JP2007327486A - ISC control device and vehicle ejector system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an ISC control device and a vehicle ejector system capable of suitably suppressing fluctuations in an idle speed of an internal combustion engine even when the ejector is functioned or stopped.
By controlling an electric throttle 13 that adjusts an intake air flow rate supplied to an internal combustion engine 50, an idle speed of the internal combustion engine 50 is controlled, and a negative pressure larger than a negative pressure to be taken out from an intake manifold 14 is controlled. An ECU 40A used together with an ejector system 100A including an ejector 30 that generates pressure, a VSV 1A that functions or stops the function of the ejector 30, and an ECU 40A that controls the VSV 1A. ISC control amount correction means for correcting an ISC control amount for control with an ejector correction amount corresponding to an intake flow rate that increases or decreases in accordance with the operating state of the VSV 1A is provided.
[Selection] Figure 3

Description

  The present invention relates to an ISC control device and a vehicle ejector system, and more particularly, to an ISC control device and a vehicle ejector system that can suitably suppress fluctuations in idle rotation speed even if the ejector functions or stops functioning.

  Conventionally, in a vehicle, a negative pressure larger than the negative pressure to be taken out from the intake passage of the intake system of the internal combustion engine communicating with each cylinder from the atmosphere (hereinafter also simply referred to as the intake system of the internal combustion engine) is supplied to the brake booster. An ejector is used to do this. The ejector is generally disposed in a bypass path that bypasses the throttle valve, and generates a larger negative pressure due to the venturi effect. With regard to this ejector, for example, Patent Document 1 proposes a vehicle control device including a correction unit that corrects an intake air amount (hereinafter also referred to as an intake air flow rate) taken into the internal combustion engine based on an operating state of the ejector. .

JP 2005-69175 A

  Here, generally, during idling, ISC control for controlling the idling speed is performed by controlling flow rate adjusting means such as an ISC (Idle Speed Control) valve and a throttle valve. FIG. 11 is a diagram conceptually showing general ISC control. The ISC control generally includes feedback control (hereinafter also simply referred to as F / B control) for controlling the flow rate adjusting means so as to suppress fluctuations in the idle speed of the internal combustion engine, and control results of the F / B control. In addition, learning control for controlling the flow rate adjusting means so as to maintain the idle speed at the target rotational speed, and correction control for controlling the flow rate adjusting means so as to change the target rotational speed in accordance with an operating state of an air conditioner, It is comprised. Under ISC control, the intake flow rate is adjusted to a necessary intake flow rate necessary for operating the internal combustion engine at the target rotational speed by these controls. For this reason, as shown in FIG. 11, when the ejector is made to function during idling, the intake flow rate increases, while the intake flow rate is decreased by F / B control in order to suppress fluctuations in the idling speed. At this time, the F / B control is a correction amount corresponding to the increased intake flow rate (hereinafter referred to as F / B correction), which is a control amount related to F / B control (hereinafter also simply referred to as F / B control amount). This is done by reducing the amount (also called quantity).

  However, in such a state where the intake flow rate fluctuates transiently, it is difficult to perform proper air-fuel ratio control due to a delay in the detection response of the intake flow rate. On the other hand, according to the vehicle control device proposed in Patent Document 1, even if the ejector is functioning or stopped (hereinafter also simply referred to as a function or the like) during idling, for example, the detected intake flow rate is actually increased. Alternatively, since the correction can be made so as to correspond to the decreasing intake flow rate, the problem of delay in the detection response of the intake flow rate can be solved, and the air-fuel ratio can be controlled more appropriately.

  On the other hand, the F / B control performed by the above-described ISC control is generally performed based on the difference between the required intake flow rate and the detected intake flow rate. In this regard, for example, if the detected intake air flow rate is corrected using the vehicle control device proposed in Patent Document 1, it is considered that ISC control can be performed more suitably in terms of responsiveness even if the ejector functions or the like. It is done. However, due to the nature of F / B control in ISC control, when the intake air flow rate is corrected, depending on the specific correction mode as described above, the F / B control is performed when the ejector is functioned. As a result, there is a possibility that fluctuations in the idling speed will be inevitably allowed. In this case, such fluctuations may cause the driver to feel uncomfortable.

  In addition, as shown in FIG. 11, the learning control is based on the control result of the F / B control, and the control amount related to the learning control (hereinafter simply referred to as the learning control amount) is increased or decreased. It is performed by increasing / decreasing by a certain amount (hereinafter also simply referred to as learning). At the same time, the F / B control amount is returned to the original amount by increasing or decreasing the learning control amount. However, in a state where the intake flow rate fluctuates transiently, learning is not always performed correctly as intended, and learning is performed even when the ejector is functioning. May become significantly smaller. In this case, when the function of the ejector is further stopped, the intake air flow rate is significantly reduced and the idling engine speed is greatly reduced. There is also a possibility that the internal combustion engine may stall without being in time for control.

  Therefore, the present invention has been made in view of the above problems, and provides an ISC control device and a vehicle ejector system that can suitably suppress fluctuations in idle rotation speed even if the ejector functions or stops functioning. With the goal.

  In order to solve the above-mentioned problems, the present invention controls an idle speed of the internal combustion engine by controlling a flow rate adjusting means for adjusting an intake flow rate supplied to the internal combustion engine, and an intake system of the internal combustion engine. An ejector that generates a negative pressure larger than the negative pressure to be taken out from the intake passage, a state changing unit that functions or stops the function of the ejector, and a control device that controls the state changing unit. An ISC control device used together with an ejector system for a vehicle, wherein an ISC control amount for performing ISC control of the flow rate adjusting means is increased or decreased in accordance with an operating state of the state changing means. And an ISC control amount correcting means for correcting at the same time. According to the present invention, by correcting the ISC control amount with the ejector correction amount at an appropriate timing in accordance with the change in the operating state of the state changing means, it is unavoidable in the F / B control that performs correction according to the already changed state. It is possible to suppress fluctuations in the intake flow rate that would be allowed, and thus suitably suppress fluctuations in the idle speed. Note that “appropriate” means that the ejector correction amount does not correspond to the intake flow rate in a state where the ejector correction amount has already changed.

Further, according to the present invention, when the intake flow rate deviates from the target intake flow rate by a predetermined value or more according to the change in the operation state of the state change unit, the intake flow rate is changed when the operation state of the new state change unit is changed. Specific control amount learning means for learning a control amount for controlling the flow rate adjusting means so that the intake air flow rate is maintained within the target intake air flow rate or within an allowable range of fluctuation with respect to the target intake air flow rate. You may prepare.

  Here, the intake flow rate (hereinafter also simply referred to as ejector flow rate) that increases or decreases in accordance with the operating state of the state change means varies depending on the ejector system for the vehicle due to manufacturing errors of the ejector. Therefore, it can be said that the ejector correction amount preferably grasps the variation in the ejector flow rate and, for example, matches the median value of the variation. However, even if such variations occur within the range of manufacturing tolerances, if the actual ejector flow rate deviates from the above median value, the idling engine speed will fluctuate somewhat. As the value deviates from the median value, the degree of fluctuation of the idle speed becomes larger. In addition, the magnitude of the ejector flow rate may be reduced with the passage of time due to, for example, the generation of deposits in the internal flow path of the ejector or the bypass path in which the ejector is disposed. At this time, the actual ejector flow rate may further deviate from the median.

  On the other hand, according to the present invention, when the state changing means is controlled to cause the ejector to function, learning of the control amount is performed only when the intake flow rate further deviates from the target intake flow rate by a predetermined value or more. As a result, fluctuations in the idle speed can be suppressed within a certain allowable range at an early stage. Therefore, according to the present invention, it is possible to more suitably suppress fluctuations in the idle speed.

  In the present invention, the control amount is preferably learned by increasing / decreasing the ejector correction amount by the increase / decrease amount of the F / B control amount. In this respect, the control amount for controlling the flow rate adjusting means described in the present invention means an ejector correction amount. When this control amount is a learning control amount, the ISC control is generally performed. It is possible to prevent the learning of the control amount from being performed correctly due to the restriction of learning control (for example, the magnitude of the learning control amount). Further, at this time, in order to avoid control conflict, it is preferable to prohibit learning of the learning control amount while the ejector is functioning. Further, the specific learning control means more specifically between the time when the intake flow rate converges to the target intake flow rate by the F / B control and at least when the intake flow rate is maintained at the target intake flow rate (for example, state change) It is preferable to learn the controlled variable (until the time when the operating state of the means further changes). As a result, it is possible to prevent or suppress the possibility that learning will not be performed correctly as a result of learning performed in a state where the intake air flow rate fluctuates transiently.

  The present invention may further include an ejector correction amount changing means for changing the ejector correction amount according to a differential pressure between the pressure on the inlet side and the pressure on the outlet side of the ejector. Here, the magnitude of the ejector flow rate varies as shown in FIG. 12 depending on the magnitude of the above-described differential pressure (hereinafter simply referred to as the ejector front-rear differential pressure). For this reason, in order to suitably suppress fluctuations in the idling speed, it is preferable that the ejector correction amount is changed according to the ejector front-rear differential pressure, which can be realized according to the present invention. In addition, when changing the ejector correction amount according to the ejector front-rear differential pressure, specifically, it can be changed based on the ejector front-rear differential pressure itself, but is easier to detect or estimate than the ejector front-rear differential pressure itself. It is preferable to change based on. In this regard, it is preferable to change the ejector correction amount based on, for example, the rotational speed and intake air amount of the internal combustion engine having a correlation with the ejector front-rear differential pressure, the negative pressure to be taken out from the intake passage, and the like.

  Further, the present invention controls the idle speed of the internal combustion engine by controlling the flow rate adjusting means for adjusting the intake flow rate supplied to the internal combustion engine, and tries to take out from the intake passage of the intake system of the internal combustion engine. With an ejector system configured to include an ejector that generates a negative pressure greater than the negative pressure that is generated, a state changing unit that causes the ejector to function or stop functioning, and a control device that controls the state changing unit A control amount learning unit that learns a learning control amount for learning control of the flow rate adjusting unit so as to maintain the intake flow rate at a target intake flow rate, and the control amount learning unit, Control amount learning prohibiting means for prohibiting learning while the ejector is functioning is provided. According to the present invention, by prohibiting learning while the ejector is functioning, the idling engine speed greatly fluctuates due to learning being performed while the intake air flow rate fluctuates transiently. Can be suppressed.

  Further, the present invention controls the idle speed of the internal combustion engine by controlling the flow rate adjusting means for adjusting the intake flow rate supplied to the internal combustion engine, and tries to take out from the intake passage of the intake system of the internal combustion engine. With an ejector system configured to include an ejector that generates a negative pressure greater than the negative pressure that is generated, a state changing unit that causes the ejector to function or stop functioning, and a control device that controls the state changing unit The ISC control device used is a feedback control unit that feedback-controls the flow rate adjusting unit so as to suppress fluctuations in the intake flow rate, and a control speed when the feedback control unit feedback-controls the flow rate adjusting unit. And a control speed changing means that changes quickly according to a change in the operating state of the state changing means. . According to the present invention, the fluctuating intake air flow rate can be converged so as to be quickly suppressed, so that the idling speed can be stabilized early even if the ejector functions or the like. It should be noted that the control speed is preferably changed fast only in a transient state where the intake air flow rate fluctuates so that hunting does not occur. Preferably it is changed.

  The present invention also provides an ejector for generating a negative pressure larger than the negative pressure to be taken out from the intake passage of the intake system of the internal combustion engine, a state changing unit for functioning or stopping the function of the ejector, and the state changing unit. An ejector system for a vehicle having a control device for controlling, wherein the state changing means has a variable flow rate structure capable of controlling a degree of shielding of the flow path, and the control device controls the flow path. A gradual change control means for gradually changing the state change means so as to gradually open or close at a predetermined degree is provided. According to the present invention, when the ejector functions or the like, it is possible to suppress a sudden change in the intake air flow rate. This makes it easy to perform F / B control related to ISC control with high follow-up performance even if there is a delay in detection response to a transiently varying intake air flow rate, so that the idling speed fluctuates greatly. Can be suppressed. In addition, according to the present invention, since the intake flow rate can be suppressed from fluctuating rapidly, it is possible to suppress the occurrence of a torque shock in the internal combustion engine without being limited to idling.

  According to the present invention, it is possible to provide an ISC control device and a vehicle ejector system that can suitably suppress fluctuations in the idling speed of an internal combustion engine even when the ejector is functioned or stopped.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram schematically showing an ISC control device according to this embodiment implemented by an ECU (Electronic Control Unit) 40A together with a vehicle ejector system (hereinafter simply referred to as an ejector system) 100A. It is. The components shown in FIG. 1 including the internal combustion engine 50 are mounted on a vehicle (not shown). The intake system 10 of the internal combustion engine 50 includes an air cleaner 11, an air flow meter 12, an electric throttle 13, an intake manifold 14, an intake port (not shown) communicating with each cylinder (not shown) of the internal combustion engine 50, and the configuration thereof. For example, intake pipes 15a, 15b and the like are appropriately disposed between the two. The air cleaner 11 is configured to filter the intake air supplied to each cylinder of the internal combustion engine 50, and communicates with the atmosphere via an air duct (not shown). The air flow meter 12 is configured to measure the intake flow rate and outputs a signal corresponding to the intake flow rate.

  The electric throttle 13 includes a throttle valve 13a, a throttle body 13b, a valve shaft 13c, and an electric motor 13d. The throttle valve 13a is configured to adjust the total intake flow rate supplied to each cylinder of the internal combustion engine 50 by changing the opening. The internal combustion engine 50 is not particularly limited as long as the intake flow rate is adjusted by a throttle valve such as the throttle valve 13a shown in the present embodiment. In the present embodiment, the electric throttle 13 has a configuration for adjusting the intake flow rate in order to control the idle rotation speed. In the present embodiment, the electric throttle 13 realizes a flow rate adjusting means. The throttle body 13b is composed of a cylindrical member in which an intake passage is formed, and supports a valve shaft 13c of a throttle valve 13a disposed in the intake passage. The electric motor 13d is configured to change the opening degree of the throttle valve 13a under the control of the ECU 40A, and a step motor is adopted as the electric motor 13d. The electric motor 13d is fixed to the throttle body 13b, and its output shaft (not shown) is connected to the valve shaft 13c. The opening degree of the throttle valve 13a is detected by the ECU 40A based on an output signal from an encoder (not shown) incorporated in the electric throttle 13 (hereinafter simply referred to as an encoder).

  The throttle mechanism is preferably a throttle-by-wire system in which a throttle valve 13a such as an electric throttle 13 is driven by an actuator. However, the present invention is not limited to this. For example, a mechanical throttle mechanism in which the opening of the throttle valve 13a is changed in conjunction with an accelerator pedal (not shown) via a wire or the like instead of the electric throttle 13 may be applied. Good. In this case, for example, a bypass path is formed with respect to the throttle valve 13a, and a so-called ISC valve capable of controlling the degree of shielding of the flow path is interposed in the bypass path as a flow rate adjusting means to control the idle speed. It can be carried out. The intake manifold 14 is configured to branch one intake passage on the upstream side corresponding to each cylinder of the internal combustion engine 50 on the downstream side, and distributes intake air to each cylinder of the internal combustion engine 50.

  The brake device 20 includes a brake pedal 21, a brake booster 22, a master cylinder 23, and a wheel cylinder (not shown). The brake pedal 21 operated by the driver to brake the rotation of the wheel is connected to an input rod (not shown) of the brake booster 22. The brake booster 22 is configured to generate an assist force with a predetermined boost ratio with respect to the pedal depression force, and a negative pressure chamber (not shown) internally partitioned on the master resin 23 side To the intake passage of the intake manifold 14. The output rod (not shown) of the brake booster 22 is further connected to the input shaft (not shown) of the master cylinder 23. The master cylinder 23 receives the assist force in addition to the pedal depression force. Hydraulic pressure is generated according to the applied force. The master cylinder 23 is connected to each wheel cylinder provided in a disc brake mechanism (not shown) of each wheel via a hydraulic circuit, and the wheel cylinder generates a braking force with the hydraulic pressure supplied from the master cylinder 23. . The brake booster 22 is not particularly limited as long as it is a pneumatic type, and may be a general one.

  The ejector 30 generates a negative pressure larger than the negative pressure to be taken out from the intake system 10, more specifically, the intake manifold 14 (hereinafter simply referred to as “intake manifold negative pressure”), and enters the negative pressure chamber of the brake booster 22. It is the structure for supplying. The ejector 30 has an inflow port 31a, an outflow port 31b, and a negative pressure supply port 31c. Among these, the negative pressure supply port 31c is connected to the negative pressure chamber of the brake booster 22 by the air hose 5c. The inflow port 31a is connected to the intake passage of the intake pipe 15a by an air hose 5a, and the outflow port 31b is connected to the intake passage of the intake manifold 14 by an air hose 5b so as to sandwich the electric throttle 13, more specifically the throttle valve 13a. ing. Thus, a bypass path B that bypasses the electric throttle 13 is formed by the air hoses 5 a and 5 b including the ejector 30. When the ejector 30 is not functioning, the negative pressure chamber of the brake booster 22 is routed from the intake passage of the intake manifold 14 through the air hose 5b, the outlet port 31b of the ejector 30, the negative pressure supply port 31c, and the air hose 5c. Negative pressure is supplied.

  A VSV (vacuum switching valve) 1A is interposed in the air hose 5a. The VSV 1A is configured to communicate and block the bypass path B under the control of the ECU 40A, and in this embodiment, a 2-position 2-port normally closed solenoid valve is employed. However, the present invention is not limited to this, and the VSV 1A may be another appropriate electromagnetic valve or the like, and may be, for example, a flow rate adjustment valve that can control the degree of shielding of the flow path. Further, the VSV 1A is configured to cause the ejector 30 to function or stop functioning by communicating and blocking the bypass path B. In the present embodiment, the state changing means is realized by the VSV 1A.

  FIG. 2 is a diagram schematically showing the internal configuration of the ejector 30. The ejector 30 includes a diffuser 32 inside. The diffuser 32 includes a tapered taper portion 32a, a divergent taper portion 32b, and a negative pressure extraction portion 32c corresponding to a passage communicating these. The tapered taper portion 32a is opened so as to face the inflow port 31a, and the divergent taper portion 32b is opened so as to face the outflow port 31b. Moreover, the negative pressure extraction part 32c is connected to the negative pressure supply port 31c. The inflow port 31a is provided with a nozzle 33 for injecting the inflowing intake air toward the tapered portion 32a. The intake air injected from the nozzle 33 flows through the diffuser 32, and further from the outflow port 31b to the air hose 5b. To leak. At this time, a high-speed jet is generated in the diffuser 32 to generate a large negative pressure in the negative pressure extraction portion 32c due to the venturi effect, and this negative pressure is further reduced from the negative pressure supply port 31c through the air hose 5c to the negative pressure chamber. To be supplied. Due to the function of the ejector 30, the brake booster 22 can obtain a larger negative pressure than when the brake booster 22 is taken out from the intake manifold 14. The internal flow path between the negative pressure extraction part 32c and the negative pressure supply port 31c, the internal flow path between the outflow port 31b and the negative pressure supply port 31c, and the air hose 5c connection part of the brake booster 22 The provided reverse support valves 34 are for preventing backflow. Further, the ejector 30 is not limited to the one having the internal structure shown in FIG. 2, and an ejector having another different internal structure may be applied instead of the ejector 30.

  The ECU 40A includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output circuit, and the like (not shown). The ECU 40A mainly has a configuration for controlling the internal combustion engine 50. In this embodiment, the ECU 40A also controls the electric throttle 13 and the VSV 1A. In addition to the electric throttle 13 and the VSV 1A, various control objects are connected to the ECU 40A via a drive circuit (not shown). The ECU 40A is connected to various sensors such as an encoder, an accelerator sensor (not shown) for detecting the state of the accelerator pedal, and a crank angle sensor (not shown) for detecting the rotational speed Ne of the internal combustion engine 50. Yes. In this embodiment, the ECU 40A implements a control device related to the ejector system 100A together with the ISC control device.

  The ROM is configured to store a program in which various processes executed by the CPU are described. In the present embodiment, the function of the ejector 30 is set under various conditions in addition to the program for controlling the internal combustion engine 50, or A VSV1 control program for controlling the VSV 1A so as to stop the function, an ISC control program for ISC control of the electric throttle 13, and the like are also stored. However, these programs may be combined together. In addition, the ISC control program specifically performs F / B control of the electric throttle 13 so as to suppress fluctuations in the intake flow rate, so that the difference between the target intake flow rate and the intake flow rate based on the output signal of the air flow meter 12 is determined. On the basis of the feedback control amount changing program for changing the F / B control amount and the control result of the feedback control, the electric throttle 13 is learned and controlled so as to maintain the intake air flow rate at the target intake air flow rate. A control amount learning program for learning the learning control amount and a correction for increasing or decreasing the correction control amount for correcting and controlling the electric throttle 13 so as to change the target rotational speed in accordance with the operating state of the air conditioner or the like An ISC system for finally controlling the electric throttle 13 from the control amount increasing / decreasing program, the F / B control amount, the learning control amount, and the correction control amount. And ISC control amount calculating program for calculating the amount, and is configured to have an electric throttle control program for controlling the electric throttle 13 on the basis of the ISC control amount calculated.

  Further, in this embodiment, the ISC control amount for controlling the electric throttle 13 is an ejector correction amount that is commensurate with the intake flow rate that increases or decreases according to the change in the operation state of the VSV 1A, and is corrected according to the operation state of the VSV 1A. The ISC control amount correction program constitutes a part of the above-described ISC control amount calculation program. This ejector correction amount is calculated based on an estimated intake flow rate corresponding to an intake flow rate that increases or decreases in accordance with a change in the operating state of the VSV 1A. In this embodiment, the ejector correction amount calculation program for calculating the ejector correction amount according to the operating state of the VSV 1A constitutes a part of the correction control amount increase / decrease program, and the ejector correction amount is controlled by the ISC control. Is positioned as a type of correction control amount and is calculated as one of the correction control amounts. Note that the estimated intake air flow rate is determined in advance based on the measurement result of the bench test or the like, and is stored in the ROM. Further, it is preferable that the estimated intake flow rate is defined by map data according to an operation state such as the rotational speed Ne and the throttle opening. Further, the ejector correction amount may be directly stored in the ROM instead of the estimated intake air flow rate. In the present embodiment, an ISC control amount correction means is realized by a CPU, a ROM, a RAM (hereinafter also referred to as a CPU) and an ISC control amount correction program.

  In this embodiment, an ISC control means is realized by a CPU or the like and an ISC control program. Further, the ISC control means specifically includes an F / B control means, a learning control means, and a correction control means. This is realized as an integrated configuration with a control amount calculation program. In this embodiment, the F / B control means is a CPU and the like, an F / B control amount changing program, and an electric throttle control program, and the learning control means is a CPU and the like, a control amount learning program, and an electric throttle control program. The correction control means is realized as a part of the ISC control means by the CPU, the correction amount increasing / decreasing program, and the electric throttle control program. Further, the control amount learning means is realized as a part of the learning control means by the CPU and the control amount learning program. In the present embodiment, the ejector system 100A is realized by the VSV 1A, the ejector 30, and the ECU 40A.

  Next, processing performed by the ECU 40A when the ISC control amount is corrected by the ejector correction amount according to the operating state of the VSV 1A will be described in detail with reference to the flowchart shown in FIG. The ECU 40A controls the electric throttle 13 by repeatedly executing the processing shown in the flowchart in a very short time by the CPU based on the above-described ISC control amount correction program stored in the ROM. The CPU executes a process of determining whether or not the VSV 1A is controlled to cause the ejector 30 to function (hereinafter simply referred to as being turned ON) (step 11). Whether the VSV 1A is turned on can be determined by the CPU confirming the state of internal processing based on the VSV 1 control program executed by the ECU 40A. However, the present invention is not limited to this, and when the VSV 1A includes, for example, a limit switch that can detect the operating state of the VSV 1A, the determination may be made based on the output signal of the limit switch.

  If the determination is affirmative, the CPU executes a process of determining whether or not a predetermined time T1 has elapsed after the VSV 1A is switched on (step 12). The predetermined time T1 is set to achieve a suitable timing for controlling the electric throttle 13 with the ISC control amount corrected with the ejector correction amount with respect to the intake flow rate that actually increases. If an affirmative determination is made in step 12, the CPU executes a process of calculating an ejector correction amount commensurate with the increasing intake flow rate (step 13). Since the ejector correction amount is for correcting the ISC control amount so as to suppress an increase in the intake flow rate, it is calculated as a negative correction amount. Subsequently, the CPU executes a process of calculating the ISC control amount by calculating the sum of the F / B control amount, the learning control amount, and the correction control amount (step 14). In this embodiment, since the ejector control amount is calculated as one of the correction control amounts, the ISC control amount is corrected by the ejector correction amount. At this time, since the ejector correction amount is a negative correction amount, the ISC control amount is corrected so as to decrease by the amount of the ejector correction amount. FIG. 4 conceptually shows the correction of the ISC control amount in this step. Subsequently, while the VSV 1A is ON, the processing shown in steps 11 to 14 is repeatedly executed, so that the ISC control amount can be continuously corrected with the ejector correction amount. If the determination in step 12 is negative, the CPU executes a process for setting the ejector correction amount to 0 (zero) (step 15). As a result, the ISC control amount that is not corrected by the ejector correction amount can be calculated in step 14 before the suitable timing is reached even when VSV 1A is turned on.

  On the other hand, if the determination in step 11 is negative, the CPU determines that the VSV 1A has been controlled to stop the function of the ejector 30 (hereinafter simply referred to as “OFF”), and after the VSV 1A is switched OFF, the CPU A process of executing a process of determining whether or not the time T2 has elapsed is executed (step 16). The predetermined time T2 is set to achieve a suitable timing for controlling the electric throttle 13 with the ISC control amount that is not corrected with the ejector correction amount with respect to the actually decreasing intake air flow rate. If the determination in step 16 is affirmative, the CPU executes processing for setting the ejector correction amount to 0 (zero) (step 15). As a result, in step 14, the ISC control amount is not corrected by the ejector correction amount. On the other hand, if a negative determination is made in step 16, the CPU executes the process shown in step 14. As a result, the ISC control amount that is corrected by the ejector correction amount can be calculated in step 14 before the appropriate timing is reached even when VSV 1A is turned OFF. In the present embodiment, by correcting the ISC control amount with the ejector correction amount in this way, fluctuations in the intake air flow that are inevitably allowed in F / B control are suppressed, and hence fluctuations in the idle speed. Can be suitably suppressed. As described above, even when the ejector 30 is caused to function or the like, it is possible to realize the ECU 40A that can suitably suppress fluctuations in the idle speed of the internal combustion engine 50.

  The ECU 40B according to the present embodiment, except that the control amount learning prohibition program for prohibiting learning from being performed while the ejector 30 is functioning according to the operating state of the VSV 1B is further stored in the ROM. This is the same as the ECU 40A according to the first embodiment. For convenience of explanation, it is referred to as VSV1B, but in this embodiment, VSV1B is the same as VSV1A. In this embodiment, the control amount learning prohibiting means is realized by the CPU and the control amount learning prohibiting program, and the ISC control device is realized by the ECU 40B. Further, in the present embodiment, the ISC control program is configured to further include a control amount learning prohibition program as compared with the case of the first embodiment, and the ISC control means further includes a control amount learning prohibition means. Configured. The control amount learning prohibition program may be configured as a part of the control amount learning program, or the control amount learning prohibition unit may be realized as a part of the control amount learning unit. Further, in the present embodiment, the ejector system 100B is realized by the VSV 1B, the ejector 30, and the ECU 40B, and each configuration of the vehicle to which the ECU 40B is applied is the same as each configuration shown in FIG. 1 except for the ECU 40A. It has become.

  Next, the processing performed by the ECU 40B when permitting or prohibiting learning according to the operating state of the VSV 1B will be described in detail with reference to the flowchart shown in FIG. Based on the control amount learning prohibition program stored in the ROM, the learning is permitted or prohibited by the CPU repeatedly executing the processing shown in the flowchart in a very short time. The CPU executes processing for determining whether or not the VSV 1B is turned on (step 21). If the determination is affirmative, the CPU executes a process for prohibiting learning (step 22). Thereby, it is possible to prevent learning from being performed in a state where the intake air flow rate fluctuates transiently. Further, while the VSV 1B is ON, the process shown in steps 21 and 22 is repeatedly executed, so that the state where learning is prohibited can be continuously maintained. Accordingly, learning in a state where the ejector 30 is functioning can be prohibited, and it is possible to prevent the state where the intake flow rate is increasing due to the function of the ejector 30 being reflected in the learning control amount. On the other hand, if a negative determination is made in step 21, the CPU executes a process of permitting learning (step 23). This makes it possible to perform learning again. In order to prevent learning in a state where the intake air flow rate fluctuates transiently, a process for timing the execution of the process shown in step 23 after the negative determination in step 21 may be performed. As described above, by prohibiting learning while the ejector is functioning, it is possible to realize the ECU 50B that can suitably suppress a large fluctuation in the idling engine speed.

  The ECU 40C according to the present embodiment is the same as the embodiment except that the control speed changing program for quickly changing the control speed when performing the F / B control according to the change in the operating state of the VSV 1C is further stored in the ROM. 1 is the same as the ECU 40A according to No. 1. For convenience of explanation, it is referred to as VSV1C, but in this embodiment, VSV1C is the same as VSV1A. In this embodiment, the control speed changing means is realized by the CPU and the control speed changing program, and the ISC control device is realized by the ECU 40C. In this embodiment, the ISC control program is further configured to have a control speed changing program as compared with the first embodiment, and the ISC control means is further configured to have control speed changing means. Has been. The control speed changing program may be configured as a part of the feedback control amount changing program, for example, and the control speed changing means may be realized as part of the feedback control means. Further, in the present embodiment, the ejector system 100C is realized by the VSV 1C, the ejector 30, and the ECU 40C, and each configuration of the vehicle to which the ECU 40C is applied is the same as each configuration shown in FIG. 1 except for the ECU 40A. It has become.

  Next, the processing performed by the ECU 40C when changing the control speed when performing the F / B control in accordance with the change in the operating state of the VSV 1C will be described in detail with reference to the flowchart shown in FIG. Based on the control speed changing program stored in the ROM, the CPU repeatedly executes the process shown in the flowchart in a very short time, whereby the control speed is changed quickly. The CPU executes a process for determining whether or not the VSV 1C is turned on (step 31). Note that this step is a process for determining only a change in the operating state of the VSV 1C, in other words, only switching of the VSV 1C between ON and OFF. If an affirmative determination is made in step 31, the CPU executes a process of changing the control speed faster (step 32). Specifically, in calculating the correction amount (F / B correction amount) for changing the F / B control amount, processing for increasing the gain of the proportional term related to the F / B correction amount calculation formula is performed. . Thereby, since the F / B control amount is changed more greatly, the control speed can be changed quickly.

  At the same time, in calculating the F / B correction amount, processing for increasing the gain of the integral term relating to the F / B correction amount calculation formula is also performed. Thereby, even if the F / B control amount is changed more greatly, the F / B control amount can be quickly converged to the target F / B control amount. If this processing is not performed, it becomes difficult to converge the F / B control amount at an early stage depending on the magnitude of the gain of the proportional term. In this embodiment, this processing is also performed to change the control speed quickly. Included as part of the process. On the other hand, if the determination in step 31 is negative, the CPU executes the process shown in step 32. As a result, even if the ejector 30 is made to function or the like, it can be converged so as to suppress the intake air flow that has fluctuated quickly, so that the idling speed can be stabilized early. As described above, it is possible to realize the ECU 50C capable of stabilizing the idle speed at an early stage by changing the control speed when performing the F / B control in accordance with the change in the operating state of the VSV 1C.

  The vehicle ejector system 100D according to the present embodiment includes a VSV 1D having a flow rate variable structure capable of controlling the degree of shielding of the flow path instead of the VSV 1A, and gradually opens or closes the flow path of the VSV 1D at a predetermined degree. This is the same as the ejector system 100A except that an ECU 40D storing a program for gradually changing control for controlling the VSV 1D in ROM is provided instead of the ECU 40A. In this embodiment, the ECU 40D is the same as the ECU 40A except that the above-described gradual change control program is stored in the ROM. However, the present invention is not limited to this, and at least the gradual change control program is stored in the ROM. Any other suitable ECU may be used as long as it is stored in the ECU. In this embodiment, the gradual change control means is realized by the CPU and the gradual change control program, and the ejector system 100D is realized by the VSV 1D, the ejector 30, and the ECU 40D, and the ECU 40D is applied. The components of the vehicle are the same as those shown in FIG. 1 except for the VSV 1D and the ECU 40D.

  Next, a process performed by the ECU 40D when the VSV 1D is gradually changed according to the operating state of the VSV 1D will be described in detail with reference to a flowchart shown in FIG. Based on the program for gradual change control stored in the ROM, the CPU 40D repeatedly executes the processing shown in the flowchart in an extremely short time, so that the ECU 40D performs gradual change control on the VSV 1D. The CPU executes a process for determining whether or not the VSV 1D is turned on (step 41). If the determination is affirmative, a provisional control amount (hereinafter simply referred to as tDUTY) is obtained by adding a control amount α having a predetermined magnitude to a control amount (hereinafter simply referred to as DUTY) for gradually controlling VSV 1D. The calculation process is executed (step 42). Note that DUTY is set to have a size for controlling VSV 1D to fully close the flow path to 0 (zero), and to have a size for controlling VSV 1D to fully open the flow path to 100. Subsequently, the CPU executes a process of determining whether or not tDUTY is smaller than 100 (step 43). If the determination is affirmative, the CPU executes a process of updating DUTY to tDUTY (step 44). Thus, after the next routine, until the negative determination is made in step 44, the processing shown in steps 41, 42, 43 and 44 is repeatedly executed, so that DUTY can be gradually increased by the control amount α. That is, this makes it possible to control the VSV 1D so as to gradually open the flow path of the VSV 1D at a predetermined degree. If the determination at step 43 is negative, the CPU executes a process of setting DUTY to 100 (step 45). As a result, while the VSV 1D is ON, the state of the VSV 1D can be maintained fully open.

  On the other hand, if a negative determination is made in step 41, the CPU executes a process of calculating tDUTY by subtracting the control amount β having a predetermined magnitude from DUTY (step 46). Subsequently, the CPU executes a process of determining whether or not tDUTY is larger than 0 (zero) (step 47). If the determination is affirmative, the CPU executes a process of updating DUTY to tDUTY in step 44. Thus, after the next routine, until the negative determination is made in step 47, the processing shown in steps 41, 46, 47 and 44 is repeatedly executed, so that DUTY can be gradually decreased by the control amount β. That is, this makes it possible to control the VSV 1D so as to gradually close the flow path of the VSV 1D at a predetermined degree. If the determination at step 47 is negative, the CPU executes a process for setting DUTY to 0 (step 48). As a result, while the VSV 1D is OFF, the VSV 1D can be kept fully closed.

  By gradually controlling the VSV 1D in this way, it is possible to suppress the sudden change in the intake air flow rate. Therefore, according to the ejector system 100D according to the present embodiment, the detection response to the intake air flow rate that changes transiently. Even if there is a delay, it becomes easy to perform the F / B control related to the ISC control with high follow-up performance, so that it is possible to suppress the idle rotational speed from fluctuating greatly. Further, according to the ejector system 100D according to the present embodiment, since the intake air flow rate can be suppressed from fluctuating rapidly, the present invention is not limited to idling. For example, when the accelerator pedal depression amount is relatively shallow, the driver It is also possible to suppress occurrence of torque shock in the internal combustion engine 50 that may be felt by the engine. In addition, if the ejector system 100D according to the present embodiment is used, a predetermined program is further stored in the ROM, so that the VSV 1D is gradually changed according to the operating state, for example, at idling or at low acceleration, so that the full throttle state is achieved. It is also possible to switch the control mode of the VSV 1D, such as controlling the VSV 1D to be ON or OFF when accelerating. As described above, by controlling the VSV 1D gradually, it is possible to realize the ejector system 100D that can suppress the fluctuation of the idling rotational speed.

  The ECU 40E according to the present embodiment maintains the intake air flow rate at the target intake air flow when the VSV 1E is turned ON when the intake air flow rate deviates from the target intake air flow by a predetermined value or more. As described above, the specific control amount learning program for learning the control amount for controlling the electric throttle 13 and the control amount learning prohibition program described in the second embodiment are further stored in the ROM. This is the same as the ECU 40A according to the first embodiment. Each configuration of the vehicle to which the ECU 40E is applied is the same as each configuration shown in FIG. 1 except for the ECU 40A. In the present embodiment, the specific control amount learning program specifically includes an F / B that is increased or decreased by the F / B control performed when the intake flow rate deviates from the target intake flow rate by a predetermined value or more when the VSV 1E is turned ON. The control amount is learned by increasing or decreasing the ejector correction amount by the amount corresponding to the B control amount (F / B correction amount). The specific control amount learning program is created so that learning is performed when the intake air flow rate converges to the target intake air flow rate by the F / B control.

  For example, when the F / B control amount increases, it is necessary to perform correction for increasing the intake flow rate by the ejector correction amount. However, in ISC control, correction for reducing the ISC control amount by the ejector correction amount is performed. Therefore, in this case, the control amount is learned by decreasing the ejector correction amount by an amount corresponding to the increase in the F / B control amount. In this embodiment, the specific control amount learning program and the control amount learning program are created as separate programs, and the ECU 1E does not learn the learning control amount while the ejector 30 is functioning. In order to enable learning of the ejector correction amount, a control amount learning prohibiting program is also stored in the ROM. For convenience of explanation, it is referred to as VSV1E, but this VSV1E is the same as VSV1A.

  In this embodiment, a specific control amount learning means is realized by the CPU and the specific control amount learning program, and a control amount learning prohibition means is realized by the CPU and the control amount learning prohibition means, respectively. It has been realized. In the present embodiment, the specific control amount learning program and the control amount learning prohibition program are configured as a part of the ISC control program, so that the ISC control means further includes the specific control amount learning means, And a learning prohibiting means.

  Next, the processing performed by the ECU 1E will be described in detail with reference to the flowchart shown in FIG. 8, and will be described in detail with reference to an example of a time chart shown in FIG. 9 corresponding to this flowchart. The ECU 40E controls the electric throttle 13 by repeatedly executing the processing shown in the flowchart shown in FIG. 8 in an extremely short time based on the above-described program for learning the specific control amount stored in the ROM. The CPU executes processing for determining whether or not VSV 1E is turned on (step 51). If a negative determination is made in step 51, no special processing is required in this flowchart, so the process returns and returns to step 51. On the other hand, if the determination in step 51 is affirmative, the CPU executes a process for calculating an ejector correction amount (the value is A) (step 52). In the present embodiment, the predetermined time T1 is set to 0 (zero).

  Subsequently, the CPU determines whether or not the F / B correction amount is larger than + γ (a positive value of the predetermined value γ) or smaller than −γ (a negative value of the predetermined value γ). Is executed (step 53). That is, in this step, it is determined whether or not the intake flow rate has deviated from the target intake flow rate by a predetermined value or more. In this embodiment, the predetermined value γ is determined in correspondence with the allowable range of fluctuations in the intake air flow with respect to the target intake air flow. Here, since the idling engine speed is maintained at the target engine speed in a steady state, the F / B correction amount when the VSV 1E is turned on is basically substantially 0 (zero). Yes. For this reason, immediately after VSV 1E is turned ON, first, in step 53, the two determinations are both negative. At this time, the process proceeds to step 55, and the CPU executes processing for calculating the ISC control amount (step 55). Thus, the ISC control amount is corrected so as to decrease by the ejector correction amount.

  When the time chart shown in FIG. 9 is confirmed, the processing so far corresponds to the change up to the timing Tm1. At timing Tm1, VSV 1E is turned ON, and the ISC control amount is decreased by the ejector correction amount. At this time, the rotational speed Ne is maintained at the target rotational speed, and the F / B correction amount is 0 (zero).

  Subsequently, the CPU executes a process of determining whether or not the rotation speed Ne is the target rotation speed (step 56). Here, if the intake flow rate becomes the target intake flow rate as a result of correcting the ISC control amount by the ejector correction amount, an affirmative determination is made in step 56. In this case, since no special processing is required, the process returns to step 51. On the other hand, if a negative determination is made in step 56, it is determined that the intake flow rate is deviated from the target intake flow rate even though the ISC control amount is corrected by the ejector correction amount, and the CPU performs F / B control of the intake flow rate. Perform (step S57), then return and return to step 51. When the intake flow rate deviates from the target intake flow rate as described above, the CPU proceeds to steps 51, 52, and 53 unless one of the two determinations is affirmed in step 53 after the next routine. , 55, 56 and 57 are repeatedly executed.

  When the time chart shown in FIG. 9 is confirmed, the processing so far corresponds to a change from timing Tm1 to timing Tm2. Note that the time chart shown in FIG. 9 shows changes when the intake air flow rate deviates smaller than the target intake air flow rate. For this reason, the rotational speed Ne is smaller than the target rotational speed after the timing Tm1. In addition, since the F / B control is thereby performed, the F / B correction amount increases thereafter, and the rotational speed Ne gradually increases.

  On the other hand, if the F / B correction amount is larger than the predetermined value γ as a result of the F / B control of the intake air flow rate in Step 57, an affirmative determination is made in Step 53. At this time, the CPU executes a process of increasing / decreasing the ejector correction amount value A by the increase / decrease amount of the F / B control amount, in other words, F / B correction amount (the value is B). Processing for clearing the correction amount is executed (step 54). That is, the control amount is learned in this step, and the ejector correction amount value A is updated to a new value. This step is further performed when the intake air flow rate converges to the target intake air flow rate by F / B control. For this reason, in step 53, it is further determined whether or not an affirmative determination is made in step 56 in the previous routine. If this determination is negative, the magnitude of the F / B correction amount is greater than the predetermined value γ. If it is larger, a negative determination is made at step 53.

  As a result, after the current routine, the ISC control amount is corrected with the learned ejector correction amount in step 55, so that fluctuations in the idle speed when the VSV 1E is turned off can be suppressed. After that, when VSV 1E is turned ON, the ejector correction amount updated by learning is calculated in step 52, so that it is possible to suppress fluctuations in the idle rotation speed at this time as well.

  When the time chart shown in FIG. 9 is confirmed, the processing so far corresponds to the change from the timing Tm2 to the timing Tm3. Timing Tm2 indicates the timing when the magnitude of the F / B correction amount becomes larger than the magnitude of the predetermined value γ. Timing Tm3 indicates the timing when the ejector correction amount is learned and the ISC control amount is corrected by the learned ejector correction amount.

  As shown in this time chart, when VSV 1E is further turned OFF at timing Tm4, the ISC control amount is increased by the amount that is not corrected by the learned ejector correction amount. At this time, it can be seen that the rotational speed Ne does not fluctuate. In this regard, when learning of the ejector correction amount is not performed, when the ISC control amount is not corrected by the ejector correction amount at timing T4, the ISC control amount is corrected by the F / B correction amount as indicated by a broken line. It will become even bigger as much as it was. For this reason, when the ejector correction amount is not learned, the rotational speed Ne also increases as shown by the broken line, and fluctuations in the rotational speed Ne must be suppressed by F / B control. Further, the F / B correction amount also changes as indicated by a broken line.

  Note that, from the viewpoint of suppressing fluctuations in the idle speed within an allowable range, for example, a process of increasing or decreasing the ejector correction amount by a predetermined value γ in step 54 may be executed instead. This is because when the intake flow rate deviates from the target intake flow rate by a predetermined value or more when VSV1E is turned ON, and when VSV1E is turned OFF, the intake flow rate is set to the target intake flow rate. By creating so as to learn the control amount for controlling the electric throttle 13 so that the intake air flow rate is within the allowable range of fluctuation, that is, in this embodiment, specifically, increase / decrease by a predetermined value γ. realizable. Further, at this time, the determination may be affirmative only when the magnitude of the F / B correction amount becomes larger than the predetermined value γ in step 53. At this time, the intake flow rate does not change abruptly as immediately after the VSV 1E is turned on, so that the possibility of learning not being performed correctly is also suppressed. As described above, even if the ejector 30 functions or the like, it is possible to realize the ECU 40E that can suitably suppress fluctuations in the idle speed of the internal combustion engine 50.

  The ECU 40F according to the present embodiment further includes a predetermined ejector correction amount changing program in which the ejector correction amount calculation program includes a predetermined ejector correction amount changing program described below, and a predetermined ejector correction amount map data associated therewith. The same as the EUC 40A according to the first embodiment, except for the point stored in FIG. The ejector correction amount changing program is an ejector that is a differential pressure between the pressure on the inlet side of the ejector 30 (for example, the pressure in the intake passage on the upstream side of the throttle valve 13a) and the pressure on the outlet side (for example, the pressure in the intake manifold 14). This is a program for changing the ejector correction amount according to the front-rear differential pressure. In the present embodiment, specifically, the ejector correction amount is read from the ejector correction amount map data based on the rotational speed Ne and the intake air amount, and It is created to change the ejector correction amount to the read ejector correction amount. For this reason, in the ejector correction amount map data, the ejector correction amount is defined according to the rotational speed Ne and the intake air amount.

  Each configuration of the vehicle to which the ECU 40F is applied is the same as each configuration shown in FIG. 1 except for the ECU 40A. The ejector correction amount changing program may be further stored in the ROM by the ECU 40E according to the fifth embodiment, for example. In the present embodiment, VSV1F is referred to as VSV1F for convenience of explanation, but this VSV1F is the same as VSV1A. In the present embodiment, the ejector correction amount changing means is realized by the CPU and the ejector correction amount changing program, and the ECU 40F realizes the ISC control device. In addition, since the ejector correction amount changing program is configured as a part of the ISC control program, the ISC control means further includes an ejector correction amount changing means in this embodiment.

  Next, processing performed by the ECU 40F according to the present embodiment will be described in detail with reference to the flowchart shown in FIG. The processing shown in steps 61 and 64 to 66 is the same as the processing shown in steps 51 and 55 to 57 in the flowchart shown in FIG. For this reason, in this embodiment, steps 62 and 63 will be described in detail. If the determination in step 61 is affirmative, the CPU executes a process of detecting the rotational speed Ne and the intake air amount (step 62). In this embodiment, the predetermined time T1 is set to 0 (zero). Subsequently, the CPU reads the corresponding ejector correction amount from the map data of the ejector correction amount based on the detected rotation speed Ne and the intake air amount, and executes processing for changing the ejector correction amount to the read ejector correction amount ( Step 63). Thereby, the ejector correction amount can be changed in accordance with the ejector front-rear differential pressure.

  As shown in FIG. 10, in step 62, for example, the intake manifold negative pressure is detected or estimated instead of the rotational speed Ne and the intake air amount, and in step 63, the ejector correction amount is changed based on the intake manifold negative pressure. Also good. In order to realize this, for example, ejector correction amount map data in which the ejector correction amount is defined according to the intake manifold negative pressure instead of the rotational speed Ne and the intake air amount may be stored in the ROM. To achieve this, the ejector correction amount is read from the ejector correction amount map data based on the intake manifold negative pressure, and an ejector correction amount change program is created to change the ejector correction amount to the read ejector correction amount. do it.

  Further, for example, the ejector correction amount is set to a constant value corresponding to the maximum ejector flow rate, and the ejector correction amount is multiplied by a correction coefficient for correcting the ejector correction amount in step 63, so that the ejector correction amount is converted to the differential pressure across the ejector. It can also be changed according to. This correction coefficient can be set to a value that allows the ejector correction amount to be changed according to the differential pressure across the ejector by multiplying the ejector correction amount. In order to realize this, for example, correction coefficient map data in which correction coefficients are similarly defined may be stored in the ROM instead of the ejector correction amount map data. To realize this, the correction coefficient is read from the correction coefficient map data based on the rotational speed Ne and the intake air amount (or intake manifold negative pressure), and the ejector correction amount is multiplied by the read correction coefficient. A change program may be created. As described above, even if the ejector 30 functions or the like, it is possible to realize the ECU 40F that can suitably suppress fluctuations in the idling speed of the internal combustion engine 50.

  The embodiment described above is a preferred embodiment of the present invention. However, the present invention is not limited to this, and various modifications can be made without departing from the scope of the present invention.

It is a figure showing typically ejector system 100A. 3 is a diagram schematically showing an internal configuration of an ejector 30. FIG. It is a figure which shows the process performed by ECU40A with a flowchart. It is a figure which shows notionally correction | amendment of the ISC control amount of step 14. FIG. It is a figure which shows the process performed by ECU40B with a flowchart. It is a figure which shows the process performed by ECU40C with a flowchart. It is a figure which shows the process performed by ECU40D with a flowchart. It is a figure which shows the process performed by ECU40E with a flowchart. It is a figure which shows an example of the time chart corresponding to the flowchart shown in FIG. It is a figure which shows the process performed by ECU40F with a flowchart. It is a figure which shows the general ISC control notionally. It is a figure which shows the correlation of an ejector flow volume and an ejector front-back differential pressure | voltage.

Explanation of symbols

1 VSV
10 Intake System 13 Electric Throttle 20 Brake Device 30 Ejector 40 ECU
50 Internal combustion engine 100 Ejector system

Claims (6)

By controlling the flow rate adjusting means for adjusting the flow rate of intake air supplied to the internal combustion engine, the idle speed of the internal combustion engine is controlled and larger than the negative pressure to be taken out from the intake passage of the intake system of the internal combustion engine ISC control device used with vehicle ejector system comprising ejector for generating negative pressure, state changing means for functioning or stopping the ejector, and control device for controlling the state changing means Because
ISC control amount correction means for correcting an ISC control amount for performing ISC control of the flow rate adjustment means with an ejector correction amount corresponding to an intake flow rate that increases or decreases in accordance with an operating state of the state change means. Control device. When the intake flow rate deviates from the target intake flow rate by a predetermined value or more according to the change in the operation state of the state change unit, the intake flow rate becomes the target intake flow rate when the operation state of the new state change unit changes. A specific control amount learning means for learning a control amount for controlling the flow rate adjusting means so that the intake air flow rate is maintained within a permissible range of fluctuation with respect to the target intake flow rate. The ISC control device according to claim 1. 2. The ISC control device according to claim 1, further comprising an ejector correction amount changing means for changing the ejector correction amount in accordance with a differential pressure between an inlet side pressure and an outlet side pressure of the ejector. By controlling the flow rate adjusting means for adjusting the intake flow rate supplied to the internal combustion engine, the idle speed of the internal combustion engine is controlled and larger than the negative pressure to be taken out from the intake passage of the intake system of the internal combustion engine ISC control device used with vehicle ejector system comprising ejector for generating negative pressure, state changing means for functioning or stopping the ejector, and control device for controlling the state changing means Because
A control amount learning unit that learns a learning control amount for learning control of the flow rate adjusting unit so as to maintain the intake flow rate at a target intake flow rate, and the control amount learning unit learns in a state where the ejector is functioning. An ISC control apparatus comprising: a control amount learning prohibiting unit that prohibits the operation. By controlling the flow rate adjusting means for adjusting the intake flow rate supplied to the internal combustion engine, the idle speed of the internal combustion engine is controlled and larger than the negative pressure to be taken out from the intake passage of the intake system of the internal combustion engine ISC control device used with vehicle ejector system comprising ejector for generating negative pressure, state changing means for functioning or stopping the ejector, and control device for controlling the state changing means Because
Feedback control means for feedback-controlling the flow rate adjusting means so as to suppress fluctuations in the intake flow rate, and the control speed when the feedback control means feedback-controls the flow rate adjusting means, the change in the operating state of the state changing means An ISC control device comprising: a control speed changing means that changes quickly according to An ejector for generating a negative pressure larger than the negative pressure to be taken out from an intake passage of an intake system of an internal combustion engine, a state changing means for functioning or stopping the ejector, and a control device for controlling the state changing means An ejector system for a vehicle comprising and comprising:
The state changing means has a variable flow rate structure capable of controlling the degree of shielding of the flow path, and the control device gradually controls the state changing means so as to gradually open or close the flow path at a predetermined degree. A vehicle ejector system comprising gradual change control means.

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