WO2019218934A1 - 内燃机长期学习值控制装置 - Google Patents

内燃机长期学习值控制装置 Download PDF

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Publication number
WO2019218934A1
WO2019218934A1 PCT/CN2019/086333 CN2019086333W WO2019218934A1 WO 2019218934 A1 WO2019218934 A1 WO 2019218934A1 CN 2019086333 W CN2019086333 W CN 2019086333W WO 2019218934 A1 WO2019218934 A1 WO 2019218934A1
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Prior art keywords
learning
value
amount
fuel
iscv
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PCT/CN2019/086333
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English (en)
French (fr)
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江海
水谷公一
涉谷良夫
陈云
陈奋楠
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三国(上海)企业管理有限公司
株式会社三国
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Publication of WO2019218934A1 publication Critical patent/WO2019218934A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F02D31/008—Electric control of rotation speed controlling fuel supply for idle speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control

Definitions

  • the invention relates to the technical field of internal combustion engine control, and in particular to a long-term learning value control device for an internal combustion engine.
  • the vehicle's idle air-fuel ratio is constant.
  • the amount of air and fuel required to maintain the target speed during idle speed also changes.
  • the resistance is high, the fuel and air required are increased, and the resistance requires the fuel and the air to become small.
  • the air-fuel ratio is a fixed value.
  • the amount of air increases or decreases, it must increase in proportion or a small amount of fuel to ensure that the value of the air-fuel ratio does not change.
  • the fuel amount is corrected based on the intake pressure.
  • the idle air valve (ISCV) feedback control increases the air volume to achieve the target speed.
  • the O2FB corrects, increasing the fuel supplied to the engine, increasing The amount of air and the amount of fuel are stored as learning values in the ECU.
  • the air volume is reduced by the idle air valve (ISCV) feedback control to make the speed reach the target speed.
  • O2FB is corrected due to the decrease of the intake air, and the fuel supplied to the engine is reduced.
  • the reduced air quantity and fuel quantity are stored as learning values in the ECU. .
  • Air volume learning and fuel learning are carried out separately. After the air volume is learned, if the fuel learning is not completed, the fuel will be thicker or leaner.
  • Real-time fuel quantity basic setting amount + ISCV operating fuel correction amount + real-time fuel learning amount.
  • air volume basic setting amount + air amount learning value
  • fuel amount basic setting amount + real-time fuel learning amount.
  • the air amount and the fuel injection amount are controlled by feedback, and these change values are stored as learning values in the ECU. However, the two changes are carried out separately. After the change in the air volume (ISCV) learning value, the fuel learning value learning has a long time lag.
  • the invention provides a long-term learning value control device for an internal combustion engine.
  • the fuel correction amount learning value can be changed synchronously, the recording time of the feedback learning is reduced, and the reliability of the system is improved and improved. Bad phenomenon when driving a vehicle.
  • a long-term learning value control device for an internal combustion engine which is a long-term learning value control device for an internal combustion engine mounted on a vehicle, comprising:
  • the air amount learning control portion is configured to reduce or increase the ISCV correction value when the rotation speed is higher or lower than the set target value, and record the ISCV actuation value change amount in the ECU as the air amount learning value;
  • the fuel learning control section is configured to simultaneously change the learning value of the O2FB and record it in the ECU when the ISCV actuation value change amount is recorded.
  • the method further includes: an activation control portion for starting based on the learned air amount learning value and the fuel learning value.
  • the air amount learning control includes: the rotation speed is higher than the set target value, the ISCV correction value is decreased, and the ISCV actuation value change amount is recorded in the ECU; the rotation speed is lower than the set target value, and the ISCV correction is increased. The value is recorded in the ECU by the ISCV actuation value change.
  • the real-time actuation fuel amount base setting amount + ISCV actuation fuel correction amount + real-time fuel learning amount.
  • the air-fuel ratio is in a suitable range, and the idle speed is normal.
  • the long-term learning value control device for an internal combustion engine includes: an air amount learning control portion for reducing or increasing an ISCV correction value when the rotation speed is higher or lower than a set target value, and The ISCV actuation value change amount is recorded in the ECU as the air amount learning value; the fuel learning control portion is used to simultaneously change the O2FB learning value and record in the ECU when the ISCV actuation value change amount is recorded;
  • the fuel learning value is recorded by the ECU while the air amount learning value changes; therefore, even if the idle air amount change is recorded without the intake air pressure sensor, the fuel injection amount change is simultaneously recorded;
  • the fuel correction amount learning value can be changed simultaneously, reducing the recording time of the feedback learning, improving the reliability of the system, and improving the driving time of the vehicle. Bad phenomenon.
  • 1 is a schematic diagram of a learning time of a learning value of the prior art
  • FIG. 2 is a schematic diagram showing comparison of data of learning value writing ECU in the prior art and the embodiment of the present invention
  • FIG. 3 is a schematic diagram of comparison of restart data between the prior art and the embodiment of the present invention.
  • FIG. 4 is a schematic diagram of a learning value learning time according to an embodiment of the present invention.
  • FIG. 5 is a schematic diagram of implementing learning values of the prior art
  • FIG. 6 is a schematic diagram of implementing learning values according to an embodiment of the present invention.
  • Figure 7 is a simplified overall schematic view of an internal combustion engine in which a preferred embodiment of the present invention may be implemented.
  • the internal combustion engine is preferably a gasoline engine having a throttle motor 2 that operates a throttle valve 3 and a plurality of fuel injection valves 4 (one for one cylinder).
  • intake air enters the engine 1 through the throttle valve 3, and fuel is injected from the corresponding fuel injection valve 4 into the combustion chamber of each cylinder. Air and fuel are mixed in the combustion chamber of each cylinder to form an air fuel mixture.
  • the air-fuel mixture is ignited by a spark plug (not shown), and the resulting combustion or explosion of the air-fuel mixture reciprocates the piston 4 (one of the cylinders), thereby providing the driving force for the vehicle in a conventional manner.
  • the internal combustion engine also has an engine control unit (ECU) or device 11 that controls the throttle 3 (intake amount) and the fuel injection valve 4 (fuel injection amount).
  • ECU engine control unit
  • the engine control unit 11 preferably includes a built-in microcomputer having an intake air amount control routine for controlling the throttle valve 3 and a fuel injection amount control routine for controlling the fuel injection valve 4.
  • the control unit 11 may also include other conventional components of a storage device such as an input interface circuit, an output interface circuit, a ROM (Read Only Memory) device, and a RAM (Random Access Memory) device.
  • the storage circuit stores processing results and control routines such as those for operating the throttle valve 3 and the fuel injection valve 4.
  • the internal RAM of the engine control unit 11 stores the state of various operational flags and various control data.
  • the internal ROM of the engine control unit 11 stores operating parameters for controlling various operations of the throttle valve 3 and the fuel injection valve 4.
  • the precise structure and algorithm for the engine control unit 11 can be any combination of hardware and software that can implement the various functions of the present invention.
  • the "means plus function" statement used in the specification and claims should include any structure or hardware and/or algorithm or software that can be used to implement the functionality of the "device plus function” statement.
  • Control unit 11 is coupled to various sensors in a conventional manner to receive detection signals from various sensors. Based on these detection signals, the engine control unit 11 is configured or programmed to control the throttle valve 3 and the fuel injection valve 4. Specifically, based on these detection signals, the engine control unit 11 calculates control signals for the throttle motor 2 and the fuel injection valve 4, and then transmits these control signals to operate the throttle motor 2 and the fuel injection valve 4.
  • the engine control unit 11 is configured to receive various input signals from: air flow meter 12, throttle sensor 13, speed sensor 14, coolant sensor 15, neutral switch 16 The idle switch 17 and the vehicle speed sensor 18.
  • Sensors 12-18 are conventional components that are available in the art. Since sensors 12-18 are conventional in the art, these structures will not be discussed or detailed below. Moreover, those skilled in the art will readily appreciate from this disclosure that sensors 12-18 can be any type of sensor, structure, and/or programming that can be used to implement the present invention.
  • the air flow meter 12 is configured and arranged to detect the amount of intake air of the engine 1 upstream of the position of the throttle valve 3. Thereby, the intake air amount is detected by the air flow meter 12, which outputs a detection signal indicating the amount of intake air transmitted to the combustion chamber of the engine 1 to the engine control unit 11.
  • the throttle sensor 13 is configured and arranged to detect the opening of the throttle valve 3. Thereby, the throttle position or opening degree of the throttle valve 3 is detected by the throttle sensor 13, and the throttle sensor outputs a detection signal indicating the throttle position or opening degree of the throttle valve 3 to the engine control unit 11.
  • the rotational speed sensor 14 is configured and arranged to detect the rotational speed of the engine 1 by, for example, the crank angle of the crankshaft of the engine 1.
  • the coolant sensor 15 is configured and arranged to detect the temperature of the coolant in the engine 1. Thereby, the temperature of the coolant in the engine 1 is detected by the coolant sensor 15, and the coolant sensor outputs a detection signal indicating the temperature of the coolant in the engine 1 to the engine control unit 11.
  • the neutral switch 16 is configured and arranged to detect whether a transmission (not shown) used in combination with the engine 1 is in a neutral shift position. Thereby, the neutral position or state of the transmission is detected by the neutral switch 16, which outputs a detection signal indicating the neutral position or state of the transmission to the engine control unit 11.
  • the idle switch 17 is configured and arranged to detect whether the engine 1 is in an idle state (i.e., fully release an accelerator). Thereby, the idle state of the engine 1 is detected by the idle switch 17, which outputs a detection signal indicating the idle state of the engine 1 to the engine control unit 11.
  • the vehicle speed sensor 18 is configured and arranged to detect the traveling speed (vehicle speed) of the vehicle on which the engine 1 is mounted. Thereby, the traveling speed (vehicle speed) of the vehicle is detected by the vehicle speed sensor 18, and the vehicle speed sensor 18 transmits a detection signal indicating the traveling speed (vehicle speed) of the vehicle to the engine control unit 11.
  • the exhaust system of the engine 1 preferably includes, in addition to other components, an exhaust manifold 19 and a catalytic converter 20 disposed in the exhaust passage 21 extending from the exhaust manifold 19.
  • the oxygen sensor 22 is disposed in the exhaust manifold 19 or in the exhaust passage 21 at a position upstream of the position of the catalytic converter 20.
  • the oxygen sensor 22 is configured and arranged to detect whether the actual air-fuel ratio is rich or lean based on the oxygen concentration of the exhaust gas upstream of the catalytic converter 20 compared to a theoretical or stoichiometric air-fuel ratio.
  • an air-fuel ratio sensor 32 that can detect a wide range of air-fuel ratios may be used instead of the oxygen sensor 22 indicating the lean state.
  • the air-fuel ratio sensor 32 is provided, the amount by which the air-fuel ratio deviates from the target air-fuel ratio can be directly measured.
  • the amount of intake air can be corrected (increased) by an appropriate amount based on the amount of deviation of the air-fuel ratio.
  • an embodiment of the present invention provides an internal combustion engine long-term learning value control device in the engine control unit 11, including an air amount learning control portion, for When the rotational speed is higher or lower than the set target value, the ISCV correction value is decreased or increased, and the ISCV actuation value change amount is recorded in the ECU as the air amount learning value; the fuel learning control portion is used in the ISCV actuation value.
  • the learned value of O2FB changes at the same time and is recorded in the ECU.
  • the method further includes: a start control portion for starting according to the learned air amount learning value and the fuel learning value.
  • Fuel quantity basic setting amount + ISCV operating fuel correction amount + real-time fuel learning amount.
  • the air volume learning control includes: the rotation speed is higher than the set target value, the ISCV correction value is reduced, and the ISCV actuation value change amount is recorded in the ECU; the rotation speed is lower than the set target value, the ISCV correction value is increased, and the ISCV is actuated The amount of change in value is recorded in the ECU.
  • Real-time fuel quantity basic setting amount + ISCV operating fuel correction amount + real-time fuel learning amount.
  • the long-term learning value control device for an internal combustion engine includes: an air amount learning control portion for reducing or increasing an ISCV correction value when the rotation speed is higher or lower than a set target value, and The ISCV actuation value change amount is recorded in the ECU as the air amount learning value; the fuel learning control portion is used to simultaneously change the O2FB learning value and record in the ECU when the ISCV actuation value change amount is recorded;
  • the fuel learning value is recorded by the ECU while the air amount learning value changes; therefore, even if the idle air amount change is recorded without the intake air pressure sensor, the fuel injection amount change is simultaneously recorded;
  • the fuel correction amount learning value can be changed simultaneously, reducing the recording time of the feedback learning, improving the reliability of the system, and improving the driving time of the vehicle. Bad phenomenon.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

一种内燃机长期学习值控制装置，包括：空气量学习控制部分，用于在转速高于或低于设定目标值时，减少或增加ISCV补正值,并把ISCV作动值变化量记录在ECU中作为空气量学习值；燃料学习控制部分，用于在ISCV作动值变化量被记录时，O2FB的学习值同时变化并被记录在ECU中；在空气量学习发生时，燃料学习值在空气量学习值变化的同时被ECU记录。因此，即使在没有进气压力传感器的情况下，怠速空气量变化被记录时，燃油喷射量的变更同时被记录；可以在方法变更后，即使没有进气压力传感器的***，在吸入空气量发生变化时，燃料补正量学习值可以同步完成变更，减少了反馈学习的记录时间，提高***的可靠性，改善车辆驾驶时的不良现象。

Description

内燃机长期学习值控制装置 技术领域
本发明涉及内燃机控制技术领域，尤其涉及一种内燃机长期学习值控制装置。
背景技术
车辆怠速空燃比不变，阻力变化时，怠速时为了维持目标转速需要的空气量和燃油量也发生变化。阻力大时需要的燃油和空气变多，阻力小时需要燃油和空气变小。
Figure PCTCN2019086333-appb-000001
其中，空燃比为定值，当空气量增多或者减小时必须同比例增多或者较小燃油量，才能保证空燃比的值不变化。
有进气压力检测的怠速学习修正时，根据进气压力修正燃油量。
在无法检测到进气压力的燃料喷射***中阻力大时，通过怠速空气阀(ISCV)反馈控制增加空气量使转速达到目标转速，由于进入空气增加，O2FB进行校正，增加供给发动机的燃油，增加的空气量和燃油量作为学习值存储在ECU中。阻力小时，通过怠速空气阀(ISCV)反馈控制减少空气量使转速达到目标转速，由于进入空气减少，O2FB进行校正，减少供给发动机的燃油，减少的空气量和燃油量作为学习值存储在ECU中。空气量学习和燃料学习是分开进行的，空气量学习后，如果燃料学习未完成，会导致燃料偏浓或者偏稀，偏稀时可能引起车辆掉速甚至熄火，偏浓时会导致转速下降慢。实时作动燃料量＝基础设定量+ISCV作动燃料补正量+实时燃料学习量。学习后启动怠速：空气量＝基础设定量+空气量学习值；燃料量＝基础设定量+实时燃料学习量。通过反馈控制空气量和燃油喷射量，并把这些变化值作为学习值存储在ECU中。但是这两者变化是分开进行的，空气量(ISCV)学习值变化后，燃料学习值学习存在较长时间的滞后。
发明内容
鉴于目前在空气量学习值变化后，燃料学习还需要通过O2FB反馈继续进行修正，如果这时关闭钥匙，下次启动时就会导致燃料学习值与空气量不适合，产生不良，如发动机掉速、转速过高等；本发明提供一种内燃机长期学习值控制装置，在吸入空气量发生变化时，燃料补正量学习值可以同步完成变更，减少了反馈学习的记录时间，提高***的可靠性，改善车辆驾驶时的不良现象。
为达到上述目的，本发明的实施例采用如下技术方案：
一种内燃机长期学习值控制装置，是搭载于车辆的内燃机的长期学习值控制装置，包括：
空气量学习控制部分，用于在转速高于或低于设定目标值时，减少或增加ISCV补正值,并把ISCV作动值变化量记录在ECU中作为空气量学习值；
燃料学习控制部分，用于在ISCV作动值变化量被记录时，O2FB的学习值同时变化并被记录在ECU中。
依照本发明的一个方面，还包括：启动控制部分，用于根据学习后空气量学习值和燃料学习值进行启动。
依照本发明的一个方面，学习后启动怠速包括两部分：空气量＝基础设定量+空气量学习值；燃料量＝基础设定量+ISCV作动燃料补正量+实时燃料学习量。
依照本发明的一个方面，空气量学习控制包括：转速高于设定目标值，减少ISCV补正值,并把ISCV作动值变化量记录在ECU中；转速低于设定目标值，增加ISCV补正值,并把ISCV作动值变化量记录在ECU中。
依照本发明的一个方面，所述实时作动燃料量＝基础设定量+ISCV作动燃料补正量+实时燃料学习量。
依照本发明的一个方面，学习后，熄火再启动时，空燃比处于适合范围，怠速正常。
本发明实施的优点：本发明所述的内燃机长期学习值控制装置，包括：空气量学习控制部分，用于在转速高于或低于设定目标值时，减少或增加ISCV补正值,并把ISCV作动值变化量记录在ECU中作为空气量学习值；燃料 学习控制部分，用于在ISCV作动值变化量被记录时，O2FB的学习值同时变化并被记录在ECU中；在空气量学习发生时，燃料学习值在空气量学习值变化的同时被ECU记录；因此，即使在没有进气压力传感器的情况下，怠速空气量变化被记录时，燃油喷射量的变更同时被记录；可以在方法变更后，即使没有进气压力传感器的***，在吸入空气量发生变化时，燃料补正量学习值可以同步完成变更，减少了反馈学习的记录时间，提高***的可靠性，改善车辆驾驶时的不良现象。
附图说明
为了更清楚地说明本发明实施例中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为现有技术学习值学习时刻示意图；
图2为现有技术与本发明实施例学习值写入ECU数据对比示意图；
图3为现有技术与本发明实施例再启动数据对比示意图；
图4为本发明实施例学习值学习时刻示意图；
图5为现有技术学习值实现示意图；
图6为本发明实施例学习值实现示意图；
图7为可实现本发明的优选实施例的内燃机的简化整体示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
参照图7，其中，示出根据本发明的优选实施例装备为内燃机的简化整体示意图。如图7所示，内燃机优选为具有操作节气门3和多个燃油喷射阀4(一个气缸有一个)的节气门电动机2的汽油发动机。
如一般发动机那样，进气通过节气门3进入发动机1，并且燃油从相应的 燃油喷射阀4喷入各气缸的燃烧室。空气和燃油在各气缸的燃烧室中混合以形成空气燃油混合物。由火花塞(未示出)对空气燃油混合物进行点火，并且得到的空气燃油混合物的燃烧或***使活塞4(一个气缸有一个)往复运动，由此以常规的方式提供车辆用的驱动力。
内燃机还具有控制节气门3(进气量)和燃油喷射阀4(燃油喷射量)的发动机控制单元(ECU)或装置11。
发动机控制单元11优选包括具有如下所述控制节气门3的进气量控制例程和控制燃油喷射阀4的燃油喷射量控制例程的内置的微型计算机。控制单元11还可以包括诸如输入接口电路、输出接口电路、ROM(只读存储器)装置和RAM(随机存取存储器)装置等的存储装置的其它常规部件。存储电路存储处理结果和诸如用于操作节气门3和燃油喷射阀4的控制例程。发动机控制单元11的内部RAM存储各种操作标记(flag)的状态和各种控制数据。发动机控制单元11的内部ROM存储用于控制节气门3和燃油喷射阀4的各种操作的操作参数。本领域技术人员从本公开可以容易地理解，用于发动机控制单元11的精确结构和算法可以是可实现本发明的各种功能的硬件和软件的任意组合。换句话说，在说明书和权利要求中使用的“装置加功能”语句应包括可以使用以实现“装置加功能”语句的功能的任意结构或硬件和/或算法或软件。
控制单元11以常规方式与各种传感器耦合，以接收来自各种传感器的检测信号。基于这些检测信号，将发动机控制单元11配置或编程为控制节气门3和燃油喷射阀4。具体而言，基于这些检测信号，发动机控制单元11计算用于节气门电动机2和燃油喷射阀4的控制信号，然后发送这些控制信号以操作节气门电动机2和燃油喷射阀4。
更具体地，将发动机控制单元11配置为接收来自以下装置或传感器的各种输入信号：空气流量计12、节气门传感器13、转速传感器14、冷却液传感器15、空档开关(neutral switch)16、怠速开关17和车速传感器18。传感器12-18是本领域中现有的常规部件。由于传感器12-18在本领域中是现有的，因此下面将不讨论或不详述这些结构。并且，本领域技术人员从本公开可以容易地理解，传感器12-18可以是可用于实现本发明的任意类型的传感器、结构和/编程(programming)。
将空气流量计12配置和安排为在节气门3的位置上游检测发动机1的进气 量。由此，由空气流量计12检测进气量，该空气流量计将指示被传输到发动机1的燃烧室的进气量的检测信号输出到发动机控制单元11。将节气门传感器13配置和安排为检测节气门3的开度。由此，由节气门传感器13检测节气门3的节气门位置或开度，该节气门传感器将指示节气门3的节气门位置或开度的检测信号输出到发动机控制单元11。将转速传感器14配置和安排为例如通过发动机1的曲轴的曲柄转角检测发动机1的转速。由此，由转速传感器14检测发动机转速，该转速传感器将指示发动机转速的检测信号输出到发动机控制单元11。将冷却液传感器15配置和安排为检测发动机1中的冷却液的温度。由此，由冷却液传感器15检测发动机1中的冷却液的温度，该冷却液传感器将指示发动机1中的冷却液的温度的检测信号输出到发动机控制单元11。
将空档开关16配置和安排为检测与发动机1组合使用的变速器(图中未示出)是否处于空档位(neutral shiftposition)。由此，由空档开关16检测变速器的空档位置或状态，该空档开关将指示变速器的空档位置或状态的检测信号输出到发动机控制单元11。将怠速开关17配置和安排为检测发动机1是否处于怠速状态(即，完全释放油门(accelerator))。由此，由怠速开关17检测发动机1的怠速状态，该怠速开关将指示发动机1的怠速状态的检测信号输出到发动机控制单元11。将车速传感器18配置和安排为检测安装发动机1的车辆的行驶速度(车速)。由此，由车速传感器18检测车辆的行驶速度(车速)，该车速传感器18将指示车辆的行驶速度(车速)的检测信号发送到发动机控制单元11。
除了其它部件以外，发动机1的排气***优选还包括排气歧管19和在从排气歧管19延伸的排气通道21中设置的催化转化器20。在排气歧管19中或在催化转化器20的位置上游位置的排气通道21中设置氧传感器22。将氧传感器22配置和安排为基于催化转化器20上游的排气的氧气浓度与理论或化学计量空燃比相比较检测实际空燃比是浓还是稀。
作为用于检测空燃比的传感器或装置，也可以使用可检测宽范围的空燃比的空燃比传感器32，以代替指示稀浓状态的氧传感器22。当设置空燃比传感器32时，可以直接测量空燃比偏离目标空燃比的量。
结果，可以基于空燃比的偏离量以适当的量校正(增加)进气量。
如图1、图2、图3、图4、图5和图6所示，本发明实施例在所述发动机控制单元11内设置内燃机长期学习值控制装置，包括空气量学习控制部分，用 于在转速高于或低于设定目标值时，减少或增加ISCV补正值,并把ISCV作动值变化量记录在ECU中作为空气量学习值；燃料学习控制部分，用于在ISCV作动值变化量被记录时，O2FB的学习值同时变化并被记录在ECU中。
还包括：启动控制部分，用于根据学习后空气量学习值和燃料学习值进行启动。
学习后启动怠速包括两部分：空气量＝基础设定量+空气量学习值；
燃料量＝基础设定量+ISCV作动燃料补正量+实时燃料学习量。
空气量学习控制包括：转速高于设定目标值，减少ISCV补正值,并把ISCV作动值变化量记录在ECU中；转速低于设定目标值，增加ISCV补正值,并把ISCV作动值变化量记录在ECU中。
实时作动燃料量＝基础设定量+ISCV作动燃料补正量+实时燃料学习量。
学习后，熄火再启动时，空燃比处于适合范围，怠速正常。
如下表一和图5所示，为现有技术方案的实现数据表及示意图；
如下表二和图6所示，为本发明实施例实现数据表及示意图：
表一
X ISCV作动值 ISCV学习值 O2FB学习值
1 10 5 15
2 10 5 15
2 8.5 6.5 15
3 8.5 6.5 15
3 8.5 6.5 16
4 8.5 6.5 16
4 8.5 6.5 17
5 8.5 6.5 17
5 8.5 6.5 18
6 8.5 6.5 18
表二
X ISCV作动值 ISCV学习值 O2FB学习值
1 10 5 15
2 10 5 15
2 8.5 6.5 18
3 8.5 6.5 18
6 8.5 6.5 18
从而，可以在方法变更后，即使没有进气压力传感器的***，在吸入空气量发生变化时，燃料补正量学习值可以同步完成变更，减少了反馈学习的记录时间，提高***的可靠性，改善车辆驾驶时的不良现象。
本发明实施的优点：本发明所述的内燃机长期学习值控制装置，包括：空气量学习控制部分，用于在转速高于或低于设定目标值时，减少或增加ISCV补正值,并把ISCV作动值变化量记录在ECU中作为空气量学习值；燃料学习控制部分，用于在ISCV作动值变化量被记录时，O2FB的学习值同时变化并被记录在ECU中；在空气量学习发生时，燃料学习值在空气量学习值变化的同时被ECU记录；因此，即使在没有进气压力传感器的情况下，怠速空气量变化被记录时，燃油喷射量的变更同时被记录；可以在方法变更后，即使没有进气压力传感器的***，在吸入空气量发生变化时，燃料补正量学习值可以同步完成变更，减少了反馈学习的记录时间，提高***的可靠性，改善车辆驾驶时的不良现象。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本领域技术的技术人员在本发明公开的技术范围内，可轻易想到的变化或替换，都应涵盖在本发明的保护范围之内。
因此，本发明的保护范围应以所述权利要求的保护范围为准。

Claims (6)

  1. 一种内燃机长期学习值控制装置，是搭载于车辆的内燃机的长期学习值控制装置，其特征在于，包括：空气量学习控制部分，用于在转速高于或低于设定目标值时，减少或增加ISCV补正值,并把ISCV作动值变化量记录在ECU中作为空气量学习值；
    燃料学习控制部分，用于在ISCV作动值变化量被记录时，O2FB的学习值同时变化并被记录在ECU中。
  2. 根据权利要求1所述的内燃机长期学习值控制装置，其特征在于，还包括：启动控制部分，用于根据学习后空气量学习值和燃料学习值进行启动。
  3. 根据权利要求2所述的内燃机长期学习值控制装置，其特征在于，学习后启动怠速包括两部分：空气量＝基础设定量+空气量学习值；燃料量＝基础设定量+ISCV作动燃料补正量+实时燃料学习量。
  4. 根据权利要求1所述的内燃机长期学习值控制装置，其特征在于，空气量学习控制包括：转速高于设定目标值，减少ISCV补正值,并把ISCV作动值变化量记录在ECU中；转速低于设定目标值，增加ISCV补正值,并把ISCV作动值变化量记录在ECU中。
  5. 根据权利要求3所述的内燃机长期学习值控制装置，其特征在于，所述实时作动燃料量＝基础设定量+ISCV作动燃料补正量+实时燃料学习量。
  6. 根据权利要求5所述的内燃机长期学习值控制装置，其特征在于，学习后，熄火再启动时，空燃比处于适合范围，怠速正常。
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