TWI445882B - Air-fuel ratio learning control device for internal combustion engine - Google Patents
Air-fuel ratio learning control device for internal combustion engine Download PDFInfo
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Description
本發明係有關於一種內燃機之空燃比學習控制裝置，該空燃比學習控制裝置係包含對吸氣通路噴射燃料之燃料噴射閥、對排氣通路中流通之排放氣體中之殘存氧氣濃度進行檢測之氧氣感測器、控制上述吸氣通路中流通之吸氣量之節流閥閥體、對該節流閥閥體之口徑即節流閥口徑進行檢測之節流閥感測器、檢測引擎轉數之轉數感測器、以及基於上述氧氣感測器、上述節流閥感測器及上述轉數感測器之檢測值控制來自上述燃料噴射閥之燃料噴射量之控制單元，且，該控制單元係基於上述節流閥口徑以及上述引擎轉數規定用以使空燃比達到目標空燃比之基本燃料噴射量，並且將根據上述氧氣感測器之檢測值而定之反饋校正係數、與一面以根據內燃機之經時變化而變化之方式學習一面對每一引擎負荷進行規定之經時變化對應校正係數，乘以上述基本燃料噴射量，藉此，至少無需基於吸氣壓以及大氣壓便獲得燃料噴射量，同時對包含複數個O2 反饋區域之複數個負荷區域之每一個區域，獨立進行燃料噴射控制。The present invention relates to an air-fuel ratio learning control device for an internal combustion engine, the air-fuel ratio learning control device comprising a fuel injection valve that injects fuel into an intake passage, and detects a residual oxygen concentration in an exhaust gas flowing through the exhaust passage. An oxygen sensor, a throttle valve body for controlling the amount of intake air flowing through the intake passage, a throttle sensor for detecting the diameter of the throttle valve body, that is, a throttle valve, and a detection engine a number of revolutions sensor, and a control unit for controlling a fuel injection amount from the fuel injection valve based on the detected values of the oxygen sensor, the throttle sensor, and the number of revolution sensors, and The control unit defines a basic fuel injection amount for the air-fuel ratio to reach the target air-fuel ratio based on the throttle valve diameter and the engine revolution number, and the feedback correction coefficient according to the detection value of the oxygen sensor is Learning a time-dependent change corresponding correction coefficient for each engine load according to the change of the internal combustion engine over time, multiplied by the above basic fuel injection Amount, whereby, at least not necessarily based on the intake pressure and atmospheric pressure will obtain the fuel injection amount, while each region comprising a plurality of load regions of the plurality of O 2 feedback area, independently of fuel injection control.
由專利文獻1可知一種設定反饋空燃比之複數個O2 反饋區域，並對該等區域之每一個區域獨自進行O2 反饋控制之內燃機之空燃比學習控制裝置。Patent Document 1 discloses an air-fuel ratio learning control device for an internal combustion engine in which a plurality of O 2 feedback regions for setting a feedback air-fuel ratio are set and O 2 feedback control is independently performed for each of the regions.
[先行技術文獻][Advanced technical literature]
[專利文獻][Patent Literature]
[專利文獻1]日本專利第2631580號公報[Patent Document 1] Japanese Patent No. 2631580
上述專利文獻1揭示如下：可藉由基於氧氣感測器之檢測值之O2 反饋控制，而顧及引擎劣化引起之經時變化等，獲得合適之燃料噴射狀態，而於O2 反饋區域中，可控制燃料噴射量，使空燃比達到理想配比(stoichiometric，理論空燃比)。然而，於內燃機處於高旋轉/高節流閥口徑區域之運轉狀態時，較佳為藉由使燃料噴射量達到高於理想配比之空燃比(富油側之空燃比)來防止內燃機之高溫化(噴射冷卻)，但若以如此之運轉狀態執行O2 反饋控制，則無法實現噴射冷卻。又，於內燃機處於低旋轉/低節流閥口徑區域之運轉狀態時，由於吸入內燃機之空氣量較少，故燃燒量亦變少，從而難以期待高精度之O2 反饋控制。The above Patent Document 1 discloses that a suitable fuel injection state can be obtained by O 2 feedback control based on the detected value of the oxygen sensor, taking into account the temporal change caused by engine deterioration, and the like, and in the O 2 feedback region, The fuel injection amount can be controlled so that the air-fuel ratio reaches a stoichiometric (the stoichiometric air-fuel ratio). However, when the internal combustion engine is in the operating state of the high rotation/high throttle valve diameter region, it is preferable to prevent the high temperature of the internal combustion engine by making the fuel injection amount higher than the stoichiometric air-fuel ratio (the air-fuel ratio on the rich side). (injection cooling), but if O 2 feedback control is performed in such an operating state, jet cooling cannot be achieved. Further, when the internal combustion engine is in the operating state of the low-rotation/low-throttle valve diameter region, since the amount of air sucked into the internal combustion engine is small, the amount of combustion is also small, and it is difficult to expect high-precision O 2 feedback control.
因此，一般而言，係於基於引擎轉數以及節流閥口徑而定義之運轉區域中，設定執行O2 反饋控制之區域、及不執行O2 反饋控制之區域，且於不執行O2 反饋控制之區域，以該區域中達到合適之運轉狀態之方式進行燃料噴射校正。並且，一般而言，於進行該校正時，通常基於大氣壓感測器、吸氣壓感測器或者大氣溫感測器之檢測結果進行校正。Therefore, in general, in the operation area defined based on the engine revolution number and the throttle valve diameter, the area where the O 2 feedback control is executed and the area where the O 2 feedback control is not performed are set, and the O 2 feedback is not executed. The area of control is fuel injection corrected in such a way that a suitable operating condition is achieved in that area. Further, in general, when the correction is performed, the correction is usually performed based on the detection results of the atmospheric pressure sensor, the suction air pressure sensor, or the large temperature sensor.
然而，於二輪機車等小型車輛所裝載之內燃機中，零件之裝載空間等之限制嚴格，並且燃料噴射之系統成本要求價廉，故而考慮不使用大氣壓感測器及吸氣壓感測器等，亦使燃料噴射之系統成立。於該情形時，需要於上述不執行O2 反饋控制之區域中可進行合適之燃料噴射之方法。However, in an internal combustion engine equipped with a small vehicle such as a two-wheeled vehicle, the restrictions on the loading space of the parts are strict, and the system cost of the fuel injection is inexpensive, so that it is not necessary to use an atmospheric pressure sensor and an air pressure sensor. The system for fuel injection is established. In this case, a method of performing appropriate fuel injection in the above region where the O 2 feedback control is not performed is required.
本發明，係鑒於如此情況研製而成者，其目的在於提供一種無需吸氣壓感測器等，同時即便於O2 反饋控制區域以外之區域亦可進行合適之燃料噴射之內燃機之空燃比學習控制裝置。The present invention has been made in view of such circumstances, and an object thereof is to provide an air-fuel ratio learning control of an internal combustion engine that can perform appropriate fuel injection even in an area other than the O 2 feedback control region without inhaling a gas pressure sensor or the like. Device.
為達成上述目的，本發明之第1特徵係一種內燃機之空燃比學習控制裝置，其係具備對吸氣通路噴射燃料之燃料噴射閥、對排氣通路中流通之排放氣體中之殘存氧氣濃度進行檢測之氧氣感測器、控制上述吸氣通路中流通之吸氣量之節流閥閥體、對該節流閥閥體之口徑即節流閥口徑進行檢測之節流閥感測器、檢測引擎轉數之轉數感測器、以及基於上述氧氣感測器、上述節流閥感測器以及上述轉數感測器之檢測值控制來自上述燃料噴射閥之燃料噴射量之控制單元，且，該控制單元係基於上述節流閥口徑以及上述引擎轉數規定用以使空燃比達到目標空燃比之基本燃料噴射量，並且將根據上述氧氣感測器之檢測值而定之反饋校正係數、及一面以根據內燃機之經時變化而變化之方式學習一面對每一引擎負荷進行規定之經時變化對應校正係數，乘以上述基本燃料噴射量，藉此，至少無需基於吸氣壓以及大氣壓便獲得燃料噴射量，同時對包含複數個O2 反饋區域之複數個負荷區域之每一個區域，獨立進行燃料噴射控制，且，上述內燃機之空燃比學習控制裝置之特徵在於：上述控制單元係於複數個上述O2 反饋區域以外之上述負荷區域，使用與該負荷區域相鄰之上述O2 反饋區域之學習值，控制燃料噴射量。In order to achieve the above object, a first aspect of the present invention provides an air-fuel ratio learning control device for an internal combustion engine, comprising: a fuel injection valve that injects fuel into an intake passage; and a residual oxygen concentration in an exhaust gas flowing through the exhaust passage. The oxygen sensor for detecting, the throttle valve body for controlling the amount of intake air flowing through the intake passage, the throttle sensor for detecting the diameter of the throttle valve body, that is, the throttle valve, and the detection a revolution number sensor of the engine revolution, and a control unit for controlling a fuel injection amount from the fuel injection valve based on the detected values of the oxygen sensor, the throttle sensor, and the above-described number of revolution sensors, and The control unit defines a basic fuel injection amount for causing the air-fuel ratio to reach the target air-fuel ratio based on the throttle valve diameter and the engine revolution number, and a feedback correction coefficient according to the detected value of the oxygen sensor, and Learning a time-dependent change corresponding correction coefficient for each engine load in a manner that varies according to changes in the internal combustion engine over time, multiplied by the above basic fuel The injection amount, whereby at least the fuel injection amount is not required to be obtained based on the suction air pressure and the atmospheric pressure, and the fuel injection control is independently performed for each of the plurality of load regions including the plurality of O 2 feedback regions, and the internal combustion engine is empty. The fuel ratio learning control device is characterized in that the control unit controls the fuel injection amount by using a learning value of the O 2 feedback region adjacent to the load region in the load region other than the plurality of O 2 feedback regions.
又，本發明之第2特徵，係如第1特徵之構成，其中，上述控制單元，係於複數個上述O2 反饋區域中，使用上述反饋校正係數以及上述經時變化對應校正係數，執行燃料噴射控制，且於上述O2 反饋區域以外之負荷區域中，將上述反饋校正係數定為「1」，並且將上述經時變化對應校正係數定為鄰接之O2 反饋區域中之值，執行燃料噴射控制。According to a second aspect of the invention, the control unit is configured to perform fuel by using the feedback correction coefficient and the temporal change corresponding correction coefficient in a plurality of the O 2 feedback regions. In the injection control, the feedback correction coefficient is set to "1" in the load region other than the O 2 feedback region, and the time-dependent change corresponding correction coefficient is set to a value in the adjacent O 2 feedback region, and the fuel is executed. Injection control.
本發明之第3特徵，係如第1或者第2特徵之構成，其中，複數個上述O2 反饋區域，係設定為隨著上述節流閥口徑變小而變得越狹窄。According to a third aspect of the present invention, in the first or second aspect, the plurality of O 2 feedback regions are set to be narrower as the diameter of the throttle valve is smaller.
本發明之第4特徵，係如第1至第3特徵中任一特徵之構成，其中，上述控制單元規定複數個上述負荷區域彼此之邊界具有滯後(hysteresis)。A fourth aspect of the present invention, characterized in that the control unit is configured to have hysteresis at a boundary between a plurality of the load regions.
進而，本發明之第5特徵，係如第1至第4特徵中任一特徵之構成，其中，上述控制單元，係於引擎之運轉狀態在複數個上述負荷區域間轉移時，以使經時變化對應校正係數(KBU)逐步接近新轉移目的地之負荷區域之值之方式，實施燃料噴射控制。According to a fifth aspect of the present invention, the control unit according to any one of the first to fourth aspect, wherein the control unit is configured to shift the operation state of the engine between the plurality of load regions The fuel injection control is implemented in such a manner that the change corresponding correction coefficient (KBU) gradually approaches the value of the load region of the new transfer destination.
根據本發明之第1特徵，由於控制單元於燃料噴射控制時至少無需依據吸氣壓以及大氣壓，因此，燃料噴射控制系統中不必使用吸氣壓感測器以及大氣壓感測器，故達成系統之成本下降以及零件件數之縮減，同時於O2 反饋區域以外之負荷區域，使用與該負荷區域相鄰之O2 反饋區域之學習值，控制燃料噴射量，故而，即便於O2 反饋區域以外之區域，亦可進行反映內燃機之經時變化之燃料噴射之空燃比控制。尤其於低節流閥口徑之區域，可實施掌握內燃機之摩擦變化、及煤炭對節流閥之附著造成吸入量變化等引擎之劣化之空燃比控制，又，於高節流閥口徑之區域，雖存在節流閥感測器之輸出偏差之特性依存於節流閥口徑之傾向，但可藉由參照接近該節流閥口徑之O2 反饋區域而設定合適之空燃比。According to the first feature of the present invention, since the control unit does not need to rely on the suction pressure and the atmospheric pressure at least during the fuel injection control, the suction pressure sensor and the atmospheric pressure sensor are not required to be used in the fuel injection control system, so that the cost of the system is reduced. the reduced number of parts and, at the same time load region other than the O 2 feedback area, using adjacent load range of the O 2 feedback learning value area, controls the fuel injection amount, therefore, even in the region other than the region of the O 2 feedback The air-fuel ratio control for reflecting the fuel injection over time of the internal combustion engine may also be performed. In particular, in the area of the low throttle valve, it is possible to control the air-fuel ratio control that changes the friction of the internal combustion engine and the deterioration of the engine caused by the change in the suction amount of the coal to the throttle valve, and in the area of the high throttle valve diameter, Although there is a tendency for the output deviation of the throttle sensor to depend on the orifice of the throttle valve, an appropriate air-fuel ratio can be set by referring to the O 2 feedback region close to the orifice of the throttle valve.
又，根據本發明之第2特徵，由於在O2 反饋區域以外之負荷區域中，將反饋校正係數定為「1」，並且將經時變化對應校正係數定為鄰接之O2 反饋區域之值，進行燃料噴射控制，因此，可防止O2 反饋區域以外之空燃比之稀油化。Further, according to the second aspect of the present invention, the feedback correction coefficient is set to "1" in the load region other than the O 2 feedback region, and the time-dependent change corresponding correction coefficient is set to the value of the adjacent O 2 feedback region. The fuel injection control is performed, so that it is possible to prevent the thinning of the air-fuel ratio outside the O 2 feedback region.
根據本發明之第3特徵，由於複數個O2 反饋區域設定為隨著節流閥口徑變小而變得越狹窄，因此，可於易於受到旁通閥等劣化影響之低節流閥口徑區域進行細微之學習控制，從而實施更合適之空燃比控制。According to the third aspect of the present invention, since the plurality of O 2 feedback regions are set to become narrower as the throttle valve diameter becomes smaller, the throttle portion can be easily affected by the deterioration of the bypass valve or the like. Perform subtle learning control to implement more appropriate air-fuel ratio control.
根據本發明之第4特徵，由於規定負荷區域彼此之邊界具有滯後，因此，可防止邊界附近產生震顫(chattering)。According to the fourth feature of the present invention, since the boundary between the predetermined load regions has a hysteresis, chattering in the vicinity of the boundary can be prevented.
進而，根據本發明之第5特徵，可抑制引擎之運轉狀態在負荷區域間轉移時燃料噴射量產生急遽變化。Further, according to the fifth aspect of the present invention, it is possible to suppress a sudden change in the fuel injection amount when the operating state of the engine is shifted between the load regions.
以下，一面參照隨附之圖1～圖11，一面對本發明之實施形態進行說明，首先，於圖1中，於例如二輪機車所裝載之水冷式內燃機E之汽缸內徑11以可滑動方式嵌合有活塞12，且用以對朝向該活塞12之頂部之燃燒室13供給混合氣之吸氣裝置14、及用以將來自上述燃燒室13之排放氣體排出之排氣裝置15連接於上述內燃機E之汽缸蓋16，且於吸氣裝置14形成有吸氣通路17，於排氣裝置15形成有排氣通路18。又，於汽缸蓋16安裝有前端朝向上述燃燒室13之火星塞20。Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings 1 to 11, first, in Fig. 1, for example, a cylinder inner diameter 11 of a water-cooled internal combustion engine E mounted on a two-wheeled vehicle is slidable. The piston 12 is fitted in a manner, and the air suction device 14 for supplying the mixture to the combustion chamber 13 toward the top of the piston 12 and the exhaust device 15 for discharging the exhaust gas from the combustion chamber 13 are connected to The cylinder head 16 of the internal combustion engine E has an intake passage 17 formed in the intake device 14, and an exhaust passage 18 is formed in the exhaust device 15. Further, a Mars plug 20 whose front end faces the combustion chamber 13 is attached to the cylinder head 16.
於上述吸氣裝置14，以可開關方式配設有用以控制在吸氣通路17中流通之吸氣量之節流閥閥體21，並且，用以噴射燃料之燃料噴射閥22相較節流閥閥體21配備於下游側之吸氣通路17。並且，繞過上述節流閥閥體21之旁道通路27係連接於吸氣通路17，流通於該旁道通路27中之空氣量由致動器28進行調節。又，於上述排氣裝置15***安裝有觸媒轉化器25。The throttle device 14 is provided with a throttle valve body 21 for controlling the amount of intake air flowing through the intake passage 17 in a switchable manner, and the fuel injection valve 22 for injecting fuel is throttled The valve body 21 is provided in the intake passage 17 on the downstream side. Further, the bypass passage 27 that bypasses the throttle valve body 21 is connected to the intake passage 17, and the amount of air flowing through the bypass passage 27 is regulated by the actuator 28. Further, a catalytic converter 25 is inserted and mounted to the exhaust unit 15.
上述火星塞20之點火時序，係由來自上述燃料噴射閥22之燃料噴射量控制，以及上述致動器28之作動係由控制單元C控制，於該控制單元C，輸入有檢測上述節流閥閥體21之口徑即節流閥口徑之節流閥感測器26之檢測值、檢測與上述活塞12連接之曲柄軸29之轉數之轉數感測器30之檢測值、檢測引擎冷卻水之水溫之水溫感測器31之檢測值、及以檢測排氣通路18中所流通之排放氣體中之殘存氧氣濃度之方式相較上述觸媒轉化器25位於下游側且安裝於上述排氣裝置15之氧氣感測器32之檢測值。The ignition timing of the spark plug 20 is controlled by the fuel injection amount from the fuel injection valve 22, and the actuation of the actuator 28 is controlled by the control unit C, and the control unit C is input with the detection of the throttle valve. The detection value of the valve body 21, that is, the throttle valve sensor 26, the detection value of the throttle sensor 26 of the throttle valve diameter, the detection of the number of revolutions of the crankshaft 29 connected to the piston 12, and the detection engine cooling water The detected value of the water temperature sensor 31 of the water temperature and the residual oxygen concentration in the exhaust gas flowing through the exhaust passage 18 are located on the downstream side of the catalyst converter 25 and are installed in the row. The detected value of the oxygen sensor 32 of the gas device 15.
於圖2中，上述控制單元C中之控制上述燃料噴射閥22之噴射量之部分，係包括基本噴射量計算手段34，其基於由轉數感測器30所得之轉數以及由節流閥感測器26所得之節流閥口徑，一面參照映射表33一面規定用以獲得目標空燃比之基本燃料噴射量；反饋校正係數計算手段35，其基於由上述氧氣感測器32所得之氧氣濃度，以接近目標空燃比之方式計算反饋校正係數，從而進行O2 反饋控制；校正手段36，其基於由反饋校正係數計算手段35所得之校正量，校正基本燃料噴射量；以及，最終燃料噴射時間計算手段37，其求出與由校正手段36所得之最終燃料噴射量對應之燃料噴射時間；且，構成為至少無需基於吸氣壓以及大氣壓便獲得燃料噴射量。In FIG. 2, the portion of the control unit C that controls the injection amount of the fuel injection valve 22 includes a basic injection amount calculating means 34 based on the number of revolutions obtained by the number of revolution sensors 30 and by the throttle valve. The throttle valve diameter obtained by the sensor 26 is defined with reference to the map table 33 to obtain a basic fuel injection amount of the target air-fuel ratio; and a feedback correction coefficient calculating means 35 based on the oxygen concentration obtained by the oxygen sensor 32 described above. Calculating the feedback correction coefficient in a manner close to the target air-fuel ratio, thereby performing O 2 feedback control; the correcting means 36 correcting the basic fuel injection amount based on the correction amount obtained by the feedback correction coefficient calculating means 35; and, the final fuel injection time The calculation means 37 obtains the fuel injection time corresponding to the final fuel injection amount obtained by the correction means 36, and is configured to obtain the fuel injection amount at least without the intake air pressure and the atmospheric pressure.
上述反饋校正係數計算手段35，係包括濃稀(rich-lean)判定部38，其基於由氧氣感測器32檢測之氧氣濃度判定排放氣體之濃稀程度；以及，參數計算部39，其基於該濃稀判定部38之判定結果，校正反饋校正係數以及基本燃料噴射量。參數計算部39係使EPROM或快閃記憶體等非揮發性記憶部40，以特定之週期記憶參數，且於點火鍵接通時(系統啟動時)，自非揮發性記憶部40中讀入參數。The feedback correction coefficient calculation means 35 includes a rich-lean determination section 38 that determines the richness degree of the exhaust gas based on the oxygen concentration detected by the oxygen sensor 32; and the parameter calculation section 39 based on The result of the determination by the richness determination unit 38 corrects the feedback correction coefficient and the basic fuel injection amount. The parameter calculation unit 39 causes the non-volatile memory unit 40 such as an EPROM or a flash memory to store parameters at a specific cycle, and reads from the non-volatile memory unit 40 when the ignition key is turned on (at the time of system startup). parameter.
而且，上述參數計算部39，係藉由週期性記憶於非揮發性記憶部40中之反饋校正係數KO2以及經時變化對應校正係數KBU，而計算用於利用氧氣感測器32之檢測值進行空燃比控制之綜合校正係數KT作為KT←(KO2×KBU)。此處，經時變化對應校正係數KBU，係一面以根據內燃機E之劣化等經時變化而變化之方式學習一面對每一引擎負荷進行規定者，且以特定之週期記錄於非揮發性記憶部40中，即便點火鍵斷開(系統停止)後，值亦得到保持，從而於系統啟動時讀入，進行學習控制。Further, the parameter calculation unit 39 calculates the detection value for the oxygen sensor 32 by the feedback correction coefficient KO2 periodically stored in the non-volatile memory unit 40 and the time-dependent change correction coefficient KBU. The integrated correction coefficient KT of the air-fuel ratio control is taken as KT←(KO2×KBU). Here, the time-dependent change corresponding to the correction coefficient KBU is learned by changing the engine load according to the change of the internal combustion engine E or the like over time, and is recorded in the non-volatile memory at a specific cycle. In the unit 40, even after the ignition key is turned off (system stop), the value is maintained, and the system is read in at the time of system startup, and learning control is performed.
上述反饋校正係數KO2，係為進行O2 反饋控制時每隔特定週期而一次性使用之變數，基本而言，係基於該反饋校正係數KO2，進行反饋控制，使空燃比接近目標空燃比。而且，基於濃稀判定部38中之濃稀判定結果，規定反饋校正係數KO2。The feedback correction coefficient KO2 is a variable that is used once every predetermined period when the O 2 feedback control is performed. Basically, based on the feedback correction coefficient KO2, feedback control is performed to bring the air-fuel ratio closer to the target air-fuel ratio. Then, based on the result of the richness determination in the rich and lean determination unit 38, the feedback correction coefficient KO2 is specified.
參數計算部39，係於複數個O2 反饋區域，基於引擎轉數NE以及節流閥口徑TH，計算每一O2 反饋區域之經時變化對應校正係數KBU，並且使用該經時變化對應校正係數KBU，計算綜合校正係數KT(=KO2×KBU)，且於O2 反饋區域以外之引擎負荷區域，利用與該負荷區域相鄰之上述O2 反饋區域之學習值進行燃料噴射量控制。Parameter calculating section 39, based on a plurality of O 2 feedback area, based on the number of engine revolutions NE and the throttle aperture TH, calculating a correction coefficient corresponding to the change with time KBU each O 2 feedback area, and using the changes over the corresponding correction KBU coefficient, calculating a comprehensive correction coefficient KT (= KO2 × KBU), and the engine load in a region other than the O 2 feedback area, using the loading area adjacent to the above-mentioned O 2 feedback area learning value of the fuel injection amount control.
對如此之參數計算部39中之處理流程進行說明，於圖3中，步驟S1係基於引擎轉數NE及節流閥口徑TH，檢索引擎之負荷處於哪一區域中。亦即，如圖4所示，將設定下限節流閥口徑THO2L以及設定上限節流閥口徑THO2H、及該等之設定下限及上限節流閥口徑THO2L與THO2H間之複數個設定節流閥口徑THFB0、THFB1、THFB2、THFB3預先設定為隨著引擎轉數NE增大而變大，並且成為THO2L＜THFB1＜THFB2＜THFB3＜THO2H。並且，各設定節流閥口徑THO2L、THFB1、THFB2、THFB3、THO2H，係節流閥口徑TH之增大側之值由實線表示，節流閥口徑TH之減小側之值由虛線表示，且設定為具有滯後。The processing flow in the parameter calculation unit 39 will be described. In FIG. 3, the step S1 is based on the engine revolution number NE and the throttle valve diameter TH, and the search engine load is in which region. That is, as shown in FIG. 4, the lower limit throttle valve diameter THO2L and the set upper limit throttle valve diameter THO2H, and the set lower limit and the upper limit throttle valve diameter THO2L and THO2H are set to a plurality of set throttle valve diameters. THFB0, THFB1, THFB2, and THFB3 were previously set to become larger as the number of engine revolutions NE increased, and became THO2L<THFB1<THFB2<THFB3<THO2H. Further, the throttle valve diameters THO2L, THFB1, THFB2, THFB3, and THO2H are set, and the value of the increasing side of the throttle valve diameter TH is indicated by a solid line, and the value of the decreasing side of the throttle valve diameter TH is indicated by a broken line. And set to have hysteresis.
另一方面，如圖5之斜線所示，O2 反饋區域，係設定為由設定下限轉數NLOP、設定上限轉數NHOP及怠速區域上限轉數NTHO2L、與設定下限節流閥口徑THO2L及設定上限節流閥口徑THO2H所規定之區域。並且，怠速區域上限轉數NTHO2L，係引擎轉數NE之增大側之值由實線表示，引擎轉數NE之減小側之值由虛線表示，設定下限節流閥口徑THO2L以及設定上限節流閥口徑THO2H，係節流閥口徑TH之增大側之值由實線表示，節流閥口徑TH之減小側之值由虛線表示，且設定為具有滯後。On the other hand, as shown by the oblique line in FIG. 5, the O 2 feedback area is set to the set lower limit rotation number NLOP, the set upper limit rotation number NHOP and the idle speed upper limit rotation number NTHO2L, and the set lower limit throttle valve diameter THO2L and the setting. The area specified by the upper throttle valve diameter THO2H. Further, the idle speed upper limit number NTHO2L, the value of the increasing side of the engine revolution number NE is indicated by a solid line, and the value of the decreasing side of the engine revolution number NE is indicated by a broken line, and the lower limit throttle valve diameter THO2L and the set upper limit section are set. The flow valve diameter THO2H, the value of the increasing side of the throttle valve diameter TH is indicated by a solid line, and the value of the decreasing side of the throttle valve diameter TH is indicated by a broken line and is set to have a hysteresis.
而且，若將由圖4及圖5規定之區域重疊，則如圖6所示，可基於引擎轉數NE以及節流閥口徑TH，設定包含複數個O2 反饋區域之複數個負荷區域，且該實施形態，將6個O2 反饋區域標註「1」～「6」之編號進行表示，並將O2 反饋區域以外之區域標註「0」、「7」～「11」之編號進行表示。Further, when the regions defined by FIGS. 4 and 5 are overlapped, as shown in FIG. 6, a plurality of load regions including a plurality of O 2 feedback regions can be set based on the engine revolution number NE and the throttle valve diameter TH, and In the embodiment, the six O 2 feedback areas are indicated by the numbers "1" to "6", and the areas other than the O 2 feedback area are indicated by the numbers "0" and "7" to "11".
並且，圖6所示之複數個負荷區域彼此之邊界，規定為具有滯後，且「1」～「6」所示之O2 反饋區域，設定為隨著節流閥口徑TH變小而變得越狹窄。Further, the boundary between the plurality of load regions shown in FIG. 6 is defined as having a hysteresis, and the O 2 feedback region indicated by "1" to "6" is set to become smaller as the throttle valve diameter TH becomes smaller. The narrower it is.
再者，於圖3中，當上述步驟S1之檢索結束後，分配用於由步驟S2～S7執行每一區域之處理之次常式。亦即，當步驟S2中確認TH＜THO2L時，則由步驟S2進入步驟S8，規定TH＜THO2L之區域中之反饋校正係數KO2及經時變化對應校正係數KBU，當步驟S3中確認THO2L≦TH≦THFB0時，則由步驟S3進入步驟S9，規定THO2L≦TH≦THFB0之區域中之反饋校正係數KO2以及經時變化對應校正係數KBU，當步驟S4中確認THFB0＜TH≦THFB1時，則由步驟S4進入步驟S10，規定THFB0＜TH≦THFB1之區域中之反饋校正係數KO2及經時變化對應校正係數KBU，當步驟S5中確認THFB1＜TH≦THFB2時，則由步驟S5進入步驟S11，規定THFB1＜TH≦THFB2之區域中之反饋校正係數KO2及經時變化對應校正係數KBU，當步驟S6中確認THFB2＜TH≦THFB3時，則由步驟S6進入步驟S12，規定THFB2＜TH≦THFB3之區域中之反饋校正係數KO2以及經時變化對應校正係數KBU，當步驟S7中確認THFB3＜TH＜THO2H時，則由步驟S7進入步驟S13，規定THFB3＜TH＜THO2H之區域中之反饋校正係數KO2以及經時變化對應校正係數KBU，當確認TH≧THO2H時，則由步驟S7進入步驟S14，規定TH≧THO2H之區域中之經時變化對應校正係數KBU。又，於步驟S8～S14中之次常式處理結束時，於步驟S15中執行使經時變化對應校正係數KBU逐步轉移之判斷。Furthermore, in FIG. 3, after the search of the above step S1 is completed, the subroutine for performing the processing of each area by the steps S2 to S7 is assigned. That is, when it is confirmed in step S2 that TH < THO2L, the process proceeds from step S2 to step S8, and the feedback correction coefficient KO2 and the temporal change corresponding correction coefficient KBU in the region of TH < THO2L are specified, and THO2L ≦ TH is confirmed in step S3. When ≦THFB0, the process proceeds from step S3 to step S9, and the feedback correction coefficient KO2 in the region of THO2L≦TH≦THFB0 and the correction coefficient KBU over time are specified. When THFB0<TH≦THFB1 is confirmed in step S4, the step is S4 proceeds to step S10, and specifies a feedback correction coefficient KO2 and a change correction coefficient KBU over time in the region of THFB0<TH≦THFB1. When THFB1<TH≦THFB2 is confirmed in step S5, step S5 proceeds to step S11 to specify THFB1. <The feedback correction coefficient KO2 in the region of TH≦THFB2 and the correction coefficient KBU over time change, when THFB2<TH≦THFB3 is confirmed in step S6, the process proceeds from step S6 to step S12, and the region of THFB2<TH≦THFB3 is specified. The feedback correction coefficient KO2 and the temporal change corresponding correction coefficient KBU. When THFB3<TH<THO2H is confirmed in step S7, the process proceeds from step S7 to step S13, and the feedback correction in the region of THFB3<TH<THO2H is specified. Corresponding to the number of changes with time and KO2 the correction coefficient KBU, when it is confirmed TH ≧ THO2H, by step S7 to step S14, a correction coefficient corresponding to a predetermined change when KBU in the region of the TH ≧ THO2H over. Further, when the subroutine processing in steps S8 to S14 ends, the determination of stepwise shifting of the temporal change corresponding correction coefficient KBU is performed in step S15.
步驟S8中之處理，係以圖7所示之順序執行者，圖7之步驟S21，係判斷標記FNLOP是否為「1」。而且，標記FNLOP係於引擎轉數NE大於設定下限轉數NLOP時(NLOP＜NE)為「1」，且於FNLOP為「0」時，亦即NE≦NLOP時，由步驟S21進入步驟S22，並於該步驟S22中，作為引擎之運轉區域位於圖6所示之O2 反饋區域以外之區域「0」者，將KBU區域KBUZN定為「0」，且於其次之步驟S23中，將經時變化對應校正係數KBUN，定為與上述區域「0」鄰接之O2 反饋區域即「1」之區域之值KBU1。The processing in step S8 is performed in the order shown in Fig. 7, and in step S21 of Fig. 7, it is judged whether or not the flag FNLOP is "1". Further, the flag FNLOP is when the engine revolution number NE is greater than the set lower limit number of revolutions NLOP (NLOP<NE) is "1", and when FNLOP is "0", that is, NE≦NLOP, the process proceeds from step S21 to step S22. In the step S22, if the operating region of the engine is located in the region "0" other than the O 2 feedback region shown in FIG. 6, the KBU region KBUZN is set to "0", and in the next step S23, The time change corresponding correction coefficient KBUN is set to the value KBU1 of the area of the "1" which is the O 2 feedback area adjacent to the above area "0".
又，於上述步驟S21中，確認FNLOP為「1」時，由步驟S21進入步驟S24，判斷是否為NE＜NTHO2L，且於判斷為NE＜NTHO2L時，於步驟S25中，作為引擎之運轉區域位於怠速運轉狀態下之O2 反饋區域且圖6所示之區域「1」者，將KBU區域KBUZN定為「1」，且於其次之步驟S26中，將經時變化對應校正係數KBUN，定為O2 反饋區域「1」之值KBU1，並且將反饋校正係數KO2N定為區域「1」之值KO21。When it is confirmed in step S21 that FNLOP is "1", the process proceeds to step S24 in step S21, and it is determined whether or not NE < NTHO2L, and when it is determined that NE < NTHO2L, the operation region of the engine is located in step S25. In the O 2 feedback region in the idling state and the region "1" shown in FIG. 6, the KBU region KBUZN is set to "1", and in the next step S26, the time-dependent change corresponding correction coefficient KBUN is determined as O 2 feeds back the value K1 of the region "1", and sets the feedback correction coefficient KO2N to the value KO21 of the region "1".
進而，於上述步驟S24中，判斷為NTHO2L≦NE時，於步驟S27中，作為引擎之運轉區域位於O2 反饋區域以外之區域且圖6所示之區域「7」者，將KBU區域KBUZN定為「7」，且於其次之步驟S28中，將經時變化對應校正係數KBU，定為與區域「7」鄰接之O2 反饋區域「2」之值KBU2。Further, when it is determined in the above step S24 that NTHO2L≦NE, in step S27, the KBU area KBUZN is set as the area where the engine operation area is located outside the O 2 feedback area and the area "7" shown in FIG. It is "7", and in the next step S28, the time-dependent change corresponding correction coefficient KBU is set to the value KBU2 of the O 2 feedback area "2" adjacent to the area "7".
圖3中之步驟S9～S13之次常式，係執行與上述圖7所示之處理相同之處理者，且於步驟S9中，將THO2L≦TH≦THFB0之範圍內之反饋區域「2」之經時變化對應校正係數KBUN定為區域「2」之值即KBU2，並且將反饋校正係數KO2N定為區域「2」之值，將與反饋區域「2」鄰接之區域「7」之經時變化對應校正係數KBUN定為O2 反饋區域「2」之值即KBU2。又，於步驟S10中，將THFB0＜TH≦THFB1之範圍內之反饋區域「3」之經時變化對應校正係數KBUN定為區域「3」之值即KBU3，並且將反饋校正係數KO2N定為區域「3」之值，將與反饋區域「3」鄰接之區域「8」中之經時變化對應校正係數KBUN定為O2 反饋區域「3」之值即KBU3。於步驟S11中，將THFB1＜TH≦THFB2之範圍內之反饋區域「4」之經時變化對應校正係數KBUN定為區域「4」之值即KBU4，並且將反饋校正係數KO2N定為區域「4」之值，將與反饋區域「4」鄰接之區域「9」中之經時變化對應校正係數KBUN定為O2 反饋區域「4」之值即KBU4。於步驟S12中，將THFB2＜TH≦THFB3之範圍內之反饋區域「5」之經時變化對應校正係數KBUN定為區域「5」之值即KBU5，並且將反饋校正係數KO2N定為區域「5」之值，將與反饋區域「5」鄰接之區域「10」中之經時變化對應校正係數KBUN定為O2 反饋區域「5」之值即KBU5。於步驟S13中，將THFB3＜TH≦THO2H之範圍內之反饋區域「6」之經時變化對應校正係數KBUN定為區域「6」之值即KBU6，並且將反饋校正係數KO2N定為區域「6」之值，將與反饋區域「6」鄰接之區域「11」中之經時變化對應校正係數KBUN定為O2 反饋區域「6」之值即KBU6。The subroutine of steps S9 to S13 in FIG. 3 is the same as the process shown in FIG. 7 described above, and in step S9, the feedback area "2" in the range of THO2L ≦ TH ≦ THFB0 is performed. The time-dependent change corresponding correction coefficient KBUN is determined as the value of the region "2", that is, KBU2, and the feedback correction coefficient KO2N is set to the value of the region "2", and the temporal change of the region "7" adjacent to the feedback region "2" is changed. The corresponding correction coefficient KBUN is determined as the value of the O 2 feedback area "2", that is, KBU2. Further, in step S10, the time-dependent change correction coefficient KBUN of the feedback region "3" in the range of THFB0<TH≦THFB1 is defined as the value of the region "3", that is, KBU3, and the feedback correction coefficient KO2N is defined as the region. The value of "3" is defined as the time-dependent change correction coefficient KBUN in the region "8" adjacent to the feedback region "3" as KBU3 which is the value of the O 2 feedback region "3". In step S11, the time-dependent change correction coefficient KBUN of the feedback region "4" in the range of THFB1 <TH≦THFB2 is defined as the value of the region "4", that is, KBU4, and the feedback correction coefficient KO2N is defined as the region "4". The value of the correction coefficient KBUN in the region "9" adjacent to the feedback region "4" is defined as KBU4 which is the value of the O 2 feedback region "4". In step S12, the time-dependent change correction coefficient KBUN of the feedback region "5" in the range of THFB2<TH≦THFB3 is determined as the value of the region "5", that is, KBU5, and the feedback correction coefficient KO2N is defined as the region "5". The value of the correction coefficient KBUN in the region "10" adjacent to the feedback region "5" is defined as KBU5 which is the value of the O 2 feedback region "5". In step S13, the time-dependent change correction coefficient KBUN of the feedback region "6" in the range of THFB3<TH≦THO2H is defined as the value of the region "6", that is, KBU6, and the feedback correction coefficient KO2N is defined as the region "6". The value of the correction coefficient KBUN in the region "11" adjacent to the feedback region "6" is defined as KBU6 which is the value of the O 2 feedback region "6".
步驟S14中之處理，係以圖8所示之順序執行者，且於圖8之步驟S31中，將KBU區域KBUZN定為「11」，於其次之步驟S32中，將經時變化對應校正係數KBUN，定為與上述區域「11」鄰接之O2 反饋區域即「6」之區域之值KBU6。The processing in step S14 is performed in the order shown in FIG. 8, and in step S31 of FIG. 8, the KBU area KBUZN is set to "11", and in the next step S32, the correction coefficient is changed with time. KBUN is set to the value KBU6 of the area of the O 2 feedback area adjacent to the above-mentioned area "11", that is, "6".
而且，參數計算部39，係於上述O2 反饋區域以外之負荷區域，將上述反饋校正係數KO2定為「1」，並且將上述經時變化對應校正係數KBU定為鄰接之O2 反饋區域中之值，從而計算綜合校正係數KT(=KO2×KBU)，且於圖6中，在O2 反饋區域以外且標註編號「0」之負荷區域，選擇O2 反饋區域「1」中之經時變化對應校正係數KBU1，在O2 反饋區域以外且標註編號「7」之負荷區域，選擇O2 反饋區域「2」中之經時變化對應校正係數KBU2，在O2 反饋區域以外且標註編號「8」之負荷區域，選擇O2 反饋區域「3」中之經時變化對應校正係數KBU3，在O2 反饋區域以外且標註編號「9」之負荷區域，選擇O2 反饋區域「4」中之經時變化對應校正係數KBU4，在O2 反饋區域以外且標註編號「10」之負荷區域，選擇O2 反饋區域「5」中之經時變化對應校正係數KBU5，在O2 反饋區域以外且標註編號「11」之負荷區域，選擇O2 反饋區域「6」中之經時變化對應校正係數KBU6。Further, the parameter calculation unit 39 sets the feedback correction coefficient KO2 to "1" in the load region other than the O 2 feedback region, and sets the temporal change corresponding correction coefficient KBU as the adjacent O 2 feedback region. The value is calculated to calculate the integrated correction coefficient KT (=KO2 × KBU), and in Fig. 6, the time zone in the O 2 feedback region "1" is selected in the load region other than the O 2 feedback region and labeled with the number "0". changes corresponding to the correction coefficient KBU1, other than the O 2 feedback area and are numbered load range "7", the selected O 2 feedback area corresponding changes "2" in the corrected coefficient KBU2, other than the O 2 feedback area and are numbered " load region 8 ", the selected O 2 feedback area" corresponding to 3 'in the change over correction coefficient KBU3, other than the O 2 feedback area and are numbered "load region 9", the selected O 2 feedback area "4" in the change with time corresponding to a correction coefficient KBU4, other than the O 2 feedback area and are numbered load region "10", the selected O 2 feedback area changes corresponding to the correction coefficient KBU5 when "5" in the warp, and the label outside the O 2 feedback area No. "11 The load range, selecting O 2 feedback area changes corresponding to "6" in the corrected coefficient KBU6.
圖3之步驟S15之處理，係按照圖9所示之順序執行者，且於圖9之步驟S41中，確認上一次之KBU區域KBUZN1是否與本次之KBU區域KBUZN相等，亦即確認引擎之負荷區域是否轉移，且於未轉移之情形時，於步驟S42中，使標記FZCHANGE為「0」並進入步驟S44，而於已轉移之情形時，於步驟S43中使標記FZCHANGE為「1」並進入步驟S44。The process of step S15 of FIG. 3 is performed in the order shown in FIG. 9, and in step S41 of FIG. 9, it is confirmed whether the previous KBU area KBUZN1 is equal to the current KBU area KBUZN, that is, the engine is confirmed. Whether or not the load area is shifted, and if it is not transferred, in step S42, the flag FZCHANGE is set to "0" and the process proceeds to step S44, and in the case of the transition, the flag FZCHANGE is set to "1" in step S43. Go to step S44.
步驟S44，係確認標記FKBUSFT是否為「1」。該標記FKBUSFT係於引擎之負荷區域逐步轉移過程中成為「1」，而於並未逐步轉移時成為「0」者，且當判斷FKBUSFT為「0」時則進入步驟S45，並確認標記FZCHANGE是否為「1」，當判斷標記FZCHANGE為「1」時則進入步驟S46。步驟S46，係確認標記F1STZX是否為「1」，而該標記F1STZX，係表示於引擎啟動後有無實施KBU區域之判斷者，且於KBU區域之判斷實施完成時，標記F1STZX成為「1」。而且，當步驟S46中判斷標記F1STZX為「0」，當未實施KBU區域之判斷而在步驟S46判斷時，則於步驟S47中執行基本模式轉移時之KBU處理。又，當步驟S46中判斷已完成實施KBU區域之判斷時，由步驟S46進入步驟S48，執行轉移負荷區域時使經時變化對應校正係數KBU逐步轉移之處理。In step S44, it is confirmed whether or not the flag FKBUSFT is "1". The flag FKBUSFT is "1" in the gradual transfer process of the load region of the engine, and becomes "0" when it is not gradually transferred. When it is judged that FKBUSFT is "0", the process proceeds to step S45, and it is confirmed whether the flag FZCHANGE is If it is "1", when the judgment flag FZCHANGE is "1", the process proceeds to step S46. In step S46, it is confirmed whether or not the flag F1STZX is "1", and the flag F1STZX indicates whether or not the judger of the KBU area is executed after the engine is started, and when the judgment of the KBU area is completed, the flag F1STZX becomes "1". When the determination flag F1STZX is "0" in step S46, and the determination of the KBU area is not performed and the determination is made in step S46, the KBU processing at the time of the basic mode transition is executed in step S47. Further, when it is judged in step S46 that the determination of the execution of the KBU area has been completed, the process proceeds from step S46 to step S48, and the process of shifting the time-dependent change corresponding correction coefficient KBU stepwise is performed when the transfer load area is executed.
又，當步驟S44中，判斷標記FKBUSFT為「1」，引擎之負荷區域為逐步轉移過程中時，則由步驟S44進入步驟S49，且於該步驟S49中判斷標記FZCHANGE是否為「1」，於判斷標記FZCHANGE為「0」時，則由步驟S49進入步驟S50，執行在同一區域內使經時變化對應校正係數KBU逐步轉移之處理，而於步驟S49中判斷標記FZCHANGE為「1」時，則由步驟S49進入步驟S51，執行在使經時變化對應校正係數KBU逐步轉移之中途切換負荷區域時之處理。Further, when it is determined in step S44 that the flag FKBUSFT is "1" and the load region of the engine is in the step-by-step transition process, the process proceeds from step S44 to step S49, and in step S49, it is judged whether or not the flag FZCHANGE is "1". When the judgment flag FZCHANGE is "0", the process proceeds to step S50 in step S49, and the process of gradually shifting the time-dependent change corresponding correction coefficient KBU in the same area is performed, and when it is judged in step S49 that the flag FZCHANGE is "1", The process proceeds from step S49 to step S51, and processing is performed when the load region is switched in the middle of the gradual shift of the time-dependent change corresponding correction coefficient KBU.
圖9之步驟S47之處理，係按照圖10所示之順序執行者，且於圖10之步驟S61中，使經時變化對應校正係數KBU為本次之負荷區域之經時變化對應校正係數KBUN，於其次之步驟S62中，將標記FZCHANGE定為「0」，將標記F1STZX定為「1」。The processing of step S47 of FIG. 9 is performed in the order shown in FIG. 10, and in step S61 of FIG. 10, the time-dependent change corresponding coefficient KBU of the current load region is corrected by the correction coefficient KUN. In the next step S62, the flag FZCHANGE is set to "0", and the flag F1STZX is set to "1".
又，圖9之步驟S48之處理，係按照圖11所示之順序執行者，且於圖11之步驟S71中，確認上一次之經時變化對應校正係數KBU1是否為轉移目的地之負荷區域之經時變化對應校正係數KBUN亦即目標值以下(KBU1≦KBUN)。繼而，於KBUN＜KBU1時，在步驟S72中使標記FKBUINC為「0」，以實施使經時變化對應校正係數KBU減少之處理。Further, the processing of step S48 of FIG. 9 is performed in the order shown in FIG. 11, and in step S71 of FIG. 11, it is confirmed whether or not the previous time-dependent change corresponding to the correction coefficient KBU1 is the load region of the transfer destination. The time-dependent change corresponds to the correction coefficient KBUN, which is equal to or less than the target value (KBU1≦KBUN). Then, when KBUN<KBU1, the flag FKBUINC is set to "0" in step S72, and a process of reducing the time-dependent change corresponding correction coefficient KBU is performed.
於其次之步驟S73中，自上一次之經時變化對應校正係數KBU1減去特定值DKBUSFT，定為經時變化對應校正係數KBUN之緩衝KBUBUF，且於步驟S74中，判斷上述緩衝KBUBUF是否達到轉移目的地之負荷區域之經時變化對應校正係數KBUN以下。而且，於確認KBUBUF≦KBUN時，於步驟S75中將轉移目的地之負荷區域之經時變化對應校正係數KBUN定為經時變化對應校正係數KBU，進而於步驟S76中使標記KBUSFT為「0」，使標記HZCHANGE為「0」。In the next step S73, the previous time change corresponding to the correction coefficient KBU1 minus the specific value DKBUSFT is determined as the buffer KBUBUF corresponding to the correction coefficient KBUN over time, and in step S74, it is determined whether the buffer KBUBUF has reached the transfer. The time-dependent change of the load area of the destination corresponds to the correction coefficient KBUN or less. When the KBUBUF ≦ KBUN is confirmed, the time-dependent change corresponding correction coefficient KBUN of the load region of the transfer destination is determined as the temporal change corresponding correction coefficient KBU in step S75, and the flag KBUSFT is set to "0" in step S76. , making the mark HZCHANGE "0".
又，於步驟S74中確認KBUBUF＞KBUN時，由步驟S74進入步驟S77，且於步驟S77中將緩衝KBUBUF定為經時變化對應校正係數KBU，於步驟S78中，使標記KBUSFT為「1」，使標記HZCHANGE為「0」。When it is confirmed in step S74 that KBUBUF>KBUN, step S74 proceeds to step S77, and in step S77, buffer KBUBUF is set as the temporal change corresponding correction coefficient KBU, and in step S78, flag KBUSFT is set to "1". Make the mark HZCHANGE "0".
又，於步驟S71中確認KBU1≦KBUN時，於步驟S79中使標記FKBUINC為「1」，以實施使經時變化對應校正係數KBU增大之處理。When KBU1≦KBUN is confirmed in step S71, the flag FKBUINC is set to "1" in step S79, and a process of increasing the time-dependent change corresponding correction coefficient KBU is performed.
於其次之步驟S80中，使上一次之經時變化對應校正係數KBU1與特定值DKBUSFT相加，定為經時變化對應校正係數KBUN之緩衝KBUBUF，且於步驟S81中，判斷上述緩衝KBUBUF是否達到轉移目的地之負荷區域之經時變化對應校正係數KBUN以上。而且，於確認KBUBUF≧KBUN時，於步驟S82中將轉移目的地之負荷區域之經時變化對應校正係數KBUN定為經時變化對應校正係數KBU，進而於步驟S83中使標記KBUSFT為「0」，使標記HZCHANGE為「0」。In the next step S80, the previous time-dependent change correction coefficient KBU1 is added to the specific value DKBUSFT, and is determined as the buffer KBUBUF corresponding to the correction coefficient KBUN over time, and in step S81, it is determined whether the buffer KBUBUF is reached. The time-dependent change of the load area of the transfer destination corresponds to the correction coefficient KBUN or more. When the KBUBUF ≧ KBUN is confirmed, the time-dependent change corresponding correction coefficient KBUN of the load region of the transfer destination is determined as the temporal change corresponding correction coefficient KBU in step S82, and the flag KBUSFT is set to "0" in step S83. , making the mark HZCHANGE "0".
又，於步驟S81中確認KBUBUF＜KBUN時，由步驟S81進入步驟S82，且於步驟S84中將緩衝KBUBUF定為經時變化對應校正係數KBU，於步驟S85中，使標記KBUSFT為「1」，使標記HZCHANGE為「0」。When it is confirmed in step S81 that KBUBUF < KBUN, step S81 proceeds to step S82, and in step S84, buffer KBUBUF is set as the temporal change corresponding correction coefficient KBU, and in step S85, flag KBUSFT is set to "1". Make the mark HZCHANGE "0".
根據如此之步驟S71～S85之處理，於引擎負荷在區域間產生轉移時，執行如下處理：將轉移目的地之負荷區域之經時變化對應校正係數KBUN作為目標值，每隔例如曲軸角之720度，自經時變化對應校正係數KBU減去特定值DKBUSFT，或者使經時變化對應校正係數KBU與特定值DKBUSFT相加，從而使經時變化對應校正係數KBU逐步接近上述目標值。According to the processing of the steps S71 to S85, when the engine load is shifted between regions, the following processing is performed: the time-dependent change corresponding to the load region of the transfer destination is corrected as the target value, for example, 720 of the crank angle. The degree of change from the menstrual time corresponds to the correction coefficient KBU minus the specific value DKBUSFT, or the time-dependent change corresponding correction coefficient KBU is added to the specific value DKBUSFT, so that the time-dependent change corresponding correction coefficient KBU gradually approaches the above target value.
又，圖9之步驟S50及步驟S51係執行與上述圖11所示之次常式相同之處理者，且於步驟S50中，亦於區域切換後，執行藉由特定值DKBUSFT之相加或相減而使經時變化對應校正係數KBU逐步變化之處理，而於步驟S51中，於使經時變化對應校正係數KBU逐步轉移之中途負荷區域切換時，執行藉由特定值DKBUSFT之相加或相減而使經時變化對應校正係數KBU朝向新轉移目的地之負荷區域中之目標值逐步變化之處理。Further, in step S50 and step S51 of FIG. 9, the same processor as the subroutine shown in FIG. 11 described above is executed, and in step S50, the addition or phase by the specific value DKBUSFT is also performed after the area switching. In addition, the process of gradually changing the correction coefficient KBU over time is changed, and in step S51, when the time-varying change corresponding coefficient KBU is gradually shifted, the load region is switched by the specific value DKBUSFT. Instead, the process of changing the time-dependent change correction coefficient KBU toward the target value in the load region of the new transfer destination is gradually changed.
於基本噴射量計算手段34中，基於映射表33使基本燃料噴射量為TO時，於校正手段36中，求出校正燃料噴射量T1作為(TO×KT)，最終燃料噴射時間計算手段37求出與最終之燃料噴射量(TO×KT)對應之燃料噴射時間。亦即，控制單元C，係進行用以基於氧氣感測器32之檢測值使空燃比接近目標空燃比之學習控制，從而控制來自上述燃料噴射閥22之燃料噴射量。In the basic injection amount calculation means 34, when the basic fuel injection amount is TO based on the map table 33, the corrected fuel injection amount T1 is obtained as (TO × KT) in the correction means 36, and the final fuel injection time calculation means 37 seeks The fuel injection time corresponding to the final fuel injection amount (TO × KT). That is, the control unit C performs learning control for bringing the air-fuel ratio closer to the target air-fuel ratio based on the detected value of the oxygen sensor 32, thereby controlling the fuel injection amount from the fuel injection valve 22.
繼而，對該實施形態之作用進行說明，控制單元C，係同時對包含複數個O2 反饋區域之複數個負荷區域之每一個區域，獨立進行如下燃料噴射控制，而於上述O2 反饋區域以外之上述負荷區域中則使用與該負荷區域相鄰之上述O2 反饋區域之學習值進行燃料噴射量之控制，上述燃料噴射控制係基於節流閥口徑及引擎轉數規定用以使空燃比達到目標空燃比之基本燃料噴射量，並且將根據氧氣感測器32之檢測值而定之反饋校正係數KO2、與一面以根據內燃機E之經時變化而變化之方式學習一面對每一引擎負荷進行規定之經時變化對應校正係數KBU，乘以基本燃料噴射量，藉此，至少無需基於吸氣壓以及大氣壓便獲得燃料噴射量。Next, the operation of the embodiment will be described. The control unit C simultaneously performs the following fuel injection control for each of the plurality of load regions including the plurality of O 2 feedback regions, and is outside the O 2 feedback region. In the load region, the fuel injection amount is controlled by using the learned value of the O 2 feedback region adjacent to the load region, and the fuel injection control is used to achieve the air-fuel ratio based on the throttle valve diameter and the number of engine revolutions. The basic fuel injection amount of the target air-fuel ratio, and the feedback correction coefficient KO2 according to the detected value of the oxygen sensor 32 is learned to face each engine load in a manner that changes according to the elapsed time of the internal combustion engine E. The prescribed temporal change corresponds to the correction coefficient KBU multiplied by the basic fuel injection amount, whereby at least the fuel injection amount is not required to be obtained based on the suction pressure and the atmospheric pressure.
因此，控制單元C，由於至少無需基於吸氣壓以及大氣壓便進行燃料噴射控制，故而，於燃料噴射控制系統中不必使用吸氣壓感測器以及大氣壓感測器，因此一方面達成系統之成本下降以及零件件數之減少，一方面於O2 反饋區域以外之負荷區域，則使用與該負荷區域相鄰之O2 反饋區域之學習值進行燃料噴射量控制，因而，即便於O2 反饋區域以外之區域，亦可進行反映內燃機之經時變化之燃料噴射之空燃比控制。尤其於低節流閥口徑之區域，可實施掌握內燃機E之摩擦變化、及煤炭對節流閥閥體21之附著造成吸入量變化等引擎之劣化之空燃比控制，又，於高節流閥口徑之區域，雖存在節流閥感測器26之輸出偏差之特性依存於節流閥口徑之傾向，但可藉由參照接近該節流閥口徑之O2 反饋區域而設定合適之空燃比。Therefore, since the control unit C does not need to perform fuel injection control based on at least the intake air pressure and the atmospheric pressure, it is not necessary to use the suction air pressure sensor and the atmospheric pressure sensor in the fuel injection control system, thereby achieving a system cost reduction on the one hand and reduce the number of parts of, on the one hand to a load region other than the O 2 feedback area, used adjacent to the load range of the O 2 feedback area learning value of the fuel injection amount control, and therefore, even if the outside of the O 2 feedback area In the area, the air-fuel ratio control of the fuel injection reflecting the change over time of the internal combustion engine can also be performed. In particular, in the region of the low throttle valve diameter, it is possible to carry out the air-fuel ratio control that grasps the friction change of the internal combustion engine E and the deterioration of the engine caused by the change in the suction amount of the coal to the throttle valve body 21, and the high throttle valve. In the area of the aperture, although the characteristic of the output deviation of the throttle sensor 26 depends on the throttle diameter, the appropriate air-fuel ratio can be set by referring to the O 2 feedback area close to the throttle diameter.
又，控制單元C，係於O2 反饋區域中，使用上述反饋校正係數KO2以及上述經時變化對應校正係數KBU執行燃料噴射控制，而於上述O2 反饋區域以外之負荷區域中，將上述反饋校正係數KO2定為「1」，並且將上述經時變化對應校正係數KBU定為鄰接之O2 反饋區域中之值，進行燃料噴射控制，因此，可防止O2 反饋區域以外之空燃比之稀油化。Further, the control unit C, based on the O 2 feedback area using the feedback correction coefficient KO2 and the corresponding change in the correction coefficient when said over KBU performs fuel injection control, while the load region other than the above-mentioned O 2 feedback area, the above feedback The correction coefficient KO2 is set to "1", and the above-described temporal change corresponding correction coefficient KBU is set to a value in the adjacent O 2 feedback region, and fuel injection control is performed, thereby preventing the air-fuel ratio from being outside the O 2 feedback region. Oiling.
又，由於O2 反饋區域設定為隨著節流閥口徑變小而變得越狹窄，因此，可於易於受到旁通閥等劣化影響之低節流閥口徑區域中進行細微之學習控制，從而實施更合適之空燃比控制。Further, since the O 2 feedback region is set to be narrower as the throttle valve diameter becomes smaller, fine learning control can be performed in the low throttle valve diameter region which is susceptible to deterioration such as a bypass valve. Implement a more appropriate air-fuel ratio control.
又，控制單元C，係規定複數個負荷區域彼此之邊界具有滯後，因此，可防止邊界附近產生震顫。Further, the control unit C specifies that the boundary between the plurality of load regions has a hysteresis, so that chattering near the boundary can be prevented.
進而，控制單元C，係於引擎之運轉狀態在複數個負荷區域間轉移時，以逐步接近新轉移目的地之負荷區域之值之方式進行燃料噴射控制，因此，可抑制引擎之運轉狀態在負荷區域間轉移時燃料噴射量產生急遽變化。Further, the control unit C performs the fuel injection control so as to gradually approach the value of the load region of the new transfer destination when the engine is in operation between the plurality of load regions, thereby suppressing the operation state of the engine from being loaded. There is a sudden change in the amount of fuel injected during the inter-regional transfer.
以上，對本發明之實施形態進行了說明，但本發明並非限定於上述實施形態，只要不脫離申請專利範圍記載之本發明，便可實施各種設計變更。The embodiments of the present invention have been described above, but the present invention is not limited to the above embodiments, and various design changes can be made without departing from the invention described in the claims.
11．．．汽缸內徑11. . . Cylinder inner diameter
12．．．活塞12. . . piston
13．．．燃燒室13. . . Combustion chamber
14．．．吸氣裝置14. . . Suction device
15．．．排氣裝置15. . . Exhaust
16．．．汽缸蓋16. . . cylinder head
17．．．吸氣通路17. . . Inspiratory pathway
18．．．排氣通路18. . . Exhaust passage
19．．．作為選擇手段之轉把19. . . As a means of choice
20．．．火星塞20. . . Mars plug
21．．．節流閥閥體twenty one. . . Throttle valve body
22．．．燃料噴射閥twenty two. . . Fuel injection valve
25．．．觸媒轉化器25. . . Catalytic converter
26．．．節流閥感測器26. . . Throttle sensor
27．．．旁道通路27. . . Bypass
28．．．致動器28. . . Actuator
29．．．曲柄軸29. . . Crankshaft
30．．．轉數感測器30. . . Revolution sensor
31．．．水溫感測器31. . . Water temperature sensor
32．．．氧氣感測器32. . . Oxygen sensor
33．．．映射表33. . . Mapping table
34．．．基本噴射量計算手段34. . . Basic injection quantity calculation means
35．．．反饋校正係數計算手段35. . . Feedback correction coefficient calculation means
36．．．校正手段36. . . Correction means
37．．．最終燃料噴射時間計算手段37. . . Final fuel injection time calculation method
38．．．濃稀判定部38. . . Thick and thin judgment department
39．．．參數計算部39. . . Parameter calculation unit
40．．．非揮發性記憶部40. . . Non-volatile memory
C．．．控制單元C. . . control unit
E．．．內燃機E. . . internal combustion engine
圖1係表示內燃機之整體構成之圖。Fig. 1 is a view showing the overall configuration of an internal combustion engine.
圖2係表示控制單元之構成之方塊圖。Figure 2 is a block diagram showing the construction of a control unit.
圖3係表示規定引擎之每一負荷區域之反饋校正係數以及經時變化對應校正係數之順序之流程圖。Fig. 3 is a flow chart showing the order of the feedback correction coefficient for each load region of the engine and the order of the corresponding correction coefficients over time.
圖4係表示用以檢索引擎之負荷區域之映射表之圖。4 is a diagram showing a mapping table for searching a load area of an engine.
圖5係表示O2 反饋區域之圖。Figure 5 is a diagram showing the O 2 feedback area.
圖6係重疊表示圖4以及圖5之圖。Fig. 6 is a view in which Fig. 4 and Fig. 5 are overlapped.
圖7係表示於以未達設定下限節流閥口徑而設定之複數個引擎負荷區域中規定反饋校正係數以及經時變化對應校正係數之次常式之流程圖。Fig. 7 is a flow chart showing a subroutine for specifying a feedback correction coefficient and a time-dependent change corresponding correction coefficient in a plurality of engine load regions set to a lower limit throttle valve diameter.
圖8係表示於以設定上限節流閥口徑以上而設定之複數個引擎負荷區域中規定反饋校正係數以及經時變化對應校正係數之次常式之流程圖。8 is a flow chart showing a subroutine for specifying a feedback correction coefficient and a time-dependent change corresponding correction coefficient in a plurality of engine load regions set to set the upper limit throttle valve diameter or more.
圖9係表示規定引擎負荷區域轉移時之處理順序之次常式之流程圖。Fig. 9 is a flow chart showing a subroutine for specifying the processing order when the engine load region is shifted.
圖10係表示規定基本模式轉移時之處理順序之次常式之流程圖。Fig. 10 is a flow chart showing the subroutine of the processing sequence for specifying the basic mode transition.
圖11係表示規定隨著引擎負荷區域轉移使經時變化對應校正係數逐步變化之順序之次常式之流程圖。Fig. 11 is a flow chart showing a subroutine for specifying the order in which the correction coefficient is gradually changed in accordance with the engine load region transition.
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| US9291526B2 (en) | 2012-11-12 | 2016-03-22 | Kerdea Technologies, Inc. | Oxygen sensing method and system |
| CN106536902B (en) * | 2014-07-15 | 2019-06-11 | 本田技研工业株式会社 | The fuel supply system of internal combustion engine |
| DE102014217112A1 (en) * | 2014-08-28 | 2016-03-03 | Robert Bosch Gmbh | Method for adapting a common rail injection system of an internal combustion engine |
| US9845759B2 (en) * | 2015-12-07 | 2017-12-19 | GM Global Technology Operations LLC | System and method for inducing a fuel system fault |
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| JP2759545B2 (en) * | 1990-05-07 | 1998-05-28 | 株式会社ユニシアジェックス | Air-fuel ratio control device for internal combustion engine |
| JPH04318246A (en) * | 1991-04-18 | 1992-11-09 | Japan Electron Control Syst Co Ltd | Air-fuel ratio study control device for internal combustion engine |
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| JP4453538B2 (en) * | 2004-12-16 | 2010-04-21 | トヨタ自動車株式会社 | Fuel injection control device for internal combustion engine |
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