the target fuel injection amount for calculating the fuel injection valve opening time, the fuel injection valve opening time is calculated. This increases the target fuel injection amount. As a result, the fuel injection amount increases. Therefore, the detected air-fuel ratio becomes small.
- a fuel injection amount obtained by adding the learned value KG to the initial target fuel injection amount TQ is used as the fuel injection amount for calculating the estimated air-fuel ratio, and the learned value KG is determined by the correction value. Since it is made smaller, the estimated air-fuel ratio becomes larger.
- the learned value is updated, so that the detected air-fuel ratio decreases and the estimated air-fuel ratio increases, so the air-fuel ratio deviation decreases.
- the learning value is repeatedly updated (that is, the learned value continues to increase). For this reason, the air-fuel ratio deviation finally becomes zero.
- the initial target fuel injection amount is excessively corrected by the learning value, and as a result, for calculating the fuel injection valve opening time.
- the target fuel injection amount and the fuel injection amount for calculating the estimated air-fuel ratio will be excessively corrected, but this is not preferable.
- the upper limit value of the learning value from the viewpoint of avoiding excessive correction of the target fuel injection amount for calculating the fuel injection valve opening time and excessive correction of the fuel injection amount for calculating the estimated air-fuel ratio.
- Appropriate value (a positive value, hereinafter this value is referred to as “upper limit learned value”) and an appropriate lower limit value for the learned value (negative value, hereinafter this value is referred to as “lower limit learned value”) Is set).
- the learning value corrected by the correction value is a positive value and the learning value is larger than the upper limit learning value, the learning value is limited to the upper limit learning value.
- the learning value corrected by the correction value is a negative value
- the learning value is smaller than the lower limit learning value (that is, the learning value is a negative value and the lower limit learning value is also a negative value). Therefore, when the absolute value of the learning value is larger than the absolute value of the lower limit learning value), the learning value is limited to the lower limit learning value.
- the setting of the upper limit learning value and the lower limit learning value of the sixth embodiment is performed according to the same procedure as that of the first embodiment.
- the “maximum learning value resulting from the difference in fuel injection amount” in the sixth embodiment is a learning value that is updated according to the sixth embodiment and finally obtained when the maximum fuel injection amount increase difference occurs. Yes, and stored in the electronic control unit 60 in the form of a map of a function of the initial target fuel injection amount and the fuel pressure.
- the “minimum learning value resulting from the difference in fuel injection amount” in the sixth embodiment is a learning value that is updated according to the sixth embodiment and finally obtained when the maximum fuel injection amount decrease deviation occurs.
- the “maximum learning value resulting from the difference in intake air amount” in the sixth embodiment is a learning value that is updated according to the sixth embodiment and finally obtained when the maximum intake air amount increase difference occurs.
- the “minimum learning value resulting from the difference in intake air amount” in the sixth embodiment is a learning value that is updated according to the sixth embodiment and finally obtained when there is a maximum intake air amount decrease difference. Yes, and stored in the electronic control unit 60 in the form of a map of a function of the intake air amount.
- the upper limit learning value and the lower limit learning value of the sixth embodiment may be set by the same procedure as that of the second embodiment.
- the “maximum learning value” is calculated within the range of the above-mentioned restriction peculiar to the sixth embodiment when the maximum fuel injection amount increase shift occurs and the maximum intake air amount increase shift occurs.
- the learning value is calculated while being updated by the correction value, and is stored in the electronic control unit 60 in the form of a map of a function of the initial target fuel injection amount, the fuel pressure, and the intake air amount.
- the “minimum learning value” is a correction value calculated within the range of the restriction specific to the sixth embodiment when the maximum fuel injection amount decrease shift occurs and the maximum intake air amount decrease shift occurs.
- the learning value is updated while being updated and is stored in the electronic control unit 60 in the form of a function map of the initial target fuel injection amount, the fuel pressure, and the intake air amount.
- one learning value is used as “a learning value subtracted from the initial target fuel injection amount to calculate the target fuel injection amount for calculating the fuel injection valve opening time” and “estimated”
- This is used as a “learning value to be added to the initial target fuel injection amount” in order to calculate the fuel injection amount for air-fuel ratio calculation. That is, “a learning value subtracted from the initial target fuel injection amount for calculating the target fuel injection amount for calculating the fuel injection valve opening time” and “an initial value for calculating the fuel injection amount for calculating the estimated air-fuel ratio”
- the “learned value added to the target fuel injection amount” is the same value. However, these learning values may be different values. In this case, the upper limit learning value and the lower limit learning value are set for each learning value in the same manner as in the first embodiment.
- control of the fuel injection valve of 6th Embodiment is performed by the routine of FIG. 21, for example.
- the routine of FIG. 21 is used for the control of the fuel injection valve of the sixth embodiment
- the learning value KG acquired in step 62 is a learning value that is updated according to the sixth embodiment and finally obtained. is there.
- control of the throttle valve of the sixth embodiment is executed by, for example, the routine of FIG.
- the fuel injection amount Q acquired in step 20 is the target fuel injection amount TQ acquired in step 61 of FIG. .
- control of the EGR control valve of the sixth embodiment is executed by, for example, the routine of FIG.
- the learning value update of the sixth embodiment is executed by, for example, the routine of FIG. 8 or FIG.
- the routine of FIG. 8 is used for updating the learning value of the sixth embodiment
- the learning value KG acquired in step 101 is the fuel injection amount Q and engine speed N acquired in step 100.
- the corresponding learned values in the map in FIG. 23, and the maximum learned value MaxF and the minimum learned value MinF resulting from the fuel injection amount deviation acquired in step 101 in FIG. 8 are the fuel injection described above in the sixth embodiment.
- the maximum learning value and the minimum learning value resulting from the amount deviation, and the maximum learning value MaxA and the minimum learning value MinA resulting from the intake air amount deviation obtained in step 101 of FIG. 8 are respectively described above in the sixth embodiment.
- the learning value KG acquired in step 201 is the fuel injection amount Q and engine speed N acquired in step 200.
- the corresponding learning values of the map in FIG. 23, and the maximum learning value Max and the minimum learning value Min acquired in step 201 in FIG. 10 are the above-described maximum learning value and minimum learning value of the sixth embodiment, respectively. .
- a learning value is newly calculated. That is, the learning value is updated to the latest learning value. Therefore, the latest learned value is added to the target fuel injection amount, or the latest learned value is subtracted from the target fuel injection amount. Further, the latest learning value is calculated immediately before the learning value is added to the target fuel injection amount or immediately before the learning value is subtracted from the target fuel injection amount (that is, immediately before the target fuel injection amount is corrected by the learning value).
- the optimum learning value at that time is added to the target fuel injection amount, or the optimum learning value at that time is subtracted from the target fuel injection amount. For this reason, since it is avoided that the target fuel injection amount is corrected inappropriately, the detected air-fuel ratio exactly matches the estimated air-fuel ratio.
- the intake air amount or the fuel injection amount is corrected as much as possible within the range in which the requirements required for the internal combustion engine are achieved. More appropriate upper limit learning value and lower limit learning value are set from the viewpoint of performing. That is, in general, it is preferable to correct the intake air amount or the fuel injection amount as much as possible as long as the requirements required for the internal combustion engine are achieved.
- the actual fuel injection amount when the actual fuel injection amount is assumed to be the largest when the actual fuel injection amount is shifted in the positive direction with respect to the target fuel injection amount, the actual fuel injection amount is
- the fuel injection amount deviation is assumed to be the largest when the target fuel injection amount is deviated in the negative direction
- the detected intake air amount is deviated in the positive direction with respect to the actual intake air amount.
- the intake air amount deviation is assumed to be the largest, and when the detected intake air amount is deviated in the negative direction with respect to the actual intake air amount, the intake air amount deviation is assumed to be the largest. Is constructed so as to achieve the requirements required for an internal combustion engine.
- the learning value (that is, the maximum learning value and the minimum learning value resulting from the fuel injection amount deviation) when the fuel injection amount deviation is the largest within the assumed range and the intake air amount deviation are the largest within the assumed range.
- the learning value when it is large (that is, the maximum learning value and the minimum learning value due to the intake air amount deviation) is compared, and the larger maximum learning value among the maximum learning values is set as the upper limit learning value and the minimum learning is performed. If the learning value is limited to the upper limit learning value and the lower limit learning value, the smaller minimum learning value of the values is set as the lower limit learning value, the intake air amount or A learning value for correcting the fuel injection amount to the maximum is obtained. Therefore, more appropriate upper limit learning value and lower limit learning value are set from the viewpoint of correcting the intake air amount or the fuel injection amount as much as possible within the range in which the requirements required for the internal combustion engine are achieved. It will be.
- the intake air amount or the fuel injection amount is corrected as much as possible within the range in which the requirements required for the internal combustion engine are achieved. More appropriate upper limit learning value and lower limit learning value are set from the viewpoint of performing. That is, in general, it is preferable to correct the intake air amount or the fuel injection amount as much as possible as long as the requirements required for the internal combustion engine are achieved. On the other hand, in various controls in the internal combustion engine, when the actual fuel injection amount deviates in the positive direction with respect to the target fuel injection amount, the fuel injection amount deviation amount becomes the largest and the detected intake air amount is the actual intake air amount.
- the internal combustion engine is required.
- the learning value when the fuel injection amount deviation is the largest within the assumed range and the intake air amount deviation is the largest within the assumed range is set as the upper limit learning value or the lower limit learning value.
- the learning value is limited to the lower limit learning value, a learning value for correcting the intake air amount or the fuel injection amount to the maximum while achieving the requirements required for the internal combustion engine can be obtained. Therefore, a more appropriate upper limit learning value or lower limit learning value is set from the viewpoint of correcting the intake air amount or the fuel injection amount as much as possible within the range in which the requirements required for the internal combustion engine are achieved. It will be.
- the concept of the above-described embodiment can be widely applied to an internal combustion engine in which fuel is supplied to the combustion chamber by means other than the fuel injection valve. Therefore, the present invention can be applied to an internal combustion engine having a means for supplying fuel to the combustion chamber.
- the concept of the above-described embodiment can be widely applied to an internal combustion engine that detects the amount of air supplied to the combustion chamber by means other than an air flow meter.
- the detected intake air amount can be said to be an estimated value of the amount of air supplied to the combustion chamber. Therefore, the present invention can be applied to an internal combustion engine having means for obtaining an estimated value of the amount of air supplied to the combustion chamber.
- the concept of the above-described embodiment can be widely applied to an internal combustion engine in which an actual air-fuel ratio is acquired by means other than the oxygen concentration sensor means. Therefore, the present invention can be applied to an internal combustion engine having a means for acquiring an actual air-fuel ratio.
- the concept of the above-described embodiment broadly indicates that the estimated value of the fuel injection amount other than the target fuel injection amount or the parameter corresponding to the target fuel injection amount is the target EGR rate, the target throttle valve opening, or the target vane opening.
- the present invention is also applicable to an internal combustion engine used for acquisition and calculation of an estimated air-fuel ratio.
- the target fuel injection amount can be said to be an estimated value of the amount of fuel supplied to the combustion chamber (that is, an estimated supply fuel amount). Therefore, the present invention is applicable to an internal combustion engine in which an estimated supply fuel amount or a parameter corresponding thereto is used for obtaining a target EGR rate, a target throttle valve opening or a target vane opening, and calculating an estimated air-fuel ratio. .
- the concept of the above-described embodiment can be widely applied to an internal combustion engine in which an estimated value of the intake air amount other than the detected intake air amount or a parameter corresponding to the detected intake air amount is used for calculating the estimated air-fuel ratio. It is. As described above, it can be said that the detected intake air amount is an estimated value of the amount of air supplied to the combustion chamber (that is, an estimated supply air amount). Therefore, the present invention is applicable to an internal combustion engine in which an estimated supply air amount or a parameter corresponding thereto is used for calculation of an estimated air-fuel ratio.
- the target fuel injection amount acquired from the map of FIG. 2A is corrected by the learning value, and based on the corrected target fuel injection amount and the engine speed.
- This is an embodiment when the present invention is applied when the target EGR rate is acquired from the map of FIG. 2C and the acquired target EGR rate is used as the target EGR rate for EGR rate control.
- the present invention acquires the target EGR rate from the map of FIG. 2C based on the target fuel injection amount and the engine speed acquired from the map of FIG. 2A, and this acquired target EGR.
- a control device that corrects the rate with the learning value and uses the corrected target EGR rate as the target EGR rate for EGR rate control (more specifically, for example, the target EGR rate acquired from the map)
- the target EGR rate is corrected by subtracting the learning value from the control value, and the corrected target EGR rate is used as a target EGR rate for controlling the EGR rate.
- the target fuel injection amount acquired from the map of FIG. 12A is corrected by the learned value, and based on the corrected target fuel injection amount and the engine speed, FIG. ),
- the target throttle valve opening is obtained from the map, and the obtained target throttle valve opening is used as the target throttle valve opening for throttle valve opening control. It is.
- the present invention acquires the target throttle valve opening from the map of FIG. 12B based on the target fuel injection amount and engine speed acquired from the map of FIG.
- a control device that corrects the target throttle valve opening with a learned value and uses the corrected target throttle valve opening as a target throttle valve opening for throttle valve opening control (more specifically, For example, the target throttle valve opening is corrected by adding a learned value to the target throttle valve opening acquired from the map, and the corrected target throttle valve opening is used as a target throttle valve for throttle valve opening control.
- the present invention is also applicable to a control device that is used as an opening degree.
- the target fuel injection amount acquired from the map of FIG. 17A is corrected by the learning value, and based on the corrected target fuel injection amount and the engine speed, FIG. ) Is acquired from the map, and the acquired target vane opening is used as the target vane opening for vane opening control.
- the present invention acquires the target vane opening degree from the map of FIG. 17C based on the target fuel injection amount and the engine speed acquired from the map of FIG.
- a control device that corrects the vane opening with a learned value and uses the corrected target vane opening as a target vane opening for vane opening control (more specifically, for example, obtained from a map)
- the target vane opening is corrected by subtracting the learned value from the corrected target vane opening, and the corrected target vane opening is used as the target vane opening for the vane opening control.
- the present invention is applied when the target EGR rate is acquired from the map of FIG. 2C based on the fuel injection amount and the engine speed. It is. However, the present invention can also be applied to a control device that obtains the target EGR rate based only on the fuel injection amount, and has three or more parameters including the fuel injection amount and the engine speed.
- the target EGR rate is applicable to a control device that acquires the target EGR rate based on one or a plurality of parameters other than the fuel injection amount and the engine speed.
- the present invention is also applicable to existing control devices.
- the third embodiment is an embodiment when the present invention is applied when the target throttle valve opening is acquired from the map of FIG. 12B based on the fuel injection amount and the engine speed.
- the present invention can also be applied to a control device that obtains the target throttle valve opening based only on the fuel injection amount, and includes three or more including the fuel injection amount and the engine speed.
- the present invention can also be applied to a control device that acquires a target throttle valve opening based on parameters, and a target throttle valve opening based on one or more parameters other than the fuel injection amount and the engine speed.
- the present invention can also be applied to a control device that obtains the above.
- the present invention is applied to a control device that acquires the target vane opening degree from the map of FIG. 17C based on the fuel injection amount and the engine speed. It is a form. However, the present invention can also be applied to a control device that acquires the target vane opening degree based only on the fuel injection amount, and more than three parameters including the fuel injection amount and the engine speed. It is also applicable to a control device adapted to acquire the target vane opening based on the engine speed, and acquires the target vane opening based on one or more parameters other than the fuel injection amount and the engine speed. The present invention can also be applied to a control device configured as described above.
- only the target fuel injection amount is corrected by the learning value in order to obtain the fuel injection amount for obtaining the target value (that is, the target EGR rate, the target throttle valve opening, or the target vane opening).
- the present invention can also be applied to a control device that corrects only the engine speed based on the learning value in order to obtain the engine speed for obtaining the target value.
- the present invention can also be applied to a control device that corrects both the target fuel injection amount and the engine speed by the learning value in order to obtain the fuel injection amount and the engine speed.
- the above-described embodiment is applied to a control device that uses the fuel injection amount and the engine speed for obtaining the target value (that is, the target EGR rate, the target throttle valve opening, or the target vane opening). It is an embodiment when the invention is applied.
- the present invention can also be applied to a control device that uses three or more parameters including the fuel injection amount and the engine speed for obtaining the target value, and the fuel injection amount and the engine speed.
- One or a plurality of parameters other than the above can also be applied to a control device adapted to use for obtaining a target value.
- at least one parameter is corrected by the learning value, and the corrected parameter is used for obtaining the target value.
- the EGR rate is corrected based on the air-fuel ratio deviation. Therefore, in other words, in these embodiments, it can be said that the EGR gas amount is corrected based on the air-fuel ratio deviation.
- the embodiment using the routine of FIG. 8 is configured to acquire the maximum learning value and the minimum learning value caused by the fuel injection amount deviation according to the fuel injection amount and the fuel pressure. It is an embodiment when the present invention is applied to a control device. However, the present invention can also be applied to a control device that acquires the maximum learning value and the minimum learning value according to only the fuel injection amount.
- the EGR rate is corrected by the learning value. Since the intake air amount changes when the EGR rate is corrected, it can be understood that the intake air amount is corrected by the learning value after all.
- the estimated air-fuel ratio is calculated based on the detected intake air amount at a specific time and the target fuel injection amount at a specific time.
- the air-fuel mixture of the detected intake air amount and the target fuel injection amount fuel at a specific time burns, and the combustion gas is discharged from the combustion chamber as exhaust gas, and the exhaust gas reaches the oxygen concentration sensor. It takes a certain amount of time to complete. Therefore, in the above-described embodiment, the air-fuel ratio deviation may be calculated by subtracting the detected air-fuel ratio from the estimated air-fuel ratio subjected to the primary smoothing process.
- the “maximum learning value caused by the fuel injection amount deviation” and the “minimum learning value caused by the fuel injection amount deviation” may be obtained by a technique other than the technique of the above-described embodiment.
- this technique for example, “a difference in fuel injection amount in which the actual fuel injection amount deviates from the target fuel injection amount (that is, the actual fuel injection amount is larger than the target fuel injection amount in this fuel injection amount deviation).
- the fuel injection amount deviation that is obtained also includes a fuel injection amount deviation that causes the actual fuel injection amount to be smaller than the target fuel injection amount).
- a value suitable as the “maximum learning value due to fuel injection amount deviation” and a value suitable as the “minimum learning value due to fuel injection amount deviation” are obtained. There may be mentioned methods of obtaining the values as “maximum learning value due to fuel injection amount deviation” and “minimum learning value due to fuel injection amount deviation”, respectively.
- the “maximum learning value due to the intake air amount deviation” and the “minimum learning value due to the intake air amount deviation” may be obtained by a method other than the method of the above-described embodiment.
- the detected intake air amount is deviated from the actual intake air amount (that is, the detected intake air amount is larger than the actual intake air amount.
- This also includes a sufficiently large number of learning values calculated when there is a difference in intake air amount that includes a difference in intake air amount in which the detected intake air amount is less than the actual intake air amount).
- a value suitable as a ⁇ maximum learning value due to a difference in intake air amount '' and a value suitable as a ⁇ minimum learning value due to a difference in intake air amount '' Examples of the method include obtaining the maximum learned value due to the intake air amount deviation and the minimum learned value due to the intake air amount deviation.
- the “maximum fuel injection amount increase deviation” and the “maximum fuel injection amount decrease deviation” intersect the drawing of the fuel injection valve related to the fuel injection amount (so-called so-called). (Nominal error) may be used. That is, in the case where the actual fuel injection amount becomes the largest amount than the target fuel injection amount within the crossing range of the fuel injection valve, the learning value finally obtained is “maximum learning due to fuel injection amount deviation”. When the actual fuel injection amount becomes the smallest than the target fuel injection amount within the crossing range of the fuel injection valve, the final learned value is set to “fuel injection amount deviation”. You may make it set to "the minimum learning value resulting from”.
- the “maximum intake air amount increase deviation” and the “maximum intake air amount decrease deviation” are crossed in the drawing of the air flow meter regarding the detected intake air amount ( You may make it utilize what is called a nominal error. That is, in the case where the detected intake air amount becomes the largest amount than the actual intake air amount within the range of the airflow meter crossing, the learning value finally obtained is “the maximum learning value due to the intake air amount deviation”. In the case where the detected intake air amount becomes the smallest than the actual intake air amount within the range of the airflow meter drawing, the learning value finally obtained is “because of the difference in intake air amount”. The minimum learning value may be set.
- the “maximum fuel injection amount increase deviation” and the “maximum fuel injection amount decrease deviation” intersect the drawing of the fuel injection valve related to the fuel injection amount (so-called As the “maximum intake air amount increase deviation” and the “maximum intake air amount decrease deviation”, a cross of the air flow meter drawings regarding the detected intake air amount (so-called nominal error) may be used. That is, the actual fuel injection amount becomes the largest in the range of the fuel injection valve crossing the drawing, and the detected intake air amount is larger than the actual intake air amount in the crossing of the air flow meter drawing.
- the learning value finally obtained is set to the “maximum learning value”, and the actual fuel injection amount is the smallest than the target fuel injection amount within the crossing range of the fuel injectors.
- the learning value finally obtained is set to the “minimum learning value”. It may be.
- the present invention also provides a fuel injection amount obtained by adding a learning value to a target fuel injection amount, a fuel injection amount for acquiring a target EGR rate, a fuel injection amount for acquiring a target throttle valve opening, and an estimated air-fuel ratio.
- the present invention can also be applied to a control device that is used as a fuel injection amount for calculation. That is, the idea of the third embodiment may be combined with the idea of the first embodiment or the second embodiment.
- the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value, and the control of the internal combustion engine using the learning value updated by the correction value is performed.
- the detected air-fuel ratio is calculated as an appropriate value so that it does not become larger than the estimated air-fuel ratio.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value, and is detected when the internal combustion engine is controlled using the learning value updated by the correction value. It is calculated as an appropriate value so that the fuel ratio does not become smaller than the estimated air-fuel ratio.
- the “maximum learned value due to fuel injection amount deviation” and the “maximum learned value due to intake air amount deviation” are used to set the upper limit learned value as in the first embodiment. If this is the case, the “maximum learning value resulting from the difference in fuel injection amount” indicates that the “update of the learning value” and “control of the internal combustion engine using the learning value” when the maximum fuel injection amount increase difference has occurred. Is the learning value that is finally obtained when the above is repeated, and the ⁇ maximum learning value resulting from the difference in intake air amount '' is finally obtained in the same manner when the maximum intake air amount increase difference occurs. Learning value.
- the “learned minimum learning value” is finally obtained when “learning value update” and “control of the internal combustion engine using the learning value” are repeated in the case where the maximum fuel injection amount decrease deviation occurs.
- the “learned minimum value due to a difference in intake air amount” is a learning value that is finally obtained in the same manner when the maximum intake air amount decrease difference occurs.
- the maximum learning value and the minimum learning value are set to the upper limit learning value and the lower limit learning value, respectively, as in the second embodiment, the maximum learning value has a maximum fuel injection amount increase shift and the maximum This is the learning value that is finally obtained when the “update of learning value” and “control of the internal combustion engine using the learning value” are repeated when there is a deviation in the increase in intake air amount.
- the value is a learning value that is finally obtained in the same manner when the maximum fuel injection amount decrease shift occurs and the maximum fuel injection amount decrease shift occurs.
- the present invention calculates the fuel injection amount obtained by adding the learning value to the target fuel injection amount, the fuel injection amount for acquiring the target EGR rate, the fuel injection amount for acquiring the target vane opening, and the estimated air-fuel ratio calculation.
- the present invention can also be applied to a control device designed to be used as a fuel injection amount for use. That is, the idea of the fourth embodiment may be combined with the idea of the first embodiment or the second embodiment.
- the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value, and the control of the internal combustion engine using the learning value updated by the correction value is performed.
- the detected air-fuel ratio is calculated as an appropriate value so that it does not become larger than the estimated air-fuel ratio.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value, and is detected when the internal combustion engine is controlled using the learning value updated by the correction value. It is calculated as an appropriate value so that the fuel ratio does not become smaller than the estimated air-fuel ratio.
- the “maximum learned value due to fuel injection amount deviation” and the “maximum learned value due to intake air amount deviation” are used to set the upper limit learned value as in the first embodiment. If this is the case, the “maximum learning value resulting from the difference in fuel injection amount” indicates that the “update of the learning value” and “control of the internal combustion engine using the learning value” when the maximum fuel injection amount increase difference has occurred. Is the learning value that is finally obtained when the above is repeated, and the ⁇ maximum learning value resulting from the difference in intake air amount '' is finally obtained in the same manner when the maximum intake air amount increase difference occurs. Learning value.
- the “learned minimum learning value” is finally obtained when “learning value update” and “control of the internal combustion engine using the learning value” are repeated in the case where the maximum fuel injection amount decrease deviation occurs.
- the “learned minimum value due to a difference in intake air amount” is a learning value that is finally obtained in the same manner when the maximum intake air amount decrease difference occurs.
- the maximum learning value and the minimum learning value are set to the upper limit learning value and the lower limit learning value, respectively, as in the second embodiment, the maximum learning value has a maximum fuel injection amount increase shift and the maximum This is the learning value that is finally obtained when the “update of learning value” and “control of the internal combustion engine using the learning value” are repeated when there is a deviation in the increase in intake air amount.
- the value is a learning value that is finally obtained in the same manner when the maximum fuel injection amount decrease shift occurs and the maximum fuel injection amount decrease shift occurs.
- the present invention uses the fuel injection amount obtained by adding the learning value to the target fuel injection amount as the fuel injection amount for obtaining the target EGR rate and the fuel injection amount for calculating the estimated air-fuel ratio, and from the target fuel injection amount.
- the present invention can also be applied to a control device that uses a fuel injection amount obtained by subtracting a learning value as a target fuel injection amount for calculating a fuel injection valve opening time. That is, the idea of 5th Embodiment or 6th Embodiment may be combined with the idea of 1st Embodiment or 2nd Embodiment. In this case, the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value, and the control of the internal combustion engine using the learning value updated by the correction value is performed.
- the detected air-fuel ratio is calculated as an appropriate value so that it does not become larger than the estimated air-fuel ratio.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value, and is detected when the internal combustion engine is controlled using the learning value updated by the correction value. It is calculated as an appropriate value so that the fuel ratio does not become smaller than the estimated air-fuel ratio.
- the “maximum learned value due to fuel injection amount deviation” and the “maximum learned value due to intake air amount deviation” are used to set the upper limit learned value as in the first embodiment. If this is the case, the “maximum learning value resulting from the difference in fuel injection amount” indicates that the “update of the learning value” and “control of the internal combustion engine using the learning value” when the maximum fuel injection amount increase difference has occurred. Is the learning value that is finally obtained when the above is repeated, and the ⁇ maximum learning value resulting from the difference in intake air amount '' is finally obtained in the same manner when the maximum intake air amount increase difference occurs. Learning value.
- the “learned minimum learning value” is finally obtained when “learning value update” and “control of the internal combustion engine using the learning value” are repeated in the case where the maximum fuel injection amount decrease deviation occurs.
- the “learned minimum value due to a difference in intake air amount” is a learning value that is finally obtained in the same manner when the maximum intake air amount decrease difference occurs.
- the maximum learning value and the minimum learning value are set to the upper limit learning value and the lower limit learning value, respectively, as in the second embodiment, the maximum learning value has a maximum fuel injection amount increase shift and the maximum This is the learning value that is finally obtained when the “update of learning value” and “control of the internal combustion engine using the learning value” are repeated when there is a deviation in the increase in intake air amount.
- the value is a learning value that is finally obtained in the same manner when the maximum fuel injection amount decrease shift occurs and the maximum fuel injection amount decrease shift occurs.
- the present invention also provides a fuel injection amount obtained by adding a learning value to a target fuel injection amount, a fuel injection amount for acquiring a target EGR rate, a fuel injection amount for acquiring a target throttle valve opening, and a target vane opening acquisition.
- the present invention can also be applied to a control device that is used as a fuel injection amount for fuel use and a fuel injection amount for calculating an estimated air-fuel ratio. That is, the idea of the third embodiment and the idea of the fourth embodiment may be combined with the idea of the first embodiment or the second embodiment. In this case, the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value, and the control of the internal combustion engine using the learning value updated by the correction value is performed.
- the detected air-fuel ratio is calculated as an appropriate value so that it does not become larger than the estimated air-fuel ratio.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value, and is detected when the internal combustion engine is controlled using the learning value updated by the correction value. It is calculated as an appropriate value so that the fuel ratio does not become smaller than the estimated air-fuel ratio.
- the “maximum learned value due to fuel injection amount deviation” and the “maximum learned value due to intake air amount deviation” are used to set the upper limit learned value as in the first embodiment. If this is the case, the “maximum learning value resulting from the difference in fuel injection amount” indicates that the “update of the learning value” and “control of the internal combustion engine using the learning value” when the maximum fuel injection amount increase difference has occurred. Is the learning value that is finally obtained when the above is repeated, and the ⁇ maximum learning value resulting from the difference in intake air amount '' is finally obtained in the same manner when the maximum intake air amount increase difference occurs. Learning value.
- the “learned minimum learning value” is finally obtained when “learning value update” and “control of the internal combustion engine using the learning value” are repeated in the case where the maximum fuel injection amount decrease deviation occurs.
- the “learned minimum value due to a difference in intake air amount” is a learning value that is finally obtained in the same manner when the maximum intake air amount decrease difference occurs.
- the maximum learning value and the minimum learning value are set to the upper limit learning value and the lower limit learning value, respectively, as in the second embodiment, the maximum learning value has a maximum fuel injection amount increase shift and the maximum This is the learning value that is finally obtained when the “update of learning value” and “control of the internal combustion engine using the learning value” are repeated when there is a deviation in the increase in intake air amount.
- the value is a learning value that is finally obtained in the same manner when the maximum fuel injection amount decrease shift occurs and the maximum fuel injection amount decrease shift occurs.
- the present invention also provides a fuel injection amount obtained by adding a learning value to a target fuel injection amount, a fuel injection amount for acquiring a target EGR rate, a fuel injection amount for acquiring a target throttle valve opening, and an estimated air-fuel ratio. Also for a control device that is used as a fuel injection amount for calculation and a fuel injection amount obtained by subtracting a learning value from the target fuel injection amount as a target fuel injection amount for calculating a fuel injection valve opening time Applicable. That is, the idea of the third embodiment and the idea of the fifth embodiment or the sixth embodiment may be combined with the idea of the first embodiment or the second embodiment.
- the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value, and the control of the internal combustion engine using the learning value updated by the correction value is performed.
- the detected air-fuel ratio is calculated as an appropriate value so that it does not become larger than the estimated air-fuel ratio.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value, and is detected when the internal combustion engine is controlled using the learning value updated by the correction value. It is calculated as an appropriate value so that the fuel ratio does not become smaller than the estimated air-fuel ratio.
- the “maximum learned value due to fuel injection amount deviation” and the “maximum learned value due to intake air amount deviation” are used to set the upper limit learned value as in the first embodiment. If this is the case, the “maximum learning value resulting from the difference in fuel injection amount” indicates that the “update of the learning value” and “control of the internal combustion engine using the learning value” when the maximum fuel injection amount increase difference has occurred. Is the learning value that is finally obtained when the above is repeated, and the ⁇ maximum learning value resulting from the difference in intake air amount '' is finally obtained in the same manner when the maximum intake air amount increase difference occurs. Learning value.
- the “learned minimum learning value” is finally obtained when “learning value update” and “control of the internal combustion engine using the learning value” are repeated in the case where the maximum fuel injection amount decrease deviation occurs.
- the “learned minimum value due to a difference in intake air amount” is a learning value that is finally obtained in the same manner when the maximum intake air amount decrease difference occurs.
- the maximum learning value and the minimum learning value are set to the upper limit learning value and the lower limit learning value, respectively, as in the second embodiment, the maximum learning value has a maximum fuel injection amount increase shift and the maximum This is the learning value that is finally obtained when the “update of learning value” and “control of the internal combustion engine using the learning value” are repeated when there is a deviation in the increase in intake air amount.
- the value is a learning value that is finally obtained in the same manner when the maximum fuel injection amount decrease shift occurs and the maximum fuel injection amount decrease shift occurs.
- the present invention calculates the fuel injection amount obtained by adding the learning value to the target fuel injection amount, the fuel injection amount for acquiring the target EGR rate, the fuel injection amount for acquiring the target vane opening, and the estimated air-fuel ratio calculation.
- the fuel injection amount obtained by subtracting the learning value from the target fuel injection amount and the target fuel injection amount for calculating the fuel injection valve opening time can also be applied. That is, the idea of the fourth embodiment and the idea of the fifth embodiment or the sixth embodiment may be combined with the idea of the first embodiment or the second embodiment. In this case, the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value, and the control of the internal combustion engine using the learning value updated by the correction value is performed.
- the detected air-fuel ratio is calculated as an appropriate value so that it does not become larger than the estimated air-fuel ratio.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value, and is detected when the internal combustion engine is controlled using the learning value updated by the correction value. It is calculated as an appropriate value so that the fuel ratio does not become smaller than the estimated air-fuel ratio.
- the “maximum learned value due to fuel injection amount deviation” and the “maximum learned value due to intake air amount deviation” are used to set the upper limit learned value as in the first embodiment. If this is the case, the “maximum learning value resulting from the difference in fuel injection amount” indicates that the “update of the learning value” and “control of the internal combustion engine using the learning value” when the maximum fuel injection amount increase difference has occurred. Is the learning value that is finally obtained when the above is repeated, and the ⁇ maximum learning value resulting from the difference in intake air amount '' is finally obtained in the same manner when the maximum intake air amount increase difference occurs. Learning value.
- the “learned minimum learning value” is finally obtained when “learning value update” and “control of the internal combustion engine using the learning value” are repeated in the case where the maximum fuel injection amount decrease deviation occurs.
- the “learned minimum value due to a difference in intake air amount” is a learning value that is finally obtained in the same manner when the maximum intake air amount decrease difference occurs.
- the maximum learning value and the minimum learning value are set to the upper limit learning value and the lower limit learning value, respectively, as in the second embodiment, the maximum learning value has a maximum fuel injection amount increase shift and the maximum This is the learning value that is finally obtained when the “update of learning value” and “control of the internal combustion engine using the learning value” are repeated when there is a deviation in the increase in intake air amount.
- the value is a learning value that is finally obtained in the same manner when the maximum fuel injection amount decrease shift occurs and the maximum fuel injection amount decrease shift occurs.
- the present invention also provides a fuel injection amount obtained by adding a learning value to a target fuel injection amount, a fuel injection amount for acquiring a target EGR rate, a fuel injection amount for acquiring a target throttle valve opening, and a target vane opening acquisition.
- the fuel injection amount for use in calculating the estimated air-fuel ratio and the fuel injection amount obtained by subtracting the learning value from the target fuel injection amount are used as the target fuel injection amount for calculating the fuel valve opening time.
- the present invention can also be applied to a control device that is adapted to be used. That is, the idea of the third embodiment, the idea of the fourth embodiment, and the idea of the fifth embodiment or the sixth embodiment may be combined with the idea of the first embodiment or the second embodiment.
- the correction value calculated when the air-fuel ratio deviation is larger than zero is a positive value, and the control of the internal combustion engine using the learning value updated by the correction value is performed.
- the detected air-fuel ratio is calculated as an appropriate value so that it does not become larger than the estimated air-fuel ratio.
- the correction value calculated when the air-fuel ratio deviation is smaller than zero is a negative value, and is detected when the internal combustion engine is controlled using the learning value updated by the correction value. It is calculated as an appropriate value so that the fuel ratio does not become smaller than the estimated air-fuel ratio.
- the “maximum learned value due to fuel injection amount deviation” and the “maximum learned value due to intake air amount deviation” are used to set the upper limit learned value as in the first embodiment. If this is the case, the “maximum learning value resulting from the difference in fuel injection amount” indicates that the “update of the learning value” and “control of the internal combustion engine using the learning value” when the maximum fuel injection amount increase difference has occurred. Is the learning value that is finally obtained when the above is repeated, and the ⁇ maximum learning value resulting from the difference in intake air amount '' is finally obtained in the same manner when the maximum intake air amount increase difference occurs. Learning value.
- the “learned minimum learning value” is finally obtained when “learning value update” and “control of the internal combustion engine using the learning value” are repeated in the case where the maximum fuel injection amount decrease deviation occurs.
- the “learned minimum value due to a difference in intake air amount” is a learning value that is finally obtained in the same manner when the maximum intake air amount decrease difference occurs.
- the maximum learning value and the minimum learning value are set to the upper limit learning value and the lower limit learning value, respectively, as in the second embodiment, the maximum learning value has a maximum fuel injection amount increase shift and the maximum This is the learning value that is finally obtained when the “update of learning value” and “control of the internal combustion engine using the learning value” are repeated when there is a deviation in the increase in intake air amount.
- the value is a learning value that is finally obtained in the same manner when the maximum fuel injection amount decrease shift occurs and the maximum fuel injection amount decrease shift occurs.
- the embodiment can be said to be an embodiment when the present invention is applied to a control device that uses the learning value itself as a correction value for correcting the target fuel injection amount.
- the present invention can also be applied to a control device that uses a value calculated based on a learning value instead of the learning value itself as a correction value for correcting the target fuel injection amount.
- the same correction value and “the learned value corresponding to the fuel injection amount and the engine speed at that time” are the target fuel injection. Rather than being added to the amount or subtracted from the target fuel injection amount, the internal combustion engine is not controlled, but “the same correction value” is added to “the learned value corresponding to the fuel injection amount and the engine speed at that time”. Thus, the learning value is updated, and the updated learning value is added to the target fuel injection amount or subtracted from the target fuel injection amount to control the internal combustion engine.
- “obtaining a learning value to be added to the target fuel injection amount” or “obtaining a learning value to be subtracted from the target fuel injection amount” is “correction value for correcting the target fuel injection amount.
- the learning value is updated (that is, calculated) immediately before the correction value for correcting the target fuel injection amount is set, and the updated learning value is determined. It can also be said that a correction value for correcting the target fuel injection amount is set by using.
- control device derived from the above-described embodiment broadly includes a fuel supply unit (for example, a fuel injection valve) and an air supply unit (for example, an intake passage), and supplies fuel.
- a control device for an internal combustion engine that controls an air-fuel ratio of an air-fuel mixture by controlling an amount and a supply air amount, and corrects a supply fuel amount correction value or a supply air amount that is a correction value for correcting the supply fuel amount
- a learning value used to set a supply air amount correction value that is a correction value (in the above-described embodiment, the learning value itself is used as a supply fuel amount correction value or a supply air amount correction value) is a target air-fuel ratio.
- the calculated value is calculated as a value that reduces the deviation of the air-fuel ratio.
- Profit The fuel supply amount correction value or the supply air amount correction value is set, and the learning value is calculated immediately before the supply fuel amount correction value or the supply air amount correction value is set. It can be said that this is a control device in which the supply fuel amount correction value or the supply air amount correction value is set using the learning value.
- “obtaining a learning value to be added to the target fuel injection amount” or “obtaining a learning value to be subtracted from the target fuel injection amount” is “correction value for correcting the target fuel injection amount”.
- the learning value is updated (that is, calculated) triggered by the decision to execute the setting of the correction value for correcting the target fuel injection amount. It can be said that the correction value is set for correcting the target fuel injection amount according to the above determination after the learning value is updated.
- the above-described embodiment is an embodiment in the case where the present invention is applied to a control device configured to update a learning value and use a learning value in a series of flows.
- the present invention can also be applied to a control device configured to update the learning value and use the learning value in different flows.
- the learning value is updated (that is, calculated) every time when a predetermined time interval is opened, and the learning value is used every time when a predetermined time interval is opened.
- the execution timing for using the learned value and the execution timing for updating the learning value are set so that the time between the updating timing and the updating timing of the learning value becomes shorter. That is, “obtaining a learning value to be added to the target fuel injection amount” or “obtaining a learning value to be subtracted from the target fuel injection amount” is “correction value for correcting the target fuel injection amount.
- the learning value is updated (i.e., calculated) every time a predetermined time interval is opened, and a correction value for correcting the target fuel injection amount is set. More than the time between the execution timing of the correction value setting and the execution timing of the update of the learning value immediately after the execution timing, is to be executed at each timing with a predetermined time interval.
- the correction value setting execution timing and learning value update are executed so that the time between the correction value setting execution timing and the learning value update execution timing immediately before the execution timing becomes shorter. It is preferred that the timing is set.
- control device derived from the above-described embodiment can be broadly understood by adding the estimated value of the supplied fuel amount to the estimated supplied fuel amount (in the above-described embodiment, the learning value is added to the target fuel injection amount).
- Means for obtaining the fuel injection amount obtained as a result means for obtaining the estimated value of the supply air amount as the estimated supply air amount (the detected intake air amount in the above-described embodiment), the estimated supply fuel amount and the estimated supply Means for calculating the air-fuel ratio of the air-fuel mixture as an estimated air-fuel ratio based on the air amount, means for obtaining the actual air-fuel ratio of the air-fuel mixture as an actual air-fuel ratio (the detected air-fuel ratio in the above-described embodiment), and estimation Means for calculating a correction value for correcting the supply air amount so that an air-fuel ratio deviation that is a deviation of the actual air-fuel ratio with respect to the air-fuel ratio becomes small, and a learning value of the correction value is calculated and stored by integrating the correction values.
- the learned value when the air-fuel ratio deviation becomes zero when the maximum fuel injection amount increase deviation occurs is the maximum lean direction learning caused by the supply fuel quantity deviation.
- the learning value when the air-fuel ratio deviation becomes zero in the above-described embodiment is the maximum rich direction learning caused by the supply fuel quantity deviation.
- the range in which the supply air amount deviation is larger than the actual supply air amount and the supply air amount deviation is assumed under the situation where the estimated supply fuel amount matches the actual supply fuel amount
- the learned value when the air-fuel ratio deviation becomes zero when the maximum intake air amount increase deviation occurs is the maximum lean direction learning caused by the supply air quantity deviation.
- the maximum learned value due to the difference in intake air amount The range in which the supply air amount deviation is smaller than the actual supply air amount and the supply air amount deviation is assumed under the situation where the estimated supply fuel amount matches the actual supply fuel amount.
- the learning value when the air-fuel ratio deviation becomes zero in the above-described embodiment is the maximum rich direction learning caused by the supply air quantity deviation.
- the minimum learning value resulting from the difference in intake air amount The larger maximum lean direction learning value between the maximum lean direction learning value caused by the supply fuel amount deviation and the maximum lean direction learning value caused by the supply air amount deviation is an upper limit lean direction learning value (in the above-described embodiment).
- the larger maximum rich direction learning value of the maximum rich direction learning value caused by the supply fuel amount deviation and the maximum rich direction learning value caused by the supply air amount deviation is the upper limit rich direction learning value (in the above-described embodiment).
- Lower learning value When the learning value is a value that increases the supply air amount (when the learning value is a positive value in the above-described embodiment), the learning value is the same when the learning value is larger than the upper limit lean direction learning value. Limited to the upper lean learning value, When the learning value is a value that decreases the supply air amount (in the above-described embodiment, when the learning value is a negative value), if the learning value is larger than the upper limit rich direction learning value, the learning value is the same. It can be said that the upper limit lean direction learning value is limited.
- this control device The actual supply air amount is larger than the estimated supply fuel amount, and the estimated supply air amount is the actual supply air amount when the deviation in fuel supply amount is the largest within the assumed range.
- the supply air amount deviation is larger and the supply air amount deviation is the largest within the assumed range (in the above-described embodiment, the maximum fuel injection amount increase deviation occurs and the maximum intake air amount increase occurs.
- the learning value when the air-fuel ratio deviation becomes zero in the case where a deviation occurs) is set to the upper limit lean direction learning value (upper limit learning value in the above-described embodiment),
- the actual supply fuel amount is smaller than the estimated supply fuel amount, and the supply fuel amount deviation is the largest within the assumed range, and the estimated supply air amount is larger than the actual supply air amount.
- the learning value when the air-fuel ratio deviation becomes zero is set to the upper limit rich direction learning value (in the above-described embodiment, the lower limit learning value),
- the learning value is a value that increases the supply air amount (when the learning value is a positive value in the above-described embodiment)
- the learning value is the same when the learning value is larger than the upper limit lean direction learning value.
- the learning value calculated by the learning means is a value that decreases the supply air amount (in the above-described embodiment, when the learning value is a negative value)
- the learning value is more than the upper limit rich direction learning value. It can be said that the learning value is limited to the upper limit rich direction learning value when the value is larger.
Abstract
Description
空燃比偏差がないときには前記学習値のみによって供給空気量が補正され、空燃比偏差があるときには前記学習値と前記補正値とによって供給空気量が補正される、内燃機関の制御装置であると言える。
推定供給空気量が実際の供給空気量に一致している状況下で実際の供給燃料量が推定供給燃料量よりも多い供給燃料量ずれが生じており且つ該供給燃料量ずれが想定される範囲内で最も大きい場合(上述した実施形態では、最大燃料噴射量増量ずれが生じている場合)において空燃比偏差が零になったときの前記学習値が供給燃料量ずれに起因する最大リーン方向学習値(上述した実施形態では、燃料噴射量ずれに起因する最大学習値)として求められ、
推定供給空気量が実際の供給空気量に一致している状況下で実際の供給燃料量が推定供給燃料量よりも少ない供給燃料量ずれが生じており且つ該供給燃料量ずれが想定される範囲内で最も大きい場合(上述した実施形態では、最大燃料噴射量減量ずれが生じている場合)において空燃比偏差が零になったときの前記学習値が供給燃料量ずれに起因する最大リッチ方向学習値(上述した実施形態では、燃料噴射量ずれに起因する最小学習値)として求められ、
推定供給燃料量が実際の供給燃料量に一致している状況下で推定供給空気量が実際の供給空気量よりも多い供給空気量ずれが生じており且つ該供給空気量ずれが想定される範囲内で最も大きい場合(上述した実施形態では、最大吸入空気量増量ずれが生じている場合)において空燃比偏差が零になったときの前記学習値が供給空気量ずれに起因する最大リーン方向学習値(上述した実施形態では、吸入空気量ずれに起因する最大学習値)として求められ、
推定供給燃料量が実際の供給燃料量に一致している状況下で推定供給空気量が実際の供給空気量よりも少ない供給空気量ずれが生じており且つ該供給空気量ずれが想定される範囲内で最も大きい場合(上述した実施形態では、最大吸入空気量減量ずれが生じている場合)において空燃比偏差が零になったときの前記学習値が供給空気量ずれに起因する最大リッチ方向学習値(上述した実施形態では、吸入空気量ずれに起因する最小学習値)として求められ、
前記供給燃料量ずれに起因する最大リーン方向学習値と前記供給空気量ずれに起因する最大リーン方向学習値とのうち大きい方の最大リーン方向学習値が上限リーン方向学習値(上述した実施形態では、上限学習値)に設定され、
前記供給燃料量ずれに起因する最大リッチ方向学習値と前記供給空気量ずれに起因する最大リッチ方向学習値とのうち大きい方の最大リッチ方向学習値が上限リッチ方向学習値(上述した実施形態では、下限学習値)に設定され、
学習値が供給空気量を増大させる値であるとき(上述した実施形態では、学習値が正の値であるとき)に同学習値が前記上限リーン方向学習値よりも大きいときには同学習値が同上限リーン方向学習値に制限され、
学習値が供給空気量を減少させる値であるとき(上述した実施形態では、学習値が負の値であるとき)に同学習値が前記上限リッチ方向学習値よりも大きいときには同学習値が同上限リーン方向学習値に制限されるものと言える。
実際の供給燃料量が推定供給燃料量よりも多い供給燃料量ずれが生じており且つ該燃料供給量ずれが想定される範囲内で最も大きい場合であって推定供給空気量が実際の供給空気量よりも多い供給空気量ずれが生じており且つ該供給空気量ずれが想定される範囲内で最も大きい場合(上述した実施形態では、最大燃料噴射量増量ずれが生じており且つ最大吸入空気量増量ずれが生じている場合)において空燃比偏差が零になったときの前記学習値が上限リーン方向学習値(上述した実施形態では、上限学習値)に設定され、
実際の供給燃料量が推定供給燃料量よりも少ない供給燃料量ずれが生じており且つ該供給燃料ずれが想定される範囲内で最も大きい場合であって推定供給空気量が実際の供給空気量よりも少ない供給空気量ずれが生じており且つ該供給空気量ずれが想定される範囲内で最も大きい場合(上述した実施形態では、最大燃料噴射量減量ずれが生じており且つ最大吸入空気量減量ずれが生じている場合)において空燃比偏差が零になったときの前記学習値が上限リッチ方向学習値(上述した実施形態では、下限学習値)に設定され、
学習値が供給空気量を増大させる値であるとき(上述した実施形態では、学習値が正の値であるとき)に同学習値が前記上限リーン方向学習値よりも大きいときには同学習値が同上限リーン方向学習値に制限され、
前記学習手段によって算出された学習値が供給空気量を減少させる値であるとき(上述した実施形態では、学習値が負の値であるとき)に同学習値が前記上限リッチ方向学習値よりも大きいときには同学習値が同上限リッチ方向学習値に制限されるものとも言える。
Claims (17)
- 燃焼室に燃料を供給する燃料供給手段と、燃焼室に空気を供給する空気供給手段と、を具備し、燃焼室に供給される燃料の量である供給燃料量と、燃焼室に供給される空気の量である供給空気量とを制御することによって燃焼室に形成される空気と燃料との混合気の空燃比を制御する内燃機関の制御装置であって、供給燃料量を補正する補正値である供給燃料量補正値または供給空気量を補正する補正値である供給空気量補正値を設定するために利用される学習値が目標空燃比に対する実際の空燃比のずれに基づいて該空燃比のずれが小さくなるような値として算出され、該学習値を利用して供給燃料量補正値または供給空気量補正値が設定される制御装置において、
供給燃料量補正値または供給空気量補正値の設定の直前に前記学習値が算出され、該算出された学習値を利用して供給燃料量補正値または供給空気量補正値が設定される内燃機関の制御装置。 - 前記学習値を利用して供給燃料量補正値が設定される場合、供給燃料量補正値の設定を実行する決定がなされたことを契機として前記学習値の算出が実行され、該学習値の算出の完了後に前記決定に従って供給燃料量補正値の設定が実行され、前記学習値を利用して供給空気量補正値が設定される場合、供給空気量補正値の設定を実行する決定がなされたことを契機として前記学習値の算出が実行され、該学習値の算出の完了後に前記決定に従って供給空気量補正値の設定が実行される請求項1に記載の内燃機関の制御装置。
- 予め定められた時間間隔を開けたタイミング毎に前記学習値の算出が実行され、
前記学習値を利用して供給燃料量補正値が設定される場合、予め定められた時間間隔を開けたタイミング毎に供給燃料量補正値の設定が実行されるようになっており、供給燃料量補正値の設定の実行タイミングと同実行タイミングの直後の学習値の算出の実行タイミングとの間の時間よりも、供給燃料量補正値の設定の実行タイミングと同実行タイミングの直前の学習値の算出の実行タイミングとの間の時間の方が短くなるように、前記供給燃料量補正値の設定の実行タイミングと前記学習値の算出の実行タイミングとが設定されており、
前記学習値を利用して供給空気量補正値が設定される場合、予め定められた時間間隔を開けたタイミング毎に供給空気量補正値の設定が実行されるようになっており、供給空気量補正値の設定の実行タイミングと同実行タイミングの直後の学習値の算出の実行タイミングとの間の時間よりも、供給空気量補正値の設定の実行タイミングと同事項タイミングの直前の学習値の算出の実行タイミングとの間の時間の方が短くなるように、前記供給空気量補正値の設定の実行タイミングと前記学習値の算出の実行タイミングとが設定されている請求項1に記載の内燃機関の制御装置。 - 前記学習値に関する上限値または下限値が設定され、算出された学習値が前記上限値よりも大きいときには同学習値が前記上限値とされ或いは算出された学習値が前記下限値よりも小さいときには同学習値が前記下限値とされ、供給燃料量の推定値である推定供給燃料量に対する実際の供給燃料量のずれ量である供給燃料量ずれ量が予め定められた供給燃料量ずれ量であるときに算出されると推定される学習値が前記上限値または下限値として設定される請求項1~3のいずれか1つに記載の内燃機関の制御装置。
- 前記予め定められた供給燃料量ずれ量が供給燃料量と前記燃料供給手段から燃料が供給されるときの燃料の圧力との少なくとも一方に基づいて決定される請求項4に記載の内燃機関の制御装置。
- 前記予め定められた供給燃料量ずれ量が想定される供給燃料量ずれ量の最大値または最小値である請求項4または5に記載の内燃機関の制御装置。
- 前記学習値に関する上限値または下限値が設定され、算出された学習値が前記上限値よりも大きいときには同学習値が前記上限値とされ或いは算出された学習値が前記下限値よりも小さいときには同学習値が前記下限値とされ、実際の供給空気量に対する供給空気量の推定値である推定供給空気量のずれ量である供給空気量ずれ量が予め定められた供給空気量ずれ量であるときに算出されると推定される学習値が前記上限値または下限値として設定される請求項1~3のいずれか1つに記載の内燃機関の制御装置。
- 前記予め定められた供給空気量ずれ量が供給空気量に基づいて決定される請求項7に記載の内燃機関の制御装置。
- 前記予め定められた供給空気量ずれ量が想定される供給空気量ずれ量の最大値または最小値である請求項7または8に記載の内燃機関の制御装置。
- 前記供給燃料量補正値が供給燃料量の推定値である推定供給燃料量に対する実際の供給燃料量のずれを小さくするための補正値である請求項1~9のいずれか1つに記載の内燃機関の制御装置。
- 前記供給空気量補正値が実際の供給空気量に対する供給空気量の推定値である推定供給空気量のずれを小さくするための補正値である請求項1~10のいずれか1つに記載の内燃機関の制御装置。
- 燃焼室に供給される燃料の量である供給燃料量の推定値を推定供給燃料量として取得する推定供給燃料量取得手段と、燃焼室に供給される空気の量である供給空気量の推定値を推定供給空気量として取得する推定供給空気量取得手段と、推定供給燃料量と推定供給空気量とに基づいて燃焼室に形成される混合気の空燃比を推定空燃比として算出する推定空燃比算出手段と、燃焼室に形成される混合気の実際の空燃比を実空燃比として取得する実空燃比取得手段と、推定空燃比に対する実空燃比の偏差である空燃比偏差が小さくなるように供給空気量を補正する補正値を算出する補正値算出手段と、該補正値算出手段によって算出される補正値を積算することによって該補正値の学習値を算出して記憶する学習手段と、を具備し、空燃比偏差がないときには前記学習値のみによって供給空気量が補正され、空燃比偏差があるときには前記学習値と前記補正値とによって供給空気量が補正される内燃機関の制御装置において、
推定供給空気量が実際の供給空気量に一致している状況下で実際の供給燃料量が推定供給燃料量よりも多い供給燃料量ずれが生じており且つ該供給燃料量ずれが想定される範囲内で最も大きい場合において空燃比偏差が零になったときの前記学習値が供給燃料量ずれに起因する最大リーン方向学習値として求められ、
推定供給空気量が実際の供給空気量に一致している状況下で実際の供給燃料量が推定供給燃料量よりも少ない供給燃料量ずれが生じており且つ該供給燃料量ずれが想定される範囲内で最も大きい場合において空燃比偏差が零になったときの前記学習値が供給燃料量ずれに起因する最大リッチ方向学習値として求められ、
推定供給燃料量が実際の供給燃料量に一致している状況下で推定供給空気量が実際の供給空気量よりも多い供給空気量ずれが生じており且つ該供給空気量ずれが想定される範囲内で最も大きい場合において空燃比偏差が零になったときの前記学習値が供給空気量ずれに起因する最大リーン方向学習値として求められ、
推定供給燃料量が実際の供給燃料量に一致している状況下で推定供給空気量が実際の供給空気量よりも少ない供給空気量ずれが生じており且つ該供給空気量ずれが想定される範囲内で最も大きい場合において空燃比偏差が零になったときの前記学習値が供給空気量ずれに起因する最大リッチ方向学習値として求められ、
前記供給燃料量ずれに起因する最大リーン方向学習値と前記供給空気量ずれに起因する最大リーン方向学習値とのうち大きい方の最大リーン方向学習値が上限リーン方向学習値に設定され、
前記供給燃料量ずれに起因する最大リッチ方向学習値と前記供給空気量ずれに起因する最大リッチ方向学習値とのうち大きい方の最大リッチ方向学習値が上限リッチ方向学習値に設定され、
前記学習手段によって算出された学習値が供給空気量を増大させる値であるときに同学習値が前記上限リーン方向学習値よりも大きいときには同学習値が同上限リーン方向学習値に制限され、
前記学習手段によって算出された学習値が供給空気量を減少させる値であるときに同学習値が前記上限リッチ方向学習値よりも大きいときには同学習値が同上限リッチ方向学習値に制限される内燃機関の制御装置。 - 前記供給燃料量ずれに起因する最大リーン方向学習値および最大リッチ方向学習値が推定供給燃料量と前記燃料供給手段から燃料が供給されるときの燃料の圧力との少なくとも一方によって定まる値である請求項12に記載の内燃機関の制御装置。
- 前記供給空気量ずれに起因する最大リッチ方向学習値および最大リーン方向学習値が推定供給空気量によって定まる値である請求項12または13に記載の内燃機関の制御装置。
- 燃焼室に供給される燃料の量である供給燃料量の推定値を推定供給燃料量として取得する推定供給燃料量取得手段と、燃焼室に供給される空気の量である供給空気量の推定値を推定供給空気量として取得する推定供給空気量取得手段と、推定供給燃料量と推定供給空気量とに基づいて燃焼室に形成される混合気の空燃比を推定空燃比として算出する推定空燃比算出手段と、燃焼室に形成される混合気の実際の空燃比を実空燃比として取得する実空燃比取得手段と、推定空燃比に対する実空燃比の偏差である空燃比偏差が小さくなるように供給空気量を補正する補正値を算出する補正値算出手段と、該補正値算出手段によって算出される補正値を積算することによって該補正値の学習値を算出して記憶する学習手段と、を具備し、空燃比偏差がないときには前記学習値のみによって供給空気量が補正され、空燃比偏差があるときには前記学習値と前記補正値とによって供給空気量が補正される内燃機関の制御装置において、
実際の供給燃料量が推定供給燃料量よりも多い供給燃料量ずれが生じており且つ該供給燃料量ずれが想定される範囲内で最も大きい場合であって推定供給空気量が実際の供給空気量よりも多い供給空気量ずれが生じており且つ該供給空気量ずれが想定される範囲内で最も大きい場合において空燃比偏差が零になったときの前記学習値が上限リーン方向学習値に設定され、
実際の供給燃料量が推定供給燃料量よりも少ない供給燃料量ずれが生じており且つ該供給燃料ずれが想定される範囲内で最も大きい場合であって推定供給空気量が実際の供給空気量よりも少ない供給空気量ずれが生じており且つ該供給空気量ずれが想定される範囲内で最も大きい場合において空燃比偏差が零になったときの前記学習値が上限リッチ方向学習値に設定され、
前記学習手段によって算出された学習値が供給空気量を増大させる値であるときに同学習値が前記上限リーン方向学習値よりも大きいときには同学習値が同上限リーン方向学習値に制限され、
前記学習手段によって算出された学習値が供給空気量を減少させる値であるときに同学習値が前記上限リッチ方向学習値よりも大きいときには同学習値が同上限リッチ方向学習値に制限される内燃機関の制御装置。 - 前記上限リッチ方向学習値および上限リーン方向学習値が推定供給燃料量と前記燃料供給手段から燃料が供給されるときの燃料の圧力との少なくとも一方と推定供給空気量とによって定まる値である請求項15に記載の内燃機関の制御装置。
- 燃焼室から排気通路に排出された排気ガスを吸気通路に導入する排気再循環手段をさらに具備し、前記補正値算出手段によって算出される補正値が前記排気再循環手段によって吸気通路に導入される排気ガスの量である再循環排気ガス量を補正する補正値である請求項12~16のいずれか1つに記載の内燃機関の制御装置。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2010/073109 WO2012086025A1 (ja) | 2010-12-22 | 2010-12-22 | 内燃機関の制御装置 |
JP2012549524A JP5397555B2 (ja) | 2010-12-22 | 2010-12-22 | 内燃機関の制御装置 |
EP10861141.9A EP2657493B1 (en) | 2010-12-22 | 2010-12-22 | Apparatus for controlling internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2010/073109 WO2012086025A1 (ja) | 2010-12-22 | 2010-12-22 | 内燃機関の制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2012086025A1 true WO2012086025A1 (ja) | 2012-06-28 |
Family
ID=46313329
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/073109 WO2012086025A1 (ja) | 2010-12-22 | 2010-12-22 | 内燃機関の制御装置 |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP2657493B1 (ja) |
JP (1) | JP5397555B2 (ja) |
WO (1) | WO2012086025A1 (ja) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2015105618A (ja) * | 2013-11-29 | 2015-06-08 | トヨタ自動車株式会社 | 燃料噴射制御装置 |
CN106401772A (zh) * | 2015-07-28 | 2017-02-15 | 丰田自动车株式会社 | 内燃机的控制装置 |
US20230265808A1 (en) * | 2022-02-18 | 2023-08-24 | GM Global Technology Operations LLC | Enhanced minimum mass limit for direct injection engines |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2000073885A (ja) * | 1998-09-03 | 2000-03-07 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
JP2001073845A (ja) * | 1999-09-06 | 2001-03-21 | Toyota Motor Corp | 内燃機関の燃焼制御装置 |
JP2003120381A (ja) * | 2001-10-15 | 2003-04-23 | Nissan Motor Co Ltd | 内燃機関の空燃比制御装置 |
JP2005113877A (ja) * | 2003-10-10 | 2005-04-28 | Denso Corp | 内燃機関の制御装置 |
JP2009002301A (ja) * | 2007-06-25 | 2009-01-08 | Denso Corp | ディーゼル機関の燃料噴射制御装置 |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4182878B2 (ja) * | 2003-10-09 | 2008-11-19 | トヨタ自動車株式会社 | 内燃機関の空燃比制御装置 |
-
2010
- 2010-12-22 EP EP10861141.9A patent/EP2657493B1/en not_active Not-in-force
- 2010-12-22 WO PCT/JP2010/073109 patent/WO2012086025A1/ja active Application Filing
- 2010-12-22 JP JP2012549524A patent/JP5397555B2/ja not_active Expired - Fee Related
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2000073885A (ja) * | 1998-09-03 | 2000-03-07 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
JP2001073845A (ja) * | 1999-09-06 | 2001-03-21 | Toyota Motor Corp | 内燃機関の燃焼制御装置 |
JP2003120381A (ja) * | 2001-10-15 | 2003-04-23 | Nissan Motor Co Ltd | 内燃機関の空燃比制御装置 |
JP2005113877A (ja) * | 2003-10-10 | 2005-04-28 | Denso Corp | 内燃機関の制御装置 |
JP2009002301A (ja) * | 2007-06-25 | 2009-01-08 | Denso Corp | ディーゼル機関の燃料噴射制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2657493A4 * |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2015105618A (ja) * | 2013-11-29 | 2015-06-08 | トヨタ自動車株式会社 | 燃料噴射制御装置 |
CN106401772A (zh) * | 2015-07-28 | 2017-02-15 | 丰田自动车株式会社 | 内燃机的控制装置 |
CN106401772B (zh) * | 2015-07-28 | 2019-06-04 | 丰田自动车株式会社 | 内燃机的控制装置 |
US20230265808A1 (en) * | 2022-02-18 | 2023-08-24 | GM Global Technology Operations LLC | Enhanced minimum mass limit for direct injection engines |
US11754013B1 (en) * | 2022-02-18 | 2023-09-12 | GM Global Technology Operations LLC | Enhanced minimum mass limit for direct injection engines |
Also Published As
Publication number | Publication date |
---|---|
JP5397555B2 (ja) | 2014-01-22 |
EP2657493B1 (en) | 2016-12-14 |
JPWO2012086025A1 (ja) | 2014-05-22 |
EP2657493A4 (en) | 2014-08-20 |
EP2657493A1 (en) | 2013-10-30 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5093406B1 (ja) | 内燃機関の制御装置 | |
JP4277897B2 (ja) | 内燃機関の制御装置 | |
JP2011027059A (ja) | エンジンの制御装置 | |
JP2010190089A (ja) | 多気筒内燃機関の異常診断装置 | |
JP5083583B1 (ja) | 内燃機関の制御装置 | |
US8695568B2 (en) | Inter-cylinder air-fuel ratio imbalance abnormality determination device | |
JP3487192B2 (ja) | 内燃機関の空燃比制御装置 | |
JP5136812B1 (ja) | 内燃機関の制御装置 | |
JP5267600B2 (ja) | 多気筒内燃機関の制御装置 | |
JP5397555B2 (ja) | 内燃機関の制御装置 | |
US20100078000A1 (en) | Air-fuel ratio control device of internal combustion engine | |
JP5461373B2 (ja) | 気筒間空燃比ばらつき異常検出装置 | |
JP5273224B2 (ja) | 内燃機関の空燃比制御装置 | |
JP5260770B2 (ja) | エンジンの制御装置 | |
US11421612B2 (en) | Engine device | |
JP5549457B2 (ja) | 内燃機関の制御装置 | |
JP2012036851A (ja) | 内燃機関の制御装置 | |
JP2009299558A (ja) | 内燃機関の制御装置 | |
WO2012176270A1 (ja) | 内燃機関の制御装置 | |
JP6115571B2 (ja) | ディーゼルエンジンの制御装置 | |
JP2015203378A (ja) | 内燃機関のインバランス率学習装置 | |
WO2012176269A1 (ja) | 内燃機関の制御装置 | |
JP2009114884A (ja) | 燃料噴射量補正装置 | |
JP2010043549A (ja) | 内燃機関の空燃比制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10861141 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 2012549524 Country of ref document: JP Kind code of ref document: A |
|
REEP | Request for entry into the european phase |
Ref document number: 2010861141 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2010861141 Country of ref document: EP |
|
NENP | Non-entry into the national phase |
Ref country code: DE |