JP2002332884A - Controller of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To calculate various types of control parameters for a pneumatic system, without promoting errors between the actual air volume and a target air volume of an engine. SOLUTION: Based on the current accelerator opening and an engine rotational speed Ne and the like, requested torque is calculated by a requested torque calculation means 51 based on the current requested torque and the engine rotational speed Ne and the like, the target air volume is calculated by a target air volume calculation means 52, and based on the target air volume and engine rotational speed Ne, the target throttle opening is calculated by the target throttle opening calculation means 53. Based on the target air volume and engine rotational speed Ne, control parameters for the pneumatic system (target EGR opening, target VVT spark-advance value, target SCV opening) which forms the factors of varying a cylinder filled air volume are calculated by a target VVT spark-advance value calculating means 56 and a target SCV opening calculating means 57.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an internal combustion engine that calculates a required control torque of an internal combustion engine by determining a required torque based on an accelerator opening and the like.

[0002]

2. Description of the Related Art In recent years, electronically controlled automobiles have been developed.
To achieve drivability with good responsiveness in response to the driver's accelerator operation, the required torque is determined based on the accelerator opening, etc., the target air amount is set, and the throttle valve is driven by a motor or the like accordingly. In some cases, the actual air amount is made to match the target air amount. Furthermore,
Some systems are equipped with various systems such as an exhaust recirculation system (EGR system) and a variable valve timing system in order to improve the output of the engine, reduce exhaust emissions, and reduce fuel consumption. These systems are controlled by an on-board computer according to the engine operating conditions. For example, as shown in Japanese Patent Application Laid-Open No. 9-53519, a target EGR flow rate (target EGR opening) is set by multiplying an actual air amount detected by an air flow meter by a target EGR rate. There is something.

[0003]

The amount of air to be charged into the cylinder of the engine is controlled mainly by the throttle opening, and the EGR flow rate (EGR opening), valve timing, and the like also vary the air amount. It becomes a factor. For example, as the EGR opening increases, the EGR flow rate increases and the difference between the intake pressure and the atmospheric pressure (pressure difference between the upstream and downstream of the throttle valve) decreases.
The larger the GR opening is, the smaller the amount of air (fresh air) drawn into the cylinder is.

Therefore, in the configuration in which the target EGR opening is calculated using the actual air amount, as shown in FIG. 9, when the actual air amount becomes larger than the target air amount for some reason, the EGR opening degree is reduced. The EGR opening is controlled to be small based on the matching map. As a result, the EGR flow rate decreases, the intake pressure (pressure downstream of the throttle valve) decreases, and the pressure difference between upstream and downstream of the throttle valve increases. as a result,
A vicious cycle occurs in which the actual air amount becomes more and more than the target air amount. In short, in the configuration in which the target EGR opening is calculated using the actual air amount, the target EGR opening is calculated in a direction that further promotes the error of the actual air amount, and the control accuracy of the actual air amount with respect to the target air amount ( This results in a vicious circle in which the throttle control accuracy is further reduced.

[0005] Such problems are not limited to the EGR system, but include control parameters of various pneumatic systems, such as a variable valve timing system and a swirl control valve, which cause a variation in the amount of air charged into the cylinder. Is also calculated based on the actual air amount, a similar problem occurs. Similar problems also occur when these control parameters of the air system are calculated based on the actual intake pressure.

The present invention has been made in view of such circumstances, and therefore has as its object without promoting an error between the actual air amount (actual intake pressure) and the target air amount (target intake pressure). To provide a control device for an internal combustion engine capable of calculating various control parameters of an air system and enabling stable control of the air system which is hardly affected by fluctuations in the actual air amount (actual intake pressure). It is in.

[0007]

In order to achieve the above object, a first aspect of the present invention is to calculate a target air amount and / or a target intake pressure by determining a required torque based on an accelerator opening and the like. In the control device for the internal combustion engine, when the air system control means calculates the control parameter of the air system which is a factor of the fluctuation of the air amount to be charged into the cylinder, the target air amount and / or
Alternatively, the control parameters of the air system are calculated using the target intake pressure. In this way, even if an error occurs between the actual air amount (actual intake pressure) and the target air amount (target intake pressure), the control parameters of the air system are calculated without promoting the error. This makes it possible to control a stable air system which is hardly affected by fluctuations in the actual air amount (actual intake pressure).

In this case, the control parameters of the air system include an exhaust recirculation valve, an air flow control valve (such as a swirl control valve), and a variable valve device (a variable valve timing device or a variable valve lift device). At least one of the control parameters is set to a target air amount and / or
Alternatively, the calculation may be performed using the target intake pressure. In other words, the exhaust recirculation valve, the air flow control valve, and the variable valve device
Both are the main factors that fluctuate the air volume,
If the present invention is applied to an internal combustion engine provided with at least one of these, it becomes possible to control a stable air system which is hardly affected by fluctuations in the actual air amount (actual intake pressure).

When there are a plurality of control parameters of the air system that cause fluctuations of the air amount, all of the control parameters may be calculated based on the target air amount (target intake pressure). Alternatively, only some of the main control parameters may be calculated based on the target air amount (target intake pressure).

In view of the fact that there is a delay before the intake air passes through the throttle valve and is taken into the cylinder, the target air amount and / or the target intake pressure are set to the intake delay. The control parameters of the air system may be calculated using the corrected target air amount and / or the corrected target intake pressure that has been delayed by a considerable amount. With this configuration, it is possible to compensate for a timing difference between the target air amount (target intake pressure) due to the intake delay and the control parameters of the air system, thereby improving the calculation accuracy of the control parameters of the air system.

In this case, in addition to the delay correction corresponding to the intake delay, the correction target air amount and / or the correction target intake amount obtained by performing the advance correction corresponding to the operation delay of each actuator of the air system. The control parameter of the air system may be calculated using the atmospheric pressure. In this way, in addition to correcting the intake delay, the operation delay of each actuator in the air system can also be corrected, and the behavior of the actual air amount and the behavior of the optimal air amount of each actuator in the air system can be determined. It can be made to match, and the calculation accuracy of the control parameter of the air system can be further improved.

Further, a first control mode for calculating a control parameter of an air system using a target air amount and / or a target intake pressure and an actual air amount and / or an actual intake pressure are used. The second control mode for calculating the control parameters of the air system may be switched according to the operating conditions.

For example, it is possible to switch to the first control mode during normal operation and to switch to the second control mode during transient operation. That is, at the time of steady operation in which the operating conditions are maintained substantially constant, the actual air amount (actual intake pressure) is controlled to converge to the target air amount (target intake pressure). By switching to the mode and calculating the control parameters of the air system using the target air amount (target intake pressure), even if the actual air amount (actual intake pressure) fluctuates for some reason during steady operation,
Disturbance in control of the air system due to the influence of the fluctuation can be prevented, and stable control of the air system can be performed. Further, during a transient operation in which the operating condition changes, the influence of the intake delay appears. Therefore, if the control mode is switched to the second control mode and the control parameters of the air system are calculated using the actual air amount (actual intake pressure), the transient operation is performed. It is possible to control the air system with good responsiveness to changes in operating conditions during operation.

Alternatively, the control mode may be switched to the first control mode during idling and to the second control mode during traveling. With this configuration, by switching to the first control mode at the time of idling, the idling rotation speed can be stabilized, and vehicle vibration and the like at the time of idling can be reduced. Further, during traveling, by switching to the second control mode, it becomes possible to control the air system with good responsiveness to changes in operating conditions.

The inventions of claims 1 to 7 described above can be applied to both the intake port injection engine and the in-cylinder injection engine. At the time of stratified combustion operation (compression stroke injection), control parameters of the air system are calculated using the target fuel amount. During homogeneous combustion operation (intake stroke injection), the target air amount and / or target intake pressure are calculated. May be used to calculate the control parameters of the air system. In other words, during the stratified charge combustion operation, the torque of the internal combustion engine is controlled by the fuel amount. Therefore, if the air system control parameter is calculated using the target fuel amount during the stratified charge combustion operation, an appropriate control parameter corresponding to the required torque is set. be able to. In addition, since the torque of the internal combustion engine is controlled by the air amount during the homogeneous combustion operation, if the control parameters of the air system are calculated using the target air amount (target intake pressure) during the homogeneous combustion operation, an appropriate value corresponding to the required torque can be obtained. Control parameters can be set.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS [Embodiment (1)] An embodiment (1) in which the present invention is applied to an intake port injection engine will be described below with reference to FIGS.

First, a schematic configuration of the entire engine control system will be described with reference to FIG. An air cleaner (not shown) is provided at the most upstream portion of an intake pipe 12 of an engine 11 which is an internal combustion engine, and an air flow meter 13 for detecting an intake air amount is provided downstream of the air cleaner. . On the downstream side of the air flow meter 13, D
A throttle valve 15 whose opening is adjusted by a motor 14 such as a C motor is provided. This motor 14 is an engine electronic control circuit (hereinafter referred to as “ECU”) 16
The throttle valve 15 is controlled based on the output signal from the throttle valve 15 to control the opening (throttle opening) of the throttle valve 15, and the amount of intake air to each cylinder is adjusted by the throttle opening.

A surge tank 17 is provided downstream of the throttle valve 15.
An intake pressure sensor 18 for detecting an intake pressure is attached. An intake manifold 19 for introducing air to each cylinder of the engine 11 is connected to the surge tank 17. A swirl control valve 20 for controlling a swirl flow in the cylinder of the engine 11 is provided in the intake manifold 19 of each cylinder. (Air flow control valve). A fuel injection valve 21 for injecting fuel is attached near each intake port of the intake manifold 19 of each cylinder. An ignition plug 25 is attached to a cylinder head of the engine 11 for each cylinder, and the mixture in the cylinder is ignited by spark discharge of each ignition plug 25.

The intake valve 26 and the exhaust valve 27 of the engine 11 are driven by camshafts 28 and 29, respectively. The opening and closing timing of the intake valve 26 (VVT advance value ) Is provided with a hydraulic variable valve timing device 30 (VVT). The hydraulic pressure for driving the variable valve timing device 30 is controlled by a hydraulic control valve 31.

On the other hand, a catalyst 37 such as a three-way catalyst for purifying exhaust gas is provided in an exhaust pipe 36 of the engine 11, and an air-fuel ratio (or rich / lean) of exhaust gas is detected upstream of the catalyst 37. Air-fuel ratio sensor 38 (or oxygen sensor)
Is provided. The air-fuel ratio sensor 3 in the exhaust pipe 36
An EGR pipe 39 for recirculating a part of the exhaust gas to the intake side is connected between the upstream side of the surge tank 17 and the surge tank 17.
An EGR valve 40 (exhaust recirculation valve) for controlling the amount is provided. The accelerator pedal opening (accelerator opening) is detected by an accelerator sensor 41.

ECU 16 for controlling the operating state of the engine
Is constituted mainly by a microcomputer, and realizes the function of each unit shown in FIG. 2 by executing an engine control program (not shown) stored in its ROM (storage medium). Hereinafter, the functions of these units will be described.

The required torque calculating means 51 calculates the required torque by a map or a mathematical expression based on the current accelerator opening and the engine speed Ne. Then, the target air amount calculating means 52 calculates the target air amount by a map or a mathematical expression based on the current required torque and the engine rotation speed Ne.

The target throttle opening calculating means 53 calculates a target throttle opening based on the target air amount and the engine speed Ne by using an inverse model of the intake system model or the like, and according to the target throttle opening. The control signal is output to the motor 14 (throttle valve driving means) to drive the throttle valve 15 to control the actual throttle opening to the target throttle opening. When calculating the target throttle opening, in addition to the target air amount and the engine speed Ne,
The control parameters of the air system that cause the variation of the amount of air charged into the cylinder, that is, the target EGR opening, the target VVT advance (the target valve timing advance), and the target SCV opening (the target swirl control valve opening) ) May be calculated in consideration of the target throttle opening.

The target EGR opening calculating means 54 calculates the target EGR opening by a map or the like based on the target air amount and the engine rotation speed Ne, and outputs a control signal corresponding to the target EGR opening to an EGR such as a motor. An output to the valve driving means 55 drives the EGR valve 40 to control the actual EGR opening to the target EGR opening.

The target VVT advance value calculating means 56 calculates a target VVT advance value using a map or the like based on the target air amount and the engine rotation speed Ne, and outputs a control signal corresponding to the target VVT advance value to a hydraulic pressure. It outputs to the control valve 31 (VVT drive means) to drive the variable valve timing device 30 (VVT) to control the actual VVT advance value to the target VVT advance value.

The target SCV opening calculating means 57 calculates the target SCV opening by a map or the like based on the target air amount and the engine speed Ne, and outputs a control signal corresponding to the target SCV opening to the SCV of the motor or the like. Output to the driving means 58,
Drive the swirl control valve 20 (SCV),
The actual SCV opening is controlled to the target SCV opening. The target EGR opening calculating means 54, the target VVT advance value calculating means 56, and the target SCV opening calculating means 57 play a role as an air control means in the claims.

On the other hand, the in-cylinder charged air amount calculating means 59 calculates the intake system model based on the output of the air flow meter 13 (the amount of air passing through the throttle), the engine speed Ne, the output of the intake pressure sensor 18 (the intake pressure) and the like. To calculate the in-cylinder charged air amount. Then, the target fuel amount calculating means 60
Calculates the target fuel amount by dividing the in-cylinder charged air amount by the target air-fuel ratio set by the target air-fuel ratio setting means 61.
Target fuel amount = In-cylinder charged air amount / Target air-fuel ratio x constant

The fuel injection amount calculating means 62 multiplies the target fuel amount by various correction coefficients (cooling water temperature correction coefficient, air-fuel ratio feedback correction coefficient, learning correction coefficient, etc.) to obtain the final fuel injection amount. Then, an injection pulse having a pulse width corresponding to the fuel injection amount is output to the fuel injector driving means 63 to execute the fuel injection.

The ignition timing calculating means 64 calculates the ignition timing of each cylinder in accordance with the engine operating conditions using a map or the like, and drives the spark plug driving means 65 at the ignition timing to apply a high voltage to the spark plug 25. To generate a spark discharge.

In the embodiment (1) described above, the control parameters (the target EGR opening, the target VVT advance, the target SCV opening) of the air system, which are the causes of the variation of the in-cylinder charged air amount, are calculated. In addition, since the control parameters of the air system are calculated using the target air amount, even if an error occurs between the actual air amount and the target air amount, the error of the air system is increased without promoting the error. The control parameters can be calculated, and stable control of the air system (EGR opening, VVT advance, SCV opening) that is not easily affected by fluctuations in the actual air amount can be performed.

[Embodiment (2)] By the way, there is a delay (intake delay) until the intake air passes through the throttle valve 15 and is taken into the cylinder. The influence of the intake delay does not appear during the steady operation in which the engine operating conditions are maintained substantially constant, but the influence of the intake delay appears during the transient operation in which the engine operating conditions change.

Therefore, in the embodiment (2) of the present invention shown in FIGS. 3 and 4, the control parameters of the air system (the target EGR
When calculating the opening degree, the target VVT advance value, and the target SCV opening degree), the intake air delay compensating means 66 delay-corrects the target air amount by an amount corresponding to the intake delay, and uses the corrected target air amount to correct the target air amount. A target EGR opening, a target VVT advance, and a target SCV opening are calculated by the EGR opening calculating means 54, the target VVT advance value calculating means 56, and the target SCV opening calculating means 57.

As shown in FIG. 4, the intake delay compensating means 66
Is to approximate the intake delay by the dead time plus the first-order delay to correct the target air amount by a delay corresponding to the intake delay. The dead-time element 67 (1 / z ⁿ ), the time constant setting means 68, and the first-order lag filter 69. The dead time element 67 delays the target air amount calculated by the target air amount calculating means 52 by the dead time, and sets the target air amount x (i) after the delay.
Is input to the first-order lag filter 69. Time constant setting means 6
8 calculates the time constant τ of the first-order lag filter 69 using a map according to the current engine rotation speed Ne. Then, the primary delay filter 69 delay-corrects the target air amount by an amount corresponding to the intake delay by the following equation. y (i) = y (i−1) + (ts / τ) × ｛x (i) −y (i−1)
Where y (i) is the output of the primary delay filter 69 (corrected target air amount after delay correction), y (i-1) is the output of the primary delay filter 69 at the time of the previous calculation, and ts is the sampling time. is there.

The target EGR opening calculating means 54, the target VVT advance value calculating means 56, and the target SCV opening calculating means 57 include a corrected target air amount y (i) corrected by the intake delay compensating means 66 and the engine. The control parameters of the air system (target EGR
Opening, target VVT advance, target SCV opening) are calculated.

In the above-described embodiment (2), the control parameter of the air system is calculated using the corrected target air amount obtained by correcting the target air amount with a delay corresponding to the intake delay. It is possible to compensate for a difference in timing between the amount of air and the control parameter of the air system, thereby improving the calculation accuracy of the control parameter of the air system.

[Embodiment (3)] The present invention relates to a first control mode for calculating air system control parameters using a target air amount and a second control mode for calculating air system control parameters using an actual air amount. The second control mode may be switched according to the engine operating conditions.

An embodiment (3) embodying this will be described with reference to FIG. The air system control program in FIG.
The control is executed by the CU 16 every predetermined time or every predetermined crank angle, and calculates the control parameters of the air system (target EGR opening, target VVT advance, target SCV opening) as follows. First, in step 101, it is determined whether or not the current engine operation state is a steady operation. If the current operation state is a steady operation, the process proceeds to step 102, and the mode is switched to the first control mode. In the same manner as in 2), the control parameters of the air system (target EGR opening, target VVT advance, target SCV opening) are calculated using the target air amount.
Specifically, control parameters are calculated by a map or the like based on the target air amount, the engine rotation speed Ne, and the like.

On the other hand, if it is determined in step 101 that the operation is a transient operation, the process proceeds to step 103, where the mode is switched to the second control mode, and the actual air amount (in-cylinder charged air amount calculating means 59)
Of the air system (target EG)
R opening, target VVT advance, target SCV opening) are calculated. Specifically, control parameters are calculated by a map or the like based on the actual air amount, the engine speed Ne, and the like.

In the embodiment (3) described above, at the time of steady operation in which the engine operating condition is maintained substantially constant,
In consideration of the fact that the actual air amount is controlled to converge to the target air amount, the mode is switched to the first control mode, and the control parameters of the air system are calculated using the target air amount. Even if the actual air amount fluctuates for some reason during steady operation, it is possible to prevent the air system control from being disturbed due to the fluctuation and to perform stable air system control. . Further, in the transient operation in which the engine operating conditions change, the mode is switched to the second control mode in consideration of the influence of the intake delay, and the control parameters of the air system are calculated using the actual air amount. Therefore, it is possible to control the air system with good responsiveness to changes in the engine operating conditions during the transient operation.

[Embodiment (4)] In the embodiment (4) of the present invention, the air system control program shown in FIG. 6 is executed every predetermined time or every predetermined crank angle. When the program is started, first, in step 201, it is determined whether or not the current engine operating state is an idle state. If the engine is in an idle state, the process proceeds to step 202, where the mode is switched to the first control mode. In the same manner as in the embodiment (3), the control parameters of the air system (target EGR opening, target VVT advance, target SCV opening) are calculated using the target air amount.

On the other hand, if it is determined in step 201 that the vehicle is traveling, the process proceeds to step 203, where the control mode is switched to the second control mode, and the actual air amount (in-cylinder charged air) is changed in the same manner as in the embodiment (3). The control parameters (target EGR opening, target VVT advance, target SCV opening) of the air system are calculated using the amount calculated by the amount calculating means 59).

In the above-described embodiment (4), by switching to the first control mode at the time of idling, the idling rotation speed can be stabilized and the vehicle vibration at the time of idling can be reduced. Further, during traveling, by switching to the second control mode, it becomes possible to control the air system with good responsiveness to changes in engine operating conditions.

[Embodiment (5)] Next, an embodiment (5) in which the present invention is applied to a direct injection engine in which fuel is directly injected into a cylinder from a fuel injection valve will be described with reference to FIG.
However, portions substantially the same as those in the embodiment (1) will be denoted by the same reference numerals and description thereof will be simplified.

The combustion mode switching means 71 calculates the required torque calculated by the required torque calculating means 51 and the engine speed N.
According to e, one of the homogeneous combustion mode (intake stroke injection mode) and the stratified combustion mode (compression stroke injection mode) is selected from a map or the like to switch the combustion mode. For example, the stratified combustion mode is selected in the low rotation region and the low torque region. In the stratified combustion mode, a small amount of fuel is directly injected into the cylinder in the compression stroke to form a stratified mixture and perform stratified combustion, thereby improving fuel efficiency. In the middle / high rotation range and the middle / high torque range, the homogeneous combustion mode is selected. In this homogeneous combustion mode, the engine output and the shaft torque are increased by increasing the fuel injection amount and injecting directly into the cylinder during the intake stroke to form a homogeneous mixture and perform homogeneous combustion.

In the homogeneous combustion mode, the embodiment (1)
Similarly, the target EGR opening calculating means 54, the target VVT advance value calculating means 56, and the target SCV opening calculating means 57 use the target air amount to control the air system control parameters (target EGR opening, target VVT advance). Value, target SCV opening). At this time, similarly to the embodiment (2), the control parameter of the air system may be calculated using the corrected target air amount obtained by correcting the target air amount with a delay corresponding to the intake delay.

On the other hand, in the stratified charge combustion mode, the required torque calculated by the required torque calculating means 51 is converted into a target fuel amount by the target fuel amount calculating means 72, and various corrections to the target fuel amount are performed by the fuel injection amount calculating means 73. The final fuel injection amount is obtained by multiplying by a coefficient (a cooling water temperature correction coefficient, an air-fuel ratio feedback correction coefficient, a learning correction coefficient, etc.). The target air amount is calculated by multiplying the target fuel amount by the target air-fuel ratio by the target air amount calculating means 74, and the target throttle amount is calculated by the target throttle opening degree calculating means 75 based on the target air amount and the engine speed Ne. The opening is calculated, and the actual throttle opening is controlled to the target throttle opening.

Further, in the stratified combustion mode, the target EGR is calculated using the target fuel amount calculated by the target fuel amount calculating means 72.
The control parameters of the air system (target EGR opening, target VVT advance, target SCV) are calculated by the opening degree calculating means 76, the target VVT advance value calculating means 77, and the target SCV opening degree calculating means 78.
Opening).

In the above-described embodiment (5), in consideration of controlling the engine torque by the fuel amount during the stratified charge combustion operation, the control parameters of the air system are calculated using the target fuel amount during the stratified charge combustion operation. Therefore, it is possible to set an appropriate control parameter according to the required torque. Also, considering that the engine torque is controlled by the amount of air during the homogeneous combustion operation, the control parameters of the air system are calculated using the target air amount during the homogeneous combustion operation. Control parameters can be set.

During the homogeneous combustion operation, the first control mode for calculating the control parameters of the air system using the target air amount in the same manner as in the above embodiments (3) and (4); To calculate air system control parameters using
May be switched in accordance with the engine operating conditions.

In each of the above embodiments (1) to (5), instead of calculating the air system control parameters using the target air amount, the air system control parameters are calculated using the target intake pressure. Alternatively, the control parameters of the air system may be calculated using both the target air amount and the target intake pressure.

The engine 11 of each of the embodiments (1) to (5) includes the EGR valve 40, the variable valve timing device 30, and the swirl control valve 20. One or two of them are provided. The present invention can be applied to an engine in which one function is omitted.

Further, the control parameters of the air system which cause the variation of the amount of air to be charged into the cylinder are not limited to the target EGR opening, the target VVT advance value, and the target SCV opening, but other control parameters ( For example, a variable valve lift, an evaporation purge system) may be included. When there are a plurality of air system control parameters that cause a change in the air amount, all the control parameters may be calculated based on the target air amount (target intake pressure). Only some of the main control parameters may be calculated based on the target air amount (target intake pressure).

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of an entire engine control system showing an embodiment (1) of the present invention.

FIG. 2 is a functional block diagram schematically showing a basic configuration of an arithmetic function of an ECU according to an embodiment (1).

FIG. 3 is a functional block diagram schematically showing a basic configuration of an arithmetic function of an ECU according to an embodiment (2).

FIG. 4 is a functional block diagram showing functions of an intake delay compensating means according to the embodiment (2).

FIG. 5 is a flowchart showing a flow of processing of an air system control program according to the embodiment (3).

FIG. 6 is a flowchart showing a flow of processing of an air system control program according to the embodiment (4).

FIG. 7 is a functional block diagram schematically showing a basic configuration of an arithmetic function of an ECU according to an embodiment (5).

FIG. 8 is a diagram for explaining a relationship between an EGR opening degree and an air amount.

FIG. 9 is a diagram for explaining the cause of the error between the actual air amount and the target air amount in the conventional system.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine), 12 ... Intake pipe, 14 ... Motor, 15 ... Throttle valve, 16 ... ECU (Air system control means), 20 ... Swirl control valve (Air flow control valve), 30 ... Variable valve timing device (Variable valve device), 31: hydraulic control valve, 40: EGR valve (exhaust recirculation valve), 51: required torque calculating means, 52: target air amount calculating means, 53: target throttle opening calculating means, 54: target EGR Opening degree calculation means (air system control means), 56: target VVT advance value calculation means (air system control means), 57: target SCV opening degree calculation means (air system control means), 59: cylinder air charge amount calculation Means 60 target fuel amount calculating means 66 intake delay compensating means 69 primary delay filter 71 combustion mode switching means 72 target fuel amount calculating means 74 target air Arithmetic means, 76 ... target E
GR opening degree calculation means (air system control means), 77: target VV
T-advance angle calculation means (pneumatic control means), 78: target SC
V opening calculation means (pneumatic control means).

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 13/02 F02D 13/02 D 21/08 301 21/08 301A 301C 301G 41/04 310 41/04 310B 310C 310G 41/08 310 41/08 310 45/00 312 45/00 312C 312M 364 364D 366 366F F02M 25/07 550 F02M 25/07 550F 550R 570 570A F-term (reference) 3G062 AA03 A04 CA04 BA08 CA06 DA06 EA11 ED01 ED04 ED10 FA02 FA05 FA09 FA13 FA23 GA01 GA02 GA04 GA06 GA17 GA21 3G065 AA04 CA12 DA05 DA15 EA04 EA05 EA07 EA10 EA10 FA04 FA12 GA01 GA05 GA10 GA14 GA15 GA41 GA46 HA06 HA21 HA22 JA04 BA09 BA23 BA02 BA03 CA05 CA09 EB08 EB12 EB25 FA07 FA10 F A11 FA29 3G092 AA01 AA05 AA06 AA09 AA10 AA11 AA13 AA17 BB01 BB06 DA03 DC03 DC06 DC08 DE01S DE03S DF01 DF02 DG08 EA01 EA02 EA06 EA07 EA16 EB05 EC01 EC10 FA06 FA15 GA03 HA05 HD03 HA05 HA05 HA05 JA02 JA12 KA07 KA11 KA21 KA24 KA25 LA03 LA05 LB04 LC03 LC08 MA11 MA19 NA01 NC02 ND02 ND21 PA01Z PA07Z PA11Z PD03Z PE06Z PF03Z

Claims (8)

[Claims] In a control device for an internal combustion engine, which calculates a target air amount and / or a target intake pressure by determining a required torque based on an accelerator opening and the like, a variation factor of an air amount charged into a cylinder. An internal combustion engine comprising: air system control means for calculating the air system control parameters using the target air amount and / or the target intake pressure when calculating the air system control parameters. Control device. 2. The air system control means sets at least one of an exhaust gas recirculation valve, an air flow control valve, and a variable valve device as a control parameter of the air system to the target air amount and / or the target intake air. The control device for an internal combustion engine according to claim 1, wherein the calculation is performed using the atmospheric pressure. 3. The air system control means uses a corrected target air amount and / or a corrected target intake pressure obtained by delay-correcting the target air amount and / or the target intake pressure by an amount corresponding to an intake delay. The control device for an internal combustion engine according to claim 1, wherein a control parameter is calculated. 4. The air system control means corrects a delay corresponding to an intake delay and a lead correction corresponding to an operation delay of each actuator of the air system with respect to the target air amount and / or the target intake pressure. The control device for an internal combustion engine according to claim 1 or 2, wherein the control parameter of the air system is calculated using the corrected target air amount and / or the corrected target intake pressure subjected to (1). 5. A first control mode for calculating a control parameter of the air system using the target air amount and / or the target intake pressure, the air system control means including an actual air amount and / or an actual intake amount. The control device for an internal combustion engine according to any one of claims 1 to 4, wherein a control mode and a second control mode for calculating control parameters of the air system using air pressure are switched according to operating conditions. 6. The air system control means switches to the first control mode during a steady operation, and switches the second control mode during a transient operation.
The control device for an internal combustion engine according to claim 5, wherein the control mode is switched to the control mode. 7. The air system control means switches to the first control mode when idling, and switches to the second control mode during running.
The control device for an internal combustion engine according to claim 1. 8. An in-cylinder injection type internal combustion engine which directly injects fuel from a fuel injection valve into a cylinder and switches between a stratified combustion operation and a homogeneous combustion operation in accordance with an operating condition, wherein the demand is satisfied during a stratified combustion operation. A target fuel amount calculating unit that calculates a target fuel amount based on the torque, the air system control unit calculates a control parameter of the air system using the target fuel amount during the stratified combustion operation, and during a homogeneous combustion operation. The control device for an internal combustion engine according to any one of claims 1 to 7, wherein a control parameter of the air system is calculated using the target air amount and / or the target intake pressure.