WO2005124135A1 - 内燃機関の制御装置 - Google Patents
内燃機関の制御装置 Download PDFInfo
- Publication number
- WO2005124135A1 WO2005124135A1 PCT/JP2005/010692 JP2005010692W WO2005124135A1 WO 2005124135 A1 WO2005124135 A1 WO 2005124135A1 JP 2005010692 W JP2005010692 W JP 2005010692W WO 2005124135 A1 WO2005124135 A1 WO 2005124135A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- value
- air
- engine
- parameter
- correction
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L13/0021—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of rocker arm ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
-
- 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
-
- 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
-
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/34423—Details relating to the hydraulic feeding circuit
- F01L2001/34426—Oil control valves
- F01L2001/3443—Solenoid driven oil control valves
-
- 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
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
-
- 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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
- F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
Definitions
- 0001 which relates to the arrangement of an internal combustion engine for controlling the amount of air taken in via a variable structure and for controlling the period.
- a sensor that detects the air flow rate in the air passage of the internal combustion engine a crank sensor that detects the state of the crank, an access sensor (an access sensor that detects the access and the row of the access pedal, a signal from these sensors)
- the engine calculates the engine based on the signal of the crank sensor, and calculates the intake air volume based on the signal of the a sensor.
- a stop and a toe structure are provided. The stop structure allows the air flow in the intake passage to be freely changed, and the variable toe structure allows the inlet valve to be freely changed. You.
- the air volume is controlled by the method as described below. First, it is determined how much the internal combustion engine is under the operating load based on the engine, the access and the air volume. Then, when it is determined that the internal combustion engine is in a rotation including an idle battle, the engine is controlled to a predetermined engine through the variable engine structure, and the stop valve is controlled through the engine structure. The opening is controlled to a value according to the engine and access. On the other hand, when it is determined that the internal combustion engine is in the middle rotation load range, the stop valve is controlled to the fully open state, and the throttle valve is controlled to a value corresponding to the engine and the access.
- the engine and the air volume are used as the parameters representing the load of the internal combustion engine, and the cutoff value of the ignition period is predicted for the load parameter.
- a method using a pump has been used, and it is determined that the ignition period is controlled by such a control method even in the large-diameter fuel engine described above.
- the degree of ignition control is reduced because the intake air volume cannot be properly calculated due to the length of the sensor.
- the sensor is provided with a sensor for detecting an air flow rate in the intake passage, a sensor for detecting the air flow, a sensor for detecting () with respect to a crank for opening and closing the intake valve, a crank sensor, and the like.
- the internal combustion engine is provided with a large-diameter air passage, and a variable structure and a structure. In this fuel engine, the variable G and the phase are freely changed by the variable G and the structure, and as a result, the intake air volume is freely changed. 008 In this setting, the intake air volume is
- the reliability of the sensor will decrease, and the volume will not accurately represent the actual volume, and will deviate from the actual volume. There is. If such a condition occurs, the load that uses the air volume as the intake air volume may not be able to calculate the fuel and the period properly, and the degree of control may be reduced. Physically, incorrect and incorrect periods can lead to unstable combustion and reduced combustion rates.
- the amount of air sucked into the internal combustion engine is controlled through a variable structure, and the fuel supplied into the combustion is controlled, so that the combustion in the combustion is controlled.
- Detection of operation parameters that indicate the state of the variable structure in the location of the internal combustion engine controlled by aiki The operation of the lame stage, the lame stage for detecting the lame represented by the gas flowing through the air passage of the internal combustion engine, the target stage for controlling the air-fuel mixture, the target stage for calculating the air-fuel mixture, To control to become the goal of
- a control device characterized by comprising:
- the lamella for controlling the air-fuel mixture so as to become the target is output according to the lamella represented by the gas flowing through the air passage of the internal combustion engine.
- the operation parameter representing the state of the variable structure is corrected, and the fuel supplied into the combustion is determined according to the corrected operation parameter and the parameter.
- the amount of air sucked into the vehicle is freely changed by the variable structure. Therefore, the operation parameter representing the state of the variable structure corresponds to the amount of air sucked into the vehicle, and therefore, During operation, deviations of the operating parameters from the actual values can result in deviations of the target for the fuel / air mixture.
- the empty radiator is given as an indication that the air-fuel mixture is controlled to become the target of the air-fuel mixture in accordance with the radiator, that is, that the air-fuel ratio is controlled in the direction of the shift on the inward or the inward side. Reflect the deviation.
- the value of the parameter is a value representing the gas flowing through the air passage of the internal combustion engine, if the control is performed so as to become the target of the mixture, the value of
- the deviation between the actual operation value and the actual operation value can be properly corrected by correcting the operation value or the operation value according to the value.
- the detection dot in the operation Even if the operating parameter deviates from the actual value due to the contamination of the components in the system, the fuel is properly determined while compensating for the effect of the deviation. be able to.
- Control can be performed appropriately and stable and stable gas properties can be secured.
- a control representing the state of the air-fuel mixture is calculated based on the correction, the lamella and the lamella, and is calculated by applying a predetermined process to the control. Data.
- the control that expresses the state is issued based on the radiator and the radiator, and by applying a predetermined process to this
- the operating parameters are corrected accordingly.
- the state of the engine fluctuates in an oscillatory manner between the on-side direction and the on-side direction.
- the data also fluctuates in an oscillating manner, and the above-mentioned oscillating fluctuations also occur. Therefore, when the operation parameters are corrected using such control, the value obtained by correcting the operation parameters also fluctuates in an oscillating manner. Driving may be reduced.
- the operation parameters are corrected in accordance with the predetermined control, so that the control vibrates fluctuately with the operation or combustion state in the internal combustion engine. In such a case, the operating parameters can be properly corrected while avoiding the effects. As a result, the air can be controlled with a good control degree, and good operation can be secured.
- the statistics are at the predetermined values, the statistics
- the operating parameters are corrected according to the statistics so that is within the specified range, and when the statistics are within the specified range, the operating parameters are set to a constant value. Carry.
- the degree of control may be reduced, or the gas may deteriorate.
- the operation parameters are corrected according to the statistics so that the statistics are in the predetermined range, and the statistics are in the predetermined range.
- the of the operation parameter is kept at a constant value. Therefore, by maintaining the constant range at a constant value by reducing the deviation from the actual value of the corrected operation parameter by the correct processing of the operation parameter by the correct processing of the operation parameter.
- the control can be performed while avoiding the above-described interference of the above two factors by setting the value within the range of statistics so that the degree of control does not decrease. Thereby, the degree of control can be improved, and the gas property can be improved.
- the fuel cell system further includes an air flow stage for detecting an amount of air flowing in an air passage of the internal combustion engine, and a load lame stage for detecting a lame indicative of a load of the internal combustion engine.
- the load ram is in the predetermined range, it is determined according to the compensated operation ram and the ram, and when the load ram is in the predetermined two different predetermined ranges, it is determined according to the air and the ram.
- the fuel and the load ram are in the predetermined ranges, the fuel and the load ram are determined in accordance with the corrected operation ram and the ram, and the load ram is in the predetermined different two ranges. Sometimes it is determined according to the detected air and its parameters.
- the predetermined operation area is set to the corrected operation parameter.
- the amount of air taken into the internal combustion engine is controlled through a variable structure, and the position of the internal combustion engine that controls and controls the aeration in the combustion. And an operation to detect the operation of the variable air conditioner, an operation to detect the amount of air flowing through the air passage of the internal combustion engine, and a target to control the air-fuel mixture.
- the target stage for calculating C, the control means for controlling the mixture to be the target in accordance with the radiator, and the operation radiator is corrected in accordance with the aeration rate and the radiator by the control means.
- An apparatus for an internal combustion engine is provided, comprising: a correction stage; and an ignition period determination stage that determines an ignition period according to the corrected operation parameter.
- the control means controls the mixture so as to become the target of the air-fuel mixture in accordance with the parameter representing the gas flowing through the air passage of the internal combustion engine.
- the operation parameter representing the variable configuration is corrected according to the current and the parameter, and the ignition period is determined according to the corrected operation parameter.
- the amount of air sucked into the vehicle is freely changed by the variable structure, so that the operation parameter representing the state of the variable structure corresponds to the amount of air sucked into the vehicle, and therefore, If the value of the operating parameter deviates from the actual value during the operation, the deviation of the operating parameter toward the target for the air-fuel mixture will result.
- control means to mix according to the Since it is controlled so as to become the target of the sky, the deviation of the above is reflected. Also, since the value of the parameter is a value representing the gas flowing through the air passage of the internal combustion engine, if the value is controlled to be the target of the mixture, the value is also detected as a value reflecting the above-described deviation. Is done. Accordingly, by correcting the operation parameter according to the other or the parameter, the deviation between the operation parameter and the actual parameter can be properly corrected. As a result, even if the operating value is deviated from the actual value due to the detection dots in the operating value stage, the components of the variable structure, and the contamination and changes, the error is not affected. The ignition period can be determined appropriately while compensating for the effect of the deviation. As a result, a high degree of control in ignition control can be ensured, and combustion and cost can be kept in good condition.
- control means calculates a radiator for controlling the mixture so as to be a target of the air-fuel mixture according to the radiator, and based on the correction, the radiator, and the radiator, calculates the amount of the air-fuel mixture. Calculate the control that expresses the state, calculate by applying a predetermined process to the control, and correct the operation parameters according to the statistics.
- the lamella for controlling the air-fuel mixture to be the target is output according to the lamella, and the control indicating the state of the air-fuel mixture, the lamella, and the lamella are based on the lamella.
- This is issued by applying a predetermined process to the motion, and the motion parameters are corrected in accordance with the motion.
- the control when the combustion state of the internal combustion engine or the combustion state changes, the state of the internal combustion engine fluctuates in a vibrational manner with the switch, and as a result, the lambda also fluctuates in a vibrational manner. Then, the vibration fluctuates. So, using that control When the correction is made, the vibration fluctuates, and the degree of ignition control is reduced.
- the operation parameters are corrected in accordance with the predetermined control, so that the control fluctuates vibratingly with the operation or combustion state in the internal combustion engine.
- the operating parameters can be corrected while avoiding the effects.
- the degree of ignition control can be improved, and the operation can be improved.
- the apparatus further includes an air flow stage for detecting an amount of air flowing in an air passage of the internal combustion engine, and a load lame stage for detecting a lame indicating a load of the internal combustion engine.
- the ignition period is determined according to the corrected operation parameter when the load parameter is in the predetermined range, and according to the amount of air when the load parameter is in two different predetermined ranges. To decide.
- the ignition period is determined according to the corrected operation parameter when the load parameter is in the predetermined range, and when the load parameter is in the predetermined two different ranges. Is determined according to the amount of detected air.
- the predetermined range is more reliable for the corrected operating parameter than for the air volume.
- 0025 shows the configuration of an internal combustion engine to which the control device according to the above-described embodiment is applied.
- FIG. 2 is a schematic diagram showing the configuration of two arrangements.
- FIG. 3 is a plan view showing the pneumatics of the three-fuel engine and the structure of the pneumatics.
- FIG. 4 is a plan view showing the configuration of the pneumatic structure.
- FIG. 5 (a) is a diagram showing a state in which the actuator of the actuator is at the maximum position and FIG.
- FIG. 6 (a) is a diagram showing the state of the valve when the link of the structure is at the maximum position
- FIG. 6 (b) is a diagram showing the state of the valve when the structure is at the position of position.
- 7A and 7B show the valve valve () when the 7-link is in the maximum position and the valve (2) when the link is in the minimum position.
- FIG. 9 is a diagram illustrating the to (2) of the air valve 4 when the phase is set to the maximum and the to (2) of the air valve 4 when the phase is set to the maximum.
- FIG. 10 is a block diagram showing the composition of a 10-point antenna.
- FIG. 11 is a diagram showing an example of a tip used for calculating an air volume Gc base.
- FIG. 13 is a diagram showing an example of a te used for exiting from FIG.
- FIG. 15 is a diagram illustrating the result of calculation.
- FIG. 16 is a block diagram showing the composition of a 16-point signal.
- FIG. 3 is a diagram showing an example of a base for Ca co Ca. It is a figure which shows the example of the base for 20CacoCaad. This is a flowchart showing the output processing of 21S.
- 27 is a chart showing the output processing of fco.
- FIG. 30 is a diagram illustrating an example of a te used to output a target fcd during operation.
- FIG. 3 is a diagram showing an example of a TE used for output of a target Ca cd during operation of the engine.
- FIG. 32 is a diagram illustrating an example of tips used for outputting a target fcd during operation.
- FIG. 33 is a diagram illustrating an example of a tip used for calculating a target Ca cd during operation.
- FIG. 34 is a diagram illustrating an example of tips used for driving out a target fcd during a turn.
- FIG. 35 is a diagram illustrating an example of a tip used for output of a target Ca cd during a turn.
- FIG. 38 is a schematic diagram showing the composition of the arrangements of the two states of FIG.
- FIG. 39 is a schematic diagram showing the composition of the configuration of the two states.
- FIG. 10 is a diagram illustrating the calculation of the 402 state.
- 41 is a timing chart showing an example of the result of the arrangement of the two modes.
- This engine is provided with C2 as shown in 2, and this C2 executes a control such as control according to the state of the internal combustion engine (engine 3) as described later.
- the engine 3 is an in-line 4-gas engine having four sets of gas 3a and pistons 3b (only the set), and is mounted on both of the automatic gearboxes.
- the engine 3 is provided for each 3a, and is provided with an intake port and an air valve 4 and an air valve 7, respectively, which operate the intake valve, an air valve 5 for operating the intake valve 4, an air valve 5, and a variable air that opens and closes the intake valve 4.
- It is provided with a drive 4, a power 8 and a power 9 for operating the exhaust valve 7, a drive 3 for opening and closing the exhaust valve 7, fuel, a spark plug (2), and the like.
- the stem 4a of the air valve 4 is made freely to a guide 4b, and the guide 4b is fixed to the dust 3c. Further, as shown in FIG. 4, the intake valve 4 is provided with upper and lower springs 4c and 4d and a spring 4e provided between the upper and lower springs 4c and 4d. You.
- each of the intake air force 5 and the air force force 8 is freely attached to the dust 3c via a Shina-hoda.
- an intake sprocket (() is arranged coaxially and provided in rotation.
- the sprocket is connected to the crank 3d via a shining pin, and is connected to the power 5 via a variable 7, which will be described later.
- the intake air force 5 rotates every two rotations of the crank 3d.
- the suction force 6 is provided on the suction force G5 at every 3a so as to rotate integrally therewith.
- variable pneumatic 4 is changed by The opening and closing of the intake valve 4 is changed, and the opening and closing of the intake valve 4 are changed to a floor. The details will be described later. Note that, in the present embodiment, “g” of the intake valve 4 indicates the magnitude of the intake valve 4.
- the exhaust valve 7 has a stem 7a that can be freely used as a guide 7b, and the guide 7b is fixed to the dust 3c. Further, the exhaust valve 7 includes upper and lower sponges 7c and 7d and a spung 7e provided between the upper and lower sponges 7c and 7d.
- the exhaust force 8 is provided with a sprocket (not shown) integral with the exhaust force 8 and is connected to the crank 3d via the sprocket and a thin tongue. Turn every time you turn. Further, the exhaust force 9 is provided on the exhaust force shaft 8 every 3a so as to rotate integrally therewith.
- the exhaust valve 3 is provided with the exhaust valve 3, and when the exhaust valve 3 rotates, the exhaust valve 3 opens and closes the exhaust valve 7 while resisting the force of the sponge 7e. .
- the fuel is provided for each 3a, and is attached to the dust 3c in an inclined state so that the fuel is directly injected into the combustion. That is, the engine 3 is configured as a engine.
- the fuel is also electrically connected to C2, which controls the timing and the timing, thereby controlling the fuel.
- a spark plug plate is also provided for each 3a, and is attached to the dust 3c.
- the plug is electrically connected to C2, and the C2 controls the discharge state so that aeration in the combustion is burned at a timing corresponding to the ignition period described later.
- the engine 3 is provided with a crank sensor 2 and a water temperature sensor 2.
- the crank sensor 2 is composed of a gun, a tota, and a cup. With the rotation of the crank 3d, the displacement of the crank sensor 3 is CR and f.
- This CR f signal is output at every predetermined crank (for example), and C 2 calculates (engine) of the engine 3 based on the CR f signal.
- the Cf signal is a signal indicating that the piston 3b of 3a is located at a predetermined crank position slightly before C in the intake stroke, and a predetermined cranks is output.
- the crank sensor 2 corresponds to the operation ramometer and the ramometer stage
- the ji corresponds to the load ramometer.
- the water temperature sensor 2 is composed of, for example, a sustainer, and the symbol representing the engine W is denoted by C 2.
- the engine W is the degree of cooling that circulates in the engine 3 of the engine 3.
- a stut structure is provided, and the air passage 2 a is formed with a large diameter, so that the flow resistance is set to be greater than that of a normal engine. It has been done.
- the trachea 2 is provided with a sensor 22 and a temperature sensor 23 (2).
- the sensor 22 (air flow rate) is constituted by a hot wire type meter, and the number of the air flowing through the intake passage 2a (which represents the air flow rate and G is represented by C2.
- the intake air temperature sensor 23 sets the number indicating the (temperature) of the air flowing in the intake passage 2a to C2.
- the trachea 3 of the engine 3 is provided with an upstream sensor 24 (lameter) than the Shina catalyst.
- the sensor 24 is composed of a diode and a pole, and detects the oxygen concentration in the gas flowing through the air passage 3a of the exhaust pipe 3 in an empty area ranging from a notch area to a notch area than theoretically. (A), and set the symbol representing that to C2.
- C2 calculates the C expressed in the exhaust gas based on the value of the signal of the sensor 24. This C (lame is issued as.
- variable pneumatic 4 This impatient As shown in 4, 4, 4 is composed of an intake force 5, an intake force 6, and variable 5 and 7.
- This tor 5 () is to open and close the air valve 4 with the rotation of the inspiratory force tor 5 and to change tor f to a predetermined large value a minimum f without a floor.
- the actuator 6 ((a5 (b, etc.) that simultaneously drives these ink-cams 5.
- the arm 5 is composed of a lock arm 52 and upper and lower links 5354.
- the link 53 is freely rotatably attached to the car arm 52 via the and 55, and is freely mounted to the car arm 56.
- the arm 56 is attached to the pad 3c via a paddle holder.
- a rack 57 is freely provided.
- This 57 corresponds to the surface of the intake power 6, and when the intake power 6 rotates, it rolls on the intake power 6 while being pressed against the surface. As a result, the arm 52 is driven in the direction, and the link 53 rotates around the car arm 56.
- an adjust bolt 52a is attached to the end of the arm 52 on the side of the air valve 4.
- the link 54 is rotatably attached to the collar 52 via a hook 58, and a link 59 is freely attached to the collar 54.
- the link 54 is connected to an arm 65 to be described later of the actuator 6 via the link 59.
- the actuator 6 is provided with a nut 6, a nut 62, a link 63, an am 64, an am 65 and the like as shown in (a) and 5 (b).
- the terminal 6 is connected to C 2 and is disposed on the engine 3 side of the engine 3.
- the turning shaft is a screw 6 a on which a male screw is formed, and a nut 62 is formed on the screw 6 a.
- the nut 62 is connected to the arm 64 via the link 63.
- the link 63 is freely attached to the nut 62 via a pin 63a, and is freely attached to the arm 64 via a pin 63b.
- it is attached to the arm 65 via the arm 64 and the arm 66.
- This 66 is formed in a cross-sectional shape, penetrates through the dock 3 of the engine 3, and is freely supported by this. Along with the 66, the Am 64 and the Am 65 rotate together with this.
- connection 59 described above is freely attached to the arm 65, whereby the arm 65 is connected to the link 54 via the connection 59. This will be explained with reference to the work of the variable g5 configured in the above.
- the range of the link 54 is also restricted between the point indicated by the solid line at 4 and the point indicated at 2 at 4.
- the intake valve 4 is at a higher f when the link 54 is at the maximum position than when it is at the maximum position.
- the intake valve 4 has its large value a when the link 54 is at the maximum position, according to the line 7 shown by the line 7.
- the tof f indicates the f in accordance with the 7-2 line, and in the 5th, the link via the actuator 6
- the toe 5 is provided with a safety structure.
- the toe f is set to ffs, which will be described later, or when the toe f from C2 is actuated due to disconnection or the like.
- the operation of the variable 5 is performed. In other words, the modification of the variable f by the variable variable 5 is prohibited, and the variable f is kept at the minimum value f.
- this f is set to a value that can secure a predetermined Gc fs described later as the intake air amount when Ca is held at a value described below.
- the constant Gc fS (constant value) is set to a value that allows the vehicle to appropriately perform idling and engine movement while the vehicle is stopped, and to maintain a low-speed traveling state during traveling.
- the engine 3 is provided with a sensor 25 (2).
- 25 detects 66, that is, of A65, and assigns that number to C2.
- C 2 calculates G f based on the number of the sensor 25.
- the sensor 25 operates.
- f corresponds to the operation stage, and f corresponds to the operation lame and the lame stage.
- Numeral 7 changes the relative phase () Ca of the intake air force 5 with respect to the crank 3d to advance or retard to the floor, and is provided at the end of the intake air force 5 on the side of the sprocket.
- the variable 7 includes a housing 7, three blades 72, a hydraulic pump 73, and an electromagnetic 74.
- the housing 7 is integrally formed with a suction sprocket on the suction force 5 and is provided with three 7a formed at equal intervals from each other.
- Numeral 72 is coaxially attached to the end on the side of the spout of the intake power G5, extends radially from the intake power G5 to external force, and is rotatably accommodated in the housing 7. Further, in the case 7, 75 of 3 and 76 of 3 are formed between 7 a and 72.
- Pom 73 is a machine connected to the crank 3d, and when the crank 3d rotates, the oil stored in the oil 3e of the engine 3 is introduced through the portion 77c. In this state, the electric power is supplied to the electromagnetic unit 74 via the glue 77c.
- 0061 74 is a combination of spurs 74 and 74b, which are connected to 75 and 76 via 77a and 77b, respectively, and the hydraulic pressure supplied from the hydraulic pump 73 is referred to as Pad and P, respectively. , 75 and 76 respectively.
- 74b 74b is electrically connected to C2, as described by C2
- the sp 74a moves within a predetermined movement range according to the sp and Ca, Also shift Pad and P.
- the electromagnetic 74 is controlled while the hydraulic pump 73 is in operation.
- Actuating in response to Ca causes the Pad to be supplied to 75 and the retard P to be supplied to the retard 76, thereby changing the relative phase between the 72 housing 7 to advance or retard.
- the aforementioned Ca causes the Pad to be supplied to 75 and the retard P to be supplied to the retard 76, thereby changing the relative phase between the 72 housing 7 to advance or retard.
- this 7 is provided with a buckle structure.
- this fixed value is set to a value that can secure a predetermined Gcs as the intake air volume when the torque f is kept at the minimum f.
- the variable f 5 is changed to the floor by the variable to 5 and the Ca, that is, the timing of the pneumatic valve 4 is changed by the variable 7 to the aforementioned timing. Between and will be changed to the floor. Further, as described later, C f controls Ca and f via the variable to 5 and 7, respectively, thereby controlling the intake air volume.
- a sensor 26 (2) is provided on the opposite side of the intake power G5. The sensor 26 is composed of, for example, a grenator and a cup, and the sensor 26 is driven by the rotation of the intake air force 5.
- the issue number C is changed to C 2 for each predetermined (for example).
- C 2 Calculates Ca based on this C and the aforementioned CR number.
- the sensor 26 corresponds to the operating lamella and the ramometer stage
- Ca corresponds to the operating ram and the ramometer.
- an access sensor 27 and an antenna switch (G SW and 28 are connected to C 2.
- 0067 2 is composed of an icon consisting of a CPR RO and one interface (without any deviation).
- the engine 3 Determine the status and execute various controls. Specifically, C2 performs and controls according to the driving state, as described later.
- the correction values co and Ca co are calculated, and through the variable values 5 and 7,
- the intake air volume is controlled.
- C2 is used as the operating lame stage, the empty lame stage, the target stage, the empty lame stage, the correction stage, the fuel stage, the load lame stage, the air control means, and the period determining stage. Equivalent to.
- LA is fuel
- ignition means determine ignition period Corresponds to a step.
- this fuel calculates the fuel () for each fuel.
- the basic air volume Gc base is calculated by searching for the information shown according to the gin and the top fco. These values are obtained by correcting the values of co and f, and are output in the correction calculation 3 as described later. Further, in the above, 3 is a constant value of the gin that satisfies the relationship of 23, and this point is the same in the following description. In the case where the correction amount fco is smaller in the region where the correction amount fco is small, the correction amount fco becomes the maximum value fa in the region where the correction amount fco is small. In the near region, the value is set to a higher value as the correction factor fco increases. This is the
- the basic airflow Gcbase is set to a larger value as the correction value fco is larger. This is because, in the region, even in the region where the correction factor fco is large, the above-mentioned refrigeration occurs due to the intake air, so that the larger the correction factor fco is, the higher the filling rate becomes.
- correction c is calculated by searching for the step shown in 2 according to the engine and Ca co.
- this Ca Co and Ca are corrected values, and are output in correction calculation 3 as described later.
- the correction Ca co is set to a higher value in the region close to Ca, and the correction Ca co is set to the Ca ad side in other regions.
- the value of is set to a higher value. This is because in rotation, when the correction Ca co is in the region close to Ca, the closer the valve is to Ca, the later the timing of the intake valve 4 is delayed, and the rate decreases due to the return of intake air. In other regions, the filling rate decreases as the corrected Ca co approaches Ca ad due to an increase in the amount of G accompanying an increase in the number of ora.
- the correction c is set to a constant value () in the region where the correction Ca co is close to Ca, and in other regions, the higher the correction Ca co is on the Ca ad side, the higher the value of the correction c is. Is set to. This is due to the fact that, even in the region where the corrected Ca co is in the vicinity of Ca ad, the inhalation of the intake air does not occur due to the aforementioned,, and.
- the transition is calculated as follows.
- an estimated G (sec) is calculated by the following equation (2) using the air volume Gc output from the air volume and the engine.
- step 0077 a transition is calculated by searching for a te shown in 3 according to the G.
- G 2 is a predetermined value at which the relationship of GG 2 is established.
- This constant value G is, in the range of GG, due to the small air flow rate in the intake passage 2a, Volume G.
- the reliability of 2 G is described later. It is set to a value that exceeds the reliability of f.
- the predetermined value G2 is set to a value such that the reliability of the second air volume Gca exceeds the reliability of the second air volume Gc due to the large air flow rate in the intake passage 2a around G2G. It has been done.
- the transition is set to in the area of GG and in the area of G2G, and in the area of GGG2, between O and the larger G, the greater the value. It is set.
- a two air volume Gc af () is output from the following equation (3) based on the air flow rate G and the engine.
- G In the area of G, it becomes Gc Gc, and when, that is, in the area of G 2 G, it becomes Gc Gcaf, and in the case of O, that is, in the area of GGG, at and in the volume Gc of G 2.
- the target shown in FIG. 4 is searched according to the air volume Gc and the access P to obtain the target 8 C is issued.
- the value of the target C was set as, and basically, in order to keep the gasification performance of the device in a good state, the value corresponding to the theory (45) was set. It is set.
- Sky 9 is an S with an on-board
- the data with the sign () is a cycle, that is, data sampled or output every four consecutive occurrences of the Cf signal.
- the symbol indicates the number of the data sampling cycle, for example, the symbol indicates that the value was sampled in this time, and the symbol indicates the number sampled in the previous time. In the following description, symbols () and the like in data are omitted.
- s () is the actual value of the number (the actual value
- (s ()) represents a value obtained by applying a treatment to the basic value s ().
- the basic value s () is converted into a predetermined S (for example, 6) and a predetermined S (). It is issued as a value limited within the range specified by a (for example, ⁇ 4).
- a predetermined S for example, 6
- S s () S a when S s () S a, it becomes (s ()) s (), and when s ()> S a, it becomes (s ()) S a .
- the reason why S is output as a value obtained by processing the basic value s is as follows. This is to prevent the engine from becoming unstable or engine stuck due to the air-fuel mixture being in a short-circuit state or a short-circuit state due to a failure of the sensor 24 or the like.
- Equation (4) is obtained by regarding S as an input and detecting C as an output and controlling this elephant as discrete data. Note that bO 23 SO in the following equation (4) is a delameter.
- the event 0 of the delameter bO23SO of (7) is performed by the mechanism of (8) to (3).
- (8) is the gain factor and e s is the difference.
- e s is calculated from (9) to (3), and in (9) represents a column of 0, and is defined as ().
- the gain factor is calculated by ().
- () is a rectangle whose columns are defined as in (2), and in () is a fifth-order square matrix defined by (3).
- v is an adaptive gain and is set to be Ov.
- a request c is issued by the following equation (5).
- the fuel O is discharged based on the air volume Gc in the transporter, and as shown in (4), becomes Gc Gc in the case of, and Gc in the case of Gc a. This is because, as described above, the reliability of the air volume Gc exceeds the reliability of the second air volume Gc af around GG, so that the fuel
- the air volume Gc changes from the value on the side of Gc Gcaf to the value on the other side. As a result, it is possible to avoid a difference in profit.
- the above-described correction calculation 3 corrects f co and Ca co by correcting r and Ca, respectively. Is calculated.
- the correction calculation 3 corresponds to the correction stage, and the correction values co and Ca co correspond to the corrected operation parameters.
- the correction calculation 3 includes a target value calculation 4, a minimum 2-5, a nonlinearity 67, and a calculation element 89.
- the standard value (S C) is obtained by dividing S by the target C.
- the standard value corresponds to a value representing the state of the control and the state of the control.
- the corrections fco and cO are calculated as described above. This is for the following reasons. That is, as described above, when the variable f 5 and the sensor 25 are used to control the frequency f, a dot of the sensor 25 may be generated due to the degree of attachment due to a temperature change or an impact. In some cases, tappet clearance may occur due to the influence of the adjuster boat 52a. In this case, the output f based on the signal of the rotation sensor 25 is
- F co can be closer to the actual g.
- the control is performed using the air volume Gc output in accordance with the correction Ca co, so that the correction is performed.
- the deviation of Ca co from is reflected in the standard value.
- the correction Ca co deviates from the actual value, so that the amount of intake air is reduced due to the small amount of the intake valve 4, and the actual air volume is reduced. Is larger than the air volume Gc, and as a result, it is estimated that the detected C is shifted to the inward side from the target C. Therefore, it is necessary to make the correction Ca co more retarded, and in (22), the phase correction ca co The correction co is set to e so that it will be issued as an extra.
- the corrected Ca co is shifted to a more retarded angle than the actual value. It is presumed that the air volume is smaller than the air volume Gc, and as a result, the detection C is shifted to the touch side from the target C. Therefore, the correction Ca co
- the correction co a is set so that the phase correction ca co is issued as a larger value.
- phase correction ca co is not updated and is kept at a constant value. This holds the phase correction ca co at a constant value and
- the upper and lower limit SS is such that the deviation from the actual Ca Ca is small, so that the phase correction ca co is maintained at a constant value, and even if the new Ca Ca is stopped, It is set to the value described above (for example, S, S, 9).
- the predetermined value Ca ad Ca e is also set so that the capacity of Ca against In the range, the correction Ca co can be stopped. .
- Ca ad is set to 3 Ca e.
- Intra 3 calculates the ignition o as described below, and 2 volume 2, transition 3, amplification 45, addition element 6, maximum volume 3, calculation element 32, basic element 33, An ignition calculation 34 and a calculation element 35 are provided.
- the maximum air volume Gca is issued.
- the value Gca base of the maximum air volume is calculated by searching for te shown in 7 according to the engine.
- the basic value Gc ax base is set to a larger value for the engine at a higher rotation speed, and is set to a smaller value for a higher engine speed at a constant rotation speed. Is set to indicate its maximum value. This is because, from the point of operation, the intake air is generated so that the filling rate becomes the highest at the constant value of medium rotation.
- the correction c a is calculated by searching for the peak shown in 8 according to the engine and Ca co.
- the correction Ca co is set to a smaller value near Ca when the correction Ca co is close to Ca, and the correction Ca co is set in other areas.
- the value on the Ca ad side is set to a higher value. Furthermore, in the case of 3, the correction ca is set to a constant value () in the region where the correction Ca co is close to Ca, and the correction ca is set in other regions. The higher the value of Ca co on the Ca ad side, the more the value is set. The reason why ca is set in this manner is the same as the reason described in the description of the two-step method used for obtaining the correction c described above. [0125] Then, using the actual values Gca base and ca of the maximum air volume calculated as described above, the maximum air volume Gca is calculated by the following equation (26).
- the normal capacity c is calculated by the following equation (27).
- the normal air volume c is used as a parameter for setting the top value of the basic value, which is as follows.
- the air volume Gc is The number of set values for the large area, that is, the peak value at which kinging starts to occur, varies for each engine, and as a result, the number of set data increases. This is 3a Due to the fact that the rate of energy in the engine depends on the engine, the large value of the amount of energy at which knocking starts to occur also depends on the engine.
- the normal air volume c is used as a parameter instead of the air volume Gc, as shown in 92, knocking starts to occur, that is, c includes Even in the near range, the number of tap values can be set to the same number between the engine setting and the third, so that the number of set data can be reduced as compared with the conventional case described above. That is, as in the present embodiment, by using the normal air volume c as a parameter instead of the air volume Gc, the storage capacity of O can be reduced and the manufacturing cost can be reduced. is there.
- the ignition o is calculated by the following equation (28).
- the ignition plug plate is controlled so as to be discharged at a timing corresponding to this o.
- step 2 If the result of the step is S and the condition of the dock control is satisfied, the process proceeds to step 2 and the basic value s is calculated by the above-mentioned equations (7) to (3).
- step 0137 S is calculated by performing the following steps 3 to 7 on the basic value s obtained in step 2. This cut corresponds to equation (6) described above. That is, in step 3, it is determined whether or not the basic value s is smaller than the lower limit S. If the result is S and s S, proceed to step 4 and set S to the lower limit S and store in 0138. If the result of step 3 is O, proceed to step 5 and set the basic value s to the upper limit. It is determined whether it is larger than S a. When the result is O and S s S a, the process proceeds to step 6, where S is set to the basic value s and stored in.
- step 5 the process proceeds to step 7, where S is set to the upper limit Sa and stored in R.
- step 8 following step 46 or 7 above, in order to express that S has been calculated by the above-mentioned equations (6) to (3), that is, that id and control are being executed, After the dock is set to, the process ends.
- step 9 to set S to the target C.
- step 9 do the dock control In order to indicate that, during the operation of the dock, set to, and then finish the process.
- the process performed by C2 will be described below with reference to FIG.
- the fuel O is calculated for each fuel, and is equivalent to the above-mentioned discharge process in the transporter, and is executed in synchronization with the timing of issuing the Cf.
- step 2 the basic cbs is calculated. This
- step 3 the two air volumes Gc af are calculated by the aforementioned equation (3).
- the correction is performed by searching for the peak shown in 2 in accordance with the engines and Caco. Calculate c. Then, based on these Gc base c, the air volume Gc is calculated by the aforementioned equation ().
- the estimated G is calculated according to the above-described equation (2). Then, the process proceeds to a step 33, wherein it is determined whether or not the variable La G is.
- This la G is determined when a failure is determined in one of the variables 5 and 7 to be faulty in the case of failure, and when the deviation is determined to be normal, respectively. .
- step 34 it is determined whether or not the sensor G is equal to.
- This sensora G is a serious failure That is, a is set to when the sensor 22 is determined to be faulty, and to when it is determined to be normal.
- step 34 If the result of step 34 is, and the sensor 22 is normal, the process proceeds to steps 35, and as described above, the transition is calculated by searching for the te shown in 3 according to the estimated G.
- step 34 the result of step 34 is S and the sensor 22 has failed, the process proceeds to step 36 and the transition is set to.
- step 37 the air volume Gc is calculated by the aforementioned equation (4). Then, in step 38, the basic c bs is set to the conversion number and Gc of the air volume, and then the process ends.
- step 39 the air volume Gc is set to the above-mentioned predetermined Gcs. Then, after performing step 38 described above, the present process is terminated.
- step 2 after calculating the basic c bs as described above, proceed to step 2 to calculate O.
- various numbers are calculated by searching various steps according to various parameters (for example, temperature, atmospheric pressure P, engine, access P, etc.). In addition, multiplying by these kinds of numbers gives O.
- step S153 the process proceeds to step S22, where the target C is calculated and stored in R by searching for the tip indicated by 4 according to the access P and the air amount Gc as described above.
- step 23 the value of S stored in is read. That is, S is sampled.
- step 24 the request c is calculated by the aforementioned equation (5).
- step 25 the request c
- the fuel O is calculated by performing the correct processing. This is the end of the philosophy. To do. According to the above, the timing and duration of the fuel are determined based on this O, and the fuel is controlled. As a result, the mixture, ie, C, is controlled so as to converge on the target C.
- step 5 it is determined whether or not the above-mentioned variable La is. If the result is O and the misalignment of 2 is normal, the process proceeds to step 5 to determine whether or not the engine GSA is.
- the engine lane GS is determined by determining whether or not the engine is in motion control, that is, whether or not cranking is being performed, in accordance with the engine and the O signal of the G SW28 in the judgment process. Specifically, it is set to when the engine operation control is being performed, and to otherwise.
- step 52 is executed.
- step 5 determines whether or not the access P is larger than a predetermined value P.
- This constant value P is used to determine that an accelerator has not been installed.
- step 54 it is determined whether or not the control line time ca (from immediately after the end of the engine 3) is greater than a predetermined value (for example, 3 sec). This is to activate quickly after the engine of the exhaust pipe 3 is operated.
- a predetermined value for example, 3 sec.
- the data is sampled (or) in synchronization with the issuance of the Cf signal), and the symbol indicates the number of the sampling cycle of the data.
- symbols () and the like in data are omitted.
- ca represents a predetermined dock gain.
- I a number defined as in (3).
- oe is a parameter set so that the relationship of oe O is established, and as is a tracking difference calculated by (3).
- a predetermined value for example, 8. Due to the above control mechanism, as
- step 56 the ignition o is set to the above as, and the present process is terminated.
- step or 54 when the result of step or 54 is O, ie, a ca At some point, or when an accelerator has been dropped, go to step and perform the usual logic.
- step 7 the maximum air volume Gca is calculated by the method described above.
- the value Gca base of the maximum air volume is calculated by searching for te shown in 7 according to the engine, and the engine and
- the correction c a is calculated by searching for the tip shown in 8 according to Ca co. Then, based on the two Gca base cax calculated as described above, the maximum air amount Gca is calculated by the above-described equation (26).
- step 0168 the normal air volume c is calculated in step 7 by the aforementioned equation (27).
- step 72 the basic o a is calculated by the method described above. That is, according to the normal capacity c, the engine, and Ca co, a search such as 92 is performed, a plurality of values are selected, and the basic o a is calculated by calculating the number.
- step 73 the ignition o is calculated by the method described above. That is, various functions are calculated by retrieving tips and parameters according to the intake air temperature, the engine W, the target C, and the like, and the ignition o is calculated based on these parameters. Then, in step 74, the ignition o is calculated by the aforementioned equation (28), and then the present process ends.
- step 57 the normal processing is executed as described above, and the present processing ends.
- step 5 the result of step 5 is S and one of the two structures has failed, the process proceeds to step 58 to calculate the failure fs.
- C), c a, and a given dock gain Is a number defined as in (33).
- it is a parameter set so that the relationship between e and oe is established, and fs is a tracking difference calculated by (34).
- fs is a predetermined value (for example, 2). Due to the above mechanism, the fault fs is issued assuming that the engine converges to the above fs.
- the process proceeds to a step 59, wherein the ignition o is set to the above-mentioned fs, and the present process is terminated.
- step 8 it is determined whether or not the above-mentioned operation during the operation of the dock is. If the result is O and the dock control is not being executed, the process ends. On the other hand, if the result is S and the dock control is being executed, the process proceeds to step 8 and the result is stored in R.
- the target value is calculated by dividing the value of S by the value of target C stored in R.
- step 0177 the process proceeds to step 2
- the standard value S is calculated by
- step 83 it is determined whether or not the engine is higher than a predetermined W (for example, C). If this result is O and engine 3 has not completed its operation, the process ends.
- a predetermined W for example, C
- step 84 it is determined whether or not the idler is. This idler is set to when the vehicle is idling, and at other times.
- step 85 it is determined whether the running time de of the idle rotation is above a predetermined value.
- the routine proceeds to step 86, where it is determined whether or not the rotation is a predetermined value 2). This is expressed as the difference from the cd engine used for idle conversion.
- step 86 it is determined that the conditions of the corrections co and Ca co are satisfied, and the flow proceeds to step 89 described later.
- the result of step 85 or 86 is O, the process ends.
- the correction is performed until the state of the engine 3 becomes stable at the start of the idle rotation due to the speed of the engine or immediately after the blow during the idle rotation.
- the output of fco and Caco is avoided, and the output is executed after the operating condition is stabilized.
- step 87 it is determined whether or not the accelerator P is.
- the accelerator P indicates whether or not the access P is in a stable state.Specifically, the state in which the difference between the access P () and the previous P () is equal to or less than a predetermined value is equal to or less than a predetermined time. It is set to when the above is continued, and is set to otherwise.
- step 87 The result of step 87 is S, and the access P If so, the process proceeds to a step 88, wherein it is determined whether or not the rotation speed is.
- This la indicates whether or not the gin is in a stable state.Specifically, when the difference between the () and the previous () of the gin is equal to or less than a predetermined value, and the gin has continued for a predetermined time or more, Otherwise, it is set to.
- step 88 If the result of step 88 is S and the gin does not fluctuate and is in a stable state, the conditions of the corrections fco and Caco are satisfied, and the process proceeds to the later-described step. If the result of step or 88 is O, the process ends. By these steps, it is possible to avoid the occurrence of corrections fco and Caco until the access P and the engine stabilize, that is, until the state of the gin 3 stabilizes, and to reduce the operating state. After stabilization, the exit is executed.
- step 89 following step 86 or 88 the trigger is applied by the method described above.
- the step ends by setting fco () to a value obtained by subtracting a predetermined value ec from the previous time fco (), and then terminating the present process.
- step 2 if the result of the step is O, proceed to step 2
- step 3 the fco () is set to fco () last time, and then the present process is terminated. That is, cO is not updated and is kept at a constant value.
- step 4 the value of fco () is set to the sum of the previous value fco () and the predetermined value c, and then the present process is terminated.
- step 89 after calculating the value fco as described above, the process proceeds to step 9, where the correction value fco is calculated by the aforementioned equation (2).
- step 190 the phase correction ca co is calculated by the method described above. That is, as shown in 28, first, in step, it is determined whether or not Ca is a constant value Cae of the retard angle. When the result is S and Ca is in the retarded range, the process proceeds to step and the correction co is set to e and the correction coa is set.
- step 2 the process proceeds to step 2 and it is determined whether or not Ca is below the constant value Ca ad of. If this result is S and Ca e Ca Ca ad, proceed to step 3 and set the co co of 2 to O as well.
- step 2 determines whether the result of step 2 is O and the value of Ca is in the range. If the result of step 2 is O and the value of Ca is in the range, the process proceeds to step 4 where the correction co is set to e and the correction co ad is set.
- step 5 the statistics
- step 6 the phase correction ca co () is set to the sum of the previous t ca co () correction co, and the present process ends.
- step 7 if the result of step 5 is O, proceed to step 7
- step 8 the caco () of the phase correction is set to caco () last time, and then the process ends. That is, the phase correction ca co is not updated and is kept at a constant value.
- step 9 the phase correction ca co () is After setting the sum with the correction co, the process ends.
- step 19726 after calculating the phase correction ca co in step 9 as described above, the process proceeds to step 92, where the correction ca co is calculated by the above-described equation (25). Then, the essence ends.
- Ca co is output. That is, when the engine 3 is in an idling state and the state of the engine 3 is stable after completion of the operation of the engine 3, or when the movements of the accelerator P and the engine are small and the operating state is outside the idle state. And the corrections f co and
- fCa is calculated, and is executed at the predetermined A described above, following the correction calculation process described above.
- step 3 it is determined whether or not the above-described variable G is. If the result is O and the misalignment of 2 is normal, the process proceeds to step 3 to determine whether or not the engine GS is.
- step 32 the target value fcd is calculated by searching for Te shown in 3 according to the engine.
- the target value fcd is set to a larger value as the engine W is lower when the engine W is higher than the predetermined value W, and is set to a predetermined jf ef around WW. This is to compensate for an increase in the stroke of the variable resistor 5 when JW is low.
- the target Ca cd is calculated in step 33 by retrieving the te shown in 3 according to the engine.
- the target Ca cd and the engine W are
- the engine W is set to a more retarded value as the engine W is lower, and is set to a predetermined j Caef in the range of W W 2. This is because, when the engine W is low, the force Ca is controlled at a more retarded angle than when the engine W is high, and the lap is made smaller to increase the intake air flow rate and achieve combustion.
- step 34 the value f is calculated by the reference value 2 sliding sliding mechanism shown in the following equations (35) to (38).
- Each of the gains is a number defined by f and (36).
- it is a parameter set so that the relationship between oe f and oe f O is established, and is a tracking difference calculated by f and (37).
- cdf is the iterative value of the target g, and is calculated by the primary diagonal shown in (38).
- the target value is set so that the relationship between oe f and oe f fo is established.
- step 35 where the target value 2 shown in the following formulas (39) to (42) is used.
- c ca indicates a predetermined gain
- ad ca indicates a predetermined gain
- ca is defined as (4) Is a number.
- oe is a parameter set so that the relationship of oe ca O is established
- ca is a tracking difference calculated by (4).
- Ca cad is the iterative value of the target phase, and is calculated by the primary diagonal shown in (42).
- oe f is a target value parameter set so that the relationship of oe f ca O is established.
- step 35 after calculating Ca as described above, the process ends.
- step 36 determines whether or not the access P is larger than a predetermined value P. If the result is S and the access pedal has not been released, the process proceeds to step 37, where it is determined whether or not the control line time a is smaller than the predetermined value ca.
- step 38 the target tod fd is searched for the tip indicated by 32 according to the row time a and the engine W of the control. It is calculated by doing this. In W-W3, W W2 W3 It shows the constant value of the engine W which stands, and this point is the same in the following description.
- the target top fcd is set to a larger value as the engine W is lower.
- the reason for this is that the lower the engine W, the longer the time required for improving the performance of the engine. Therefore, by increasing the size of the exhaust gas bottle, the time required for improving the performance of the engine is shortened. In addition to this, the goal
- G f C d is set to a larger value as the execution time a is longer when the execution time a is shorter, and after the execution time ea elapses to a certain extent, the execution time ea is longer.
- Set to value This is because, with the execution time ea and the progress of the engine 3, the ignition period becomes excessive in order to maintain the engine at the target value if the intake air volume is not reduced in the event of a decrease in the intake capacity. This is in order to avoid the situation where the combustion state becomes unstable, and the combustion state becomes unstable.
- step S215 the target Ca cd is calculated in step 39 according to the control line time a and the engine W by searching for a tip indicated by reference numeral 33.
- the lower the target Ca cd and the engine W the higher the value. This is because, as described above, the lower the engine W, the longer the time required for activating the catalyst as described above, so that the pons are reduced and the intake air volume is increased.
- the target Ca cd is set to a value on the more retarded side as the execution time ea becomes longer while the execution time a is short, and after the execution time a elapses to some extent Is set to a higher value as the execution time a becomes longer. This is for the same reason as stated in the statement of 32.
- step 0217 after executing step 3435, the present process ends.
- the result of step 36 or 37 is O, that is, ea a, or if the accessor is shut off, proceed to step 4 and change the target fcd according to the engine and the accessor P. hand It is calculated by searching the tips shown in, 34.
- P to P3 indicate constant values of the access P at which the relationship of P P2 P3 is established, and the same applies to the following description.
- the target top fcd is set to a larger value as the engine is higher or the access P is larger. This is because the higher the engine or the larger the access P, the greater the required power for the engine 3 and the greater the amount of air required.
- the target Ca cd is calculated in step 4 by searching for a tip indicated by 35 according to the engine and the access P.
- the target Ca cd is set to a value closer to the side when the access P is in the small and medium rotation than in the other cases. This is because in such a driving state, it is necessary to reduce the amount of internal G and the pumping amount.
- step 4 Subsequent to step 4, as described above, after executing step 3435, the present process ends.
- step 3 is S and one of the structures in step 2 has failed, the process proceeds to step 42, where
- the process ends.
- the torque f is minimized and the Ca is maintained at a predetermined value, so that idling and engine operation can be appropriately performed while the vehicle is stopped, and at the same time, the vehicle is running at a low speed.
- the running state can be maintained.
- G represents the area where f co is also updated ().
- Ca is controlled within the range of Ca e Ca Ca ad, so the corrected Ca co and the phase corrected ca co do not deviate. Has been reported.
- the point f is shifted to the side from the actual point, and when the difference is relatively large, the difference is caused by the difference between the two.
- the actual air volume sucked into 3a becomes larger than the air volume Gc and shifts to the side of the air-fuel mixture, so that the detection C becomes closer to the target C than the target C. .
- the detection C becomes closer to the target C than the target C.
- S is higher than the upper limit Sa, it is output as a value on the switch side, but is limited to the upper limit Sa by the above-described cutting process. As a result, detection
- tof and toco are closer to the side than the actual to (shown by 2). Due to the deviation, the detection C becomes closer to the target C than the target C, and is kept at the maximum value a (SaC).
- the statistic S is output in two axes, thereby affecting the state of the standard value. It is issued as showing a stable state while avoiding.
- the correction values f co and Ca co are respectively set to the standard values.
- the fuels O and o are released while using the corrections fco and Caco issued according to S. Accordingly, and control can be appropriately performed while compensating for the influence of the above-described deviation. As a result, a stable and stable gas property can be ensured, and the combustion and cost can be kept in a favorable state.
- the new f co ca co of 2 is stopped and kept at a constant value.
- the output process and the dock can be prevented from being interchanged. Thereby, the degree of control can be improved, and the gas property can be improved.
- the two air volumes Gc af are issued in accordance with the air flow rate G detected by the sensor 22.
- the air volume Gc is calculated by (4) and as a weighted average of the two air volumes Gc Gc af, and Gc Gc Gc Gca in the area of G 2 G.
- the ignition o is issued using the normal air volume c which is the ratio of the air volume Gc to the maximum air volume Gca.
- the correction values fco and Caco are calculated in accordance with S in which the standard value is processed by two mechanisms, but in the statistics S, the correction values fco and fco are calculated in accordance with the standard value.
- Ca co may be calculated. Furthermore, instead of the statistics S, SR or S Depending on the value processed by the
- Ca co may be calculated.
- the mechanism for calculating the statistic S is not limited to the two-way mechanism of the gain formula of the state, but may be any statistic mechanism that can avoid the influence of dynamic fluctuation of the standard value.
- the variable gain equation is not limited to the two-way mechanism of the gain formula of the state, but may be any statistic mechanism that can avoid the influence of dynamic fluctuation of the standard value.
- the variable gain equation is not limited to the two-way mechanism of the gain formula of the state, but may be any statistic mechanism that can avoid the influence of dynamic fluctuation of the standard value.
- the configuration of the second embodiment is similar to that of the first embodiment except for a part of the first embodiment.
- this device has a tra 2 and a tra 23, and these tra 2 and tra 23 are specifically made of C 2.
- the controller 2 corresponds to the fuel and the control means, and the controller 23 corresponds to the ignition period determining stage.
- This calculation 23 is for calculating the correction values fco and Caco according to the targets C and C.
- the 24, 2 data 25 linear linear data 26 2 7 and arithmetic elements 2 8 2 9 are provided.
- A corresponds to control.
- the detection C When the air volume becomes larger than the air volume Gc, the detection C is shifted to the rear side from the target C. As a result, for example, in the case of C, it becomes (C C). Conversely, if the value of f is larger than the actual value, the detection C is shifted to the side of the touch from the target C. For example, when the value is C, the value becomes O. As described above, there is a correlation between the deviation of f and the deviation from, and in the present embodiment, the control is performed using the air volume Gc generated according to the correction to
- the correction factor Ca co is output from the addition element 29 by the following equation (52).
- the corrected Ca co is shifted to a more retarded angle than the actual value. It is presumed that the air volume is smaller than the air volume Gc, and as a result, the detection C is shifted to the touch side from the target C. Therefore, the correction Ca co
- the correction co is set to a so that the phase correction ca co is issued as being larger.
- the correction Ca co When Ca is in the retard range, the correction Ca co deviates from the actual value, so that the amount of intake air is reduced due to the small amount of the intake valve 4, and the actual air volume is reduced. Is larger than the air volume Gc, and as a result, it is estimated that the detected C is shifted to the inward side from the target C. For this reason, the correction Ca co needs to be further retarded, and in (5), the correction co e is set to the correction co e so that the phase correction ca co is output as a smaller value.
- phase correction ca co is not updated and is kept at a constant value. This holds the phase correction ca co at a constant value and
- the phase correction ca co is maintained at a constant value, and the value is set so that the control does not decrease even if the correction Ca ca is stopped. It is.
- G represents the area where f co is updated. Also, as described above, since Ca is controlled within the range of Ca e Ca Ca ad during idling, the corrected Ca co and the phase corrected co do not deviate. The line indicating is drawn.
- the correction data fco is corrected closer to the actual data.
- the detection C moves toward the target C, the difference S crosses the lower limit S, and the value within the range of SSS become( ). Thereafter, the value fco is maintained at a constant value, and the correction value fco is also maintained at a constant value. As a result, the detection C is kept slightly below the target C, and S is kept at the maximum value S.
- the statistic S is calculated by the two azimuths so that a stable state can be obtained while avoiding the influence of the state. To be issued as an indication.
- the corrections fco and Caco are output as values that actually correct the corrections f and Ca, respectively.
- the docking and control can be performed while using f co and Ca co, thereby obtaining the same result as in the above-described state.
- Akira is applied to a fuel engine 3 for a vehicle
- Akira is not limited to this, and is applicable to a fuel engine for use in ships and for electric power.
- variable structure the variable
- variable 7 is an example, but the variable is not limited to these, and any variable can be used as long as it can change the amount of air sucked into the engine 3.
- a conventional stop structure may be used as the variable structure.
- the opening of the stop valve may be used as the operation parameter.
- 0271 is output as a value reflecting the deviation of
- the deviation between the operation parameter and the actual parameter can be properly corrected.
- the operating value of the operating value may be reduced to the actual value due to the detection dots in the operating value stage, the components of the variable structure, and the contamination and fouling.
- the fuel can be determined properly while compensating for the effect of the deviation. Thereby, control can be performed appropriately, and stable and stable gas properties can be ensured.
- the deviation between the operation parameter and the actual parameter can be properly corrected.
- the ignition period can be determined appropriately while compensating for the effect of the deviation. As a result, the degree of control in ignition control can be ensured, and the combustion and the cost can be kept in good conditions.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP05750444A EP1757794A4 (en) | 2004-06-15 | 2005-06-10 | OPERATING CONTROL DEVICE FOR A COMBUSTION ENGINE |
US11/628,499 US7440836B2 (en) | 2004-06-15 | 2005-06-10 | Control system for internal combustion engine |
CN2005800195691A CN1969118B (zh) | 2004-06-15 | 2005-06-10 | 内燃机的控制装置 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2004177195A JP4500595B2 (ja) | 2004-06-15 | 2004-06-15 | 内燃機関の制御装置 |
JP2004-177195 | 2004-06-15 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2005124135A1 true WO2005124135A1 (ja) | 2005-12-29 |
Family
ID=35509742
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2005/010692 WO2005124135A1 (ja) | 2004-06-15 | 2005-06-10 | 内燃機関の制御装置 |
Country Status (6)
Country | Link |
---|---|
US (1) | US7440836B2 (ja) |
EP (1) | EP1757794A4 (ja) |
JP (1) | JP4500595B2 (ja) |
CN (1) | CN1969118B (ja) |
TW (1) | TW200610883A (ja) |
WO (1) | WO2005124135A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN101900039A (zh) * | 2009-05-26 | 2010-12-01 | 日立汽车***株式会社 | 发动机的控制装置 |
Families Citing this family (30)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4253339B2 (ja) * | 2006-09-21 | 2009-04-08 | 株式会社日立製作所 | 内燃機関の制御装置 |
JP4589286B2 (ja) * | 2006-09-25 | 2010-12-01 | 本田技研工業株式会社 | 開弁特性可変型内燃機関 |
JP4340676B2 (ja) * | 2006-10-11 | 2009-10-07 | 本田技研工業株式会社 | 制御装置 |
JP4209435B2 (ja) * | 2006-10-19 | 2009-01-14 | 本田技研工業株式会社 | 制御装置 |
JP5174547B2 (ja) * | 2007-07-10 | 2013-04-03 | ヤマハ発動機株式会社 | 吸気システムおよびそれを備えた自動二輪車 |
CN101418729B (zh) * | 2007-10-22 | 2011-06-29 | 赵华 | 自动调节发动机进气量的控制方法 |
CN101418737B (zh) * | 2007-10-22 | 2011-06-29 | 赵华 | 进气压力传感器信号对发动机进气量的控制方法 |
CN101418736B (zh) * | 2007-10-22 | 2011-06-29 | 高小群 | 转速传感器信号对发动机进气量的控制方法 |
JP4759576B2 (ja) | 2008-01-08 | 2011-08-31 | 本田技研工業株式会社 | 制御装置 |
JP4594405B2 (ja) * | 2008-02-27 | 2010-12-08 | 本田技研工業株式会社 | 内燃機関の燃料噴射量を制御するための装置 |
CN101861460B (zh) * | 2009-01-15 | 2012-07-04 | 丰田自动车株式会社 | 内燃机的控制装置 |
JP5103459B2 (ja) * | 2009-10-30 | 2012-12-19 | 日立オートモティブシステムズ株式会社 | エンジンの制御装置 |
JP5530790B2 (ja) * | 2010-04-15 | 2014-06-25 | 本田技研工業株式会社 | 内燃機関の吸入空気量制御装置 |
TW201231330A (en) * | 2011-01-19 | 2012-08-01 | rong-zhong Chen | Vehicle engine operation status monitoring and adjusting method |
JP5447696B2 (ja) * | 2011-01-24 | 2014-03-19 | トヨタ自動車株式会社 | 過給機付き内燃機関の制御装置 |
EP2511504B1 (en) * | 2011-04-15 | 2015-03-25 | C.R.F. Società Consortile per Azioni | Multi-cylinder internal combustion engine with a system for variable actuation of the intake valves and with compensation of the differences in the torque produced by the cylinders, and control method implemented in this engine |
KR101807008B1 (ko) | 2012-07-20 | 2017-12-08 | 현대자동차 주식회사 | 연속 가변 밸브 리프트 엔진의 제어 방법 |
TWI579549B (zh) * | 2012-07-23 | 2017-04-21 | rong-zhong Chen | Monitoring the operation of the vehicle |
US8762022B1 (en) * | 2012-08-17 | 2014-06-24 | Brunswick Corporation | Marine propulsion system with efficient engine speed delta |
CN103216343A (zh) * | 2013-04-25 | 2013-07-24 | 天津大学 | 配有NOx吸附还原催化转化器的稀燃汽油机恒扭矩自学习控制*** |
CN103225554A (zh) * | 2013-04-25 | 2013-07-31 | 天津大学 | 配有NOx吸附还原催化转化器的稀燃汽油机恒扭矩自学习控制方法 |
CN103244291A (zh) * | 2013-04-25 | 2013-08-14 | 天津大学 | 配有NOx吸附还原催化转化器的稀燃汽油机恒扭矩自学习控制方法 |
US9371792B2 (en) * | 2013-06-27 | 2016-06-21 | Hondata, Inc. | Active tuning system for engine control unit |
IN2013CH05498A (ja) * | 2013-11-28 | 2015-06-12 | Bosch Ltd | |
US9752524B2 (en) * | 2014-06-25 | 2017-09-05 | Ford Global Technologies, Llc | Adaptive cam angle error estimation |
TWI568920B (zh) * | 2014-12-12 | 2017-02-01 | 三陽工業股份有限公司 | 可變閥揚程機構 |
CN107850034B (zh) * | 2015-07-23 | 2021-08-10 | 洋马动力科技有限公司 | 发动机装置 |
FR3057031A1 (fr) * | 2016-10-03 | 2018-04-06 | Peugeot Citroen Automobiles Sa | Procede de recalage des modeles de comportement d’actionneurs de lignes d’admission et d’injection de moteur a combustion interne |
JP7222363B2 (ja) * | 2020-01-07 | 2023-02-15 | トヨタ自動車株式会社 | エアフロメータの異常診断装置 |
CN112282885A (zh) * | 2020-10-26 | 2021-01-29 | 奇瑞汽车股份有限公司 | 气门升程调节*** |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2001073834A (ja) * | 1999-09-06 | 2001-03-21 | Mitsubishi Electric Corp | 内燃機関用制御装置 |
JP2001152929A (ja) * | 1999-12-01 | 2001-06-05 | Nissan Motor Co Ltd | 可変動弁エンジンの空燃比制御装置 |
JP2001164963A (ja) * | 1999-12-08 | 2001-06-19 | Nissan Motor Co Ltd | エンジンの吸入空気量制御装置 |
JP2002256930A (ja) * | 2001-02-27 | 2002-09-11 | Nissan Motor Co Ltd | 内燃機関の吸気制御装置 |
JP2002276439A (ja) * | 2001-03-19 | 2002-09-25 | Unisia Jecs Corp | 内燃機関の制御装置 |
JP2004100575A (ja) * | 2002-09-10 | 2004-04-02 | Nissan Motor Co Ltd | 内燃機関の制御装置 |
Family Cites Families (26)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4773376A (en) * | 1986-11-10 | 1988-09-27 | Japan Electronic Control Systems Co., Ltd. | Oxygen gas concentration-detecting apparatus and air-fuel ratio-controlling apparatus using same in internal combustion engine |
US5377654A (en) * | 1992-11-12 | 1995-01-03 | Ford Motor Company | System using time resolved air/fuel sensor to equalize cylinder to cylinder air/fuel ratios with variable valve control |
JP3724040B2 (ja) * | 1995-04-27 | 2005-12-07 | トヨタ自動車株式会社 | 筒内噴射式圧縮着火内燃機関 |
DE19530274B4 (de) * | 1995-08-17 | 2005-09-08 | Fev Motorentechnik Gmbh | Verfahren zur Steuerung einer Kolbenbrennkraftmaschine |
JPH1073043A (ja) * | 1996-08-29 | 1998-03-17 | Honda Motor Co Ltd | 内燃機関の空燃比制御装置 |
JPH10288074A (ja) * | 1997-04-11 | 1998-10-27 | Nissan Motor Co Ltd | エンジンの空燃比制御装置 |
US6405122B1 (en) * | 1997-10-14 | 2002-06-11 | Yamaha Hatsudoki Kabushiki Kaisha | Method and apparatus for estimating data for engine control |
JPH11264330A (ja) * | 1998-01-16 | 1999-09-28 | Denso Corp | 内燃機関制御装置 |
EP1074722A1 (en) * | 1998-04-22 | 2001-02-07 | Toyota Jidosha Kabushiki Kaisha | Intake air volume detection device for internal combustion engine |
JP2001295686A (ja) * | 2000-04-18 | 2001-10-26 | Nissan Motor Co Ltd | エンジンの空燃比制御装置 |
JP2001304029A (ja) * | 2000-04-26 | 2001-10-31 | Aisan Ind Co Ltd | エンジンの燃料噴射量制御装置 |
DE10063750A1 (de) * | 2000-12-21 | 2002-06-27 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
JP3991619B2 (ja) * | 2000-12-26 | 2007-10-17 | 日産自動車株式会社 | 内燃機関の空燃比制御装置 |
US6619277B2 (en) * | 2001-07-12 | 2003-09-16 | Nissan Motor Co., Ltd. | Engine air-fuel ratio control |
JP4430270B2 (ja) * | 2001-08-06 | 2010-03-10 | 本田技研工業株式会社 | プラントの制御装置及び内燃機関の空燃比制御装置 |
JP3929740B2 (ja) * | 2001-10-16 | 2007-06-13 | 本田技研工業株式会社 | 内燃機関の制御装置 |
JP4230140B2 (ja) * | 2001-11-09 | 2009-02-25 | 本田技研工業株式会社 | 内燃機関の燃料供給制御装置 |
DE10251875B4 (de) * | 2001-11-09 | 2005-02-10 | Honda Giken Kogyo K.K. | Kraftstoffzufuhr-Steuer/Regelsystem für einen Motor mit innerer Verbrennung |
JP3980424B2 (ja) * | 2002-07-03 | 2007-09-26 | 本田技研工業株式会社 | 内燃機関の空燃比制御装置 |
JP4144272B2 (ja) * | 2002-07-10 | 2008-09-03 | トヨタ自動車株式会社 | 内燃機関の燃料噴射量制御装置 |
DE10241888B4 (de) * | 2002-09-10 | 2012-12-27 | Volkswagen Ag | Verfahren zur Verbesserung der Genauigkeit eines Saugrohrmodells einer Brennkraftmaschine |
JP2004251183A (ja) * | 2003-02-19 | 2004-09-09 | Toyota Motor Corp | 内燃機関の制御装置 |
JP4158577B2 (ja) * | 2003-04-02 | 2008-10-01 | 日産自動車株式会社 | エンジンの燃焼制御装置 |
JP4188158B2 (ja) * | 2003-07-03 | 2008-11-26 | 本田技研工業株式会社 | 内燃機関の制御装置 |
JP4071694B2 (ja) * | 2003-09-12 | 2008-04-02 | 株式会社日立製作所 | 内燃機関の燃料噴射装置 |
JP4158679B2 (ja) * | 2003-10-29 | 2008-10-01 | 日産自動車株式会社 | エンジンの吸入ガス温度推定装置 |
-
2004
- 2004-06-15 JP JP2004177195A patent/JP4500595B2/ja not_active Expired - Fee Related
-
2005
- 2005-06-10 EP EP05750444A patent/EP1757794A4/en not_active Withdrawn
- 2005-06-10 CN CN2005800195691A patent/CN1969118B/zh not_active Expired - Fee Related
- 2005-06-10 WO PCT/JP2005/010692 patent/WO2005124135A1/ja not_active Application Discontinuation
- 2005-06-10 US US11/628,499 patent/US7440836B2/en not_active Expired - Fee Related
- 2005-06-14 TW TW094119570A patent/TW200610883A/zh unknown
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2001073834A (ja) * | 1999-09-06 | 2001-03-21 | Mitsubishi Electric Corp | 内燃機関用制御装置 |
JP2001152929A (ja) * | 1999-12-01 | 2001-06-05 | Nissan Motor Co Ltd | 可変動弁エンジンの空燃比制御装置 |
JP2001164963A (ja) * | 1999-12-08 | 2001-06-19 | Nissan Motor Co Ltd | エンジンの吸入空気量制御装置 |
JP2002256930A (ja) * | 2001-02-27 | 2002-09-11 | Nissan Motor Co Ltd | 内燃機関の吸気制御装置 |
JP2002276439A (ja) * | 2001-03-19 | 2002-09-25 | Unisia Jecs Corp | 内燃機関の制御装置 |
JP2004100575A (ja) * | 2002-09-10 | 2004-04-02 | Nissan Motor Co Ltd | 内燃機関の制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP1757794A4 * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN101900039A (zh) * | 2009-05-26 | 2010-12-01 | 日立汽车***株式会社 | 发动机的控制装置 |
CN101900039B (zh) * | 2009-05-26 | 2013-06-19 | 日立汽车***株式会社 | 发动机的控制装置 |
Also Published As
Publication number | Publication date |
---|---|
US7440836B2 (en) | 2008-10-21 |
CN1969118B (zh) | 2010-05-05 |
TW200610883A (en) | 2006-04-01 |
CN1969118A (zh) | 2007-05-23 |
JP2006002591A (ja) | 2006-01-05 |
JP4500595B2 (ja) | 2010-07-14 |
EP1757794A4 (en) | 2009-06-03 |
US20070208486A1 (en) | 2007-09-06 |
EP1757794A1 (en) | 2007-02-28 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
WO2005124135A1 (ja) | 内燃機関の制御装置 | |
US7877192B2 (en) | Control for an internal-combustion engine | |
JP3744036B2 (ja) | ディーゼルエンジンの燃料性状検出装置および制御装置 | |
JP4251073B2 (ja) | 内燃機関の制御装置 | |
EP2250359B1 (en) | Cetane number estimation method | |
US7107142B2 (en) | Automatic compliance device, automatic compliance method, automobile, and storage medium | |
US20040035391A1 (en) | Control system of internal combustion engine | |
JP4066971B2 (ja) | 内燃機関の制御装置 | |
JP2007154840A (ja) | 内燃機関の空燃比制御装置 | |
EP2888464B1 (en) | Control device and control method for internal combustion engine | |
EP1621745A1 (en) | Internal combustion engine control device | |
US10352258B2 (en) | Control device for internal combustion engine having supercharger | |
CN101305171A (zh) | 用于内燃机的控制装置 | |
JP2006214439A (ja) | 可変バルブ性能の評価システム | |
CN104797801A (zh) | 内燃机的控制装置 | |
KR102274101B1 (ko) | 흡기 맥동 보정 방법 및 보정 장치 | |
KR100229760B1 (ko) | 내연기관의 회전속도 제어장치 | |
JP4339572B2 (ja) | 内燃機関の制御装置 | |
JP2007231798A (ja) | 内燃機関の制御装置 | |
KR101886907B1 (ko) | 내연 기관의 작동 방법과 연산 유닛 | |
WO2012131954A1 (ja) | セタン価推定装置 | |
JP4491392B2 (ja) | 筒内噴射式エンジンの制御装置 | |
JP4123100B2 (ja) | 内燃機関の排気浄化装置 | |
JP2009180098A (ja) | エンジンの燃料制御装置 | |
JP4491506B2 (ja) | 筒内噴射式エンジンの制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AK | Designated states |
Kind code of ref document: A1 Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS KE KG KM KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NG NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SM SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW |
|
AL | Designated countries for regional patents |
Kind code of ref document: A1 Designated state(s): BW GH GM KE LS MW MZ NA SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LT LU MC NL PL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
WWE | Wipo information: entry into national phase |
Ref document number: 2005750444 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 11628499 Country of ref document: US Ref document number: 2007208486 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 200580019569.1 Country of ref document: CN |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWW | Wipo information: withdrawn in national office |
Ref document number: DE |
|
WWP | Wipo information: published in national office |
Ref document number: 2005750444 Country of ref document: EP |
|
WWP | Wipo information: published in national office |
Ref document number: 11628499 Country of ref document: US |