JP2021134741A - Control device of internal combustion engine - Google Patents

Abstract

To further improve a fuel consumption performance of an internal combustion engine.SOLUTION: In a control device of an internal combustion engine for controlling the internal combustion engine provided with an exhaust gas recirculation device having an EGR passage for communicating an exhaust passage to an intake passage, and an EGR valve for opening and closing the EGR passage, the control device of the internal combustion engine is configured to measure a relationship between a control input given to the EGR valve and an intake pressure in the intake passage connected to the cylinder in giving the control input, during motoring for rotating and driving the internal combustion engine by an electric motor, and learn the control input when the intake pressure is converged to a target value.SELECTED DRAWING: Figure 3

Description

The present invention relates to a control device for an internal combustion engine accompanied by an exhaust gas recirculation device.

The internal combustion engine mounted on a vehicle or the like is equipped with an EGR device that reduces pumping loss while reducing the combustion temperature of the air-fuel mixture in the combustion chamber of the cylinder _{to reduce NO x emissions.} There are many. In the EGR device, the exhaust passage and the intake passage of the internal combustion engine are connected via the EGR passage, and a part of the combustion gas generated in the cylinder is returned to the intake passage via the EGR passage and mixed with the intake air (fresh air). To do. An EGR valve that opens and closes the EGR passage is provided on the EGR passage, and the amount of recirculation of the EGR gas can be adjusted by operating the opening of the EGR valve.

If the EGR valve fails, it interferes with proper EGR control, leading to instability of combustion, deterioration of emissions, or knocking. Therefore, the vehicle is equipped with a diagnostic (self-diagnosis) mechanism that diagnoses the presence or absence of EGR valve failure online, and when a failure is detected, notifies the driver of the fact and records it in the storage device. NS. For example, the EGR valve is intentionally opened and closed during a fuel cut that temporarily suspends fuel supply to the cylinder, and the intake pressure in the intake passage when the valve is closed and when the valve is opened is measured, and based on this, the EGR valve It is determined whether or not there is a failure (see Patent Document 1 below).

Recently, hybrid vehicles equipped with two types of power sources, an electric motor and an internal combustion engine, have been seen to spread to a certain extent. In series hybrid vehicles (see, for example, the patent documents below), an internal combustion engine drives a motor generator for power generation to generate electric power, and the generated electric power is used as a power storage device, that is, a lithium ion secondary battery or a nickel hydrogen secondary battery. It is stored in a battery and / or a capacitor such as, and is supplied to a traveling motor generator. Then, the drive wheels of the vehicle are rotated by the traveling motor generator to travel.

Not only the motor generator for power generation but also the motor generator for traveling can generate power by regenerative braking and store the generated power in the power storage device. When the electric power is already stored up to the capacity of the power storage device, the electric power obtained by the regenerative braking is intentionally supplied to the motor generator for power generation, and this is operated as an electric motor to rotate and drive the internal combustion engine. This consumes surplus power.

In a hybrid vehicle, the vehicle can be driven by the rotational driving force output by the traveling motor generator without the internal combustion engine burning the fuel to generate the rotational driving force. Therefore, even during the operation of the vehicle, the state in which the rotation of the internal combustion engine is stopped may continue.

When the amount of electric charge stored in the power storage device decreases or when the required output for the traveling motor generator is large, the internal combustion engine is started, and the power generation motor generator is driven by the rotational driving force output by the internal combustion engine to generate electric power. To charge the power storage device or increase the power supplied to the driving motor generator.

In a series hybrid vehicle, the power generation motor generator also serves to motor (or crank) the internal combustion engine in preparation for starting the stopped internal combustion engine. At the time of motoring, the necessary electric power is supplied from the power storage device (see Patent Document 2 below).

Japanese Unexamined Patent Publication No. 2019-023444 Japanese Unexamined Patent Publication No. 2019-131035

The control input given to the stepping motor (stepper motor) or servomotor that drives the valve body of the EGR valve, and the actual opening of the EGR valve when the control input is given, in other words, to the intake passage via the EGR passage. The relationship with the partial pressure or flow rate of the inflowing EGR gas is not constantly constant. That is, it may change due to individual differences for each internal combustion engine and aging due to foreign matter adhering to and accumulating on the EGR passage or EGR valve.

When operating an internal combustion engine, if the amount of EGR gas that actually returns to the intake passage is different from the expected amount, the combustion of the air-fuel mixture in the cylinder becomes unstable or misfires, resulting in an unreasonable drop in engine torque. There is a risk. Therefore, in the control of the conventional internal combustion engine, the control input given to the EGR valve is set in consideration of the safety margin in consideration of the variation in the input / output characteristics due to individual difference or aging. This means that the opening degree of the EGR valve is reduced below the optimum value. Therefore, the EGR ratio, which is the ratio of the EGR gas to the intake air, is lower than ideal, and the efficiency of the internal combustion engine cannot be maximized.

An object of the present invention, which has been made focusing on the above problems, is to further improve the fuel efficiency of an internal combustion engine.

In the present invention, the internal combustion engine is controlled by an exhaust gas recirculation device having an EGR passage that connects the exhaust passage to the intake passage and an EGR valve that opens and closes the EGR passage, and the internal combustion engine is rotated by an electric motor. During driving motoring, the relationship between the control input given to the EGR valve and the intake pressure in the intake passage connected to the cylinder when the control input is given is measured, and control when the intake pressure converges to the target value. A control device for an internal combustion engine that learns inputs was constructed.

According to the present invention, it is possible to further improve the fuel efficiency of the internal combustion engine.

The figure which shows the schematic structure of the hybrid vehicle and the control device of the series type in one Embodiment of this invention. The figure which shows the outline of the internal combustion engine mounted on the vehicle of the same embodiment. The figure exemplifying the relationship between the control input given to the EGR valve by the control device of the internal combustion engine of the same embodiment, and the flow rate of EGR gas. The timing diagram explaining the content of learning carried out by the control device of the internal combustion engine of the same embodiment.

An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic configuration of a main system of a hybrid vehicle according to the present embodiment. This hybrid vehicle includes an internal combustion engine 1, a power generation motor generator 2 driven by the internal combustion engine 1 to generate electricity, a power storage device 3 for storing the electric power generated by the power generation motor generator 2, a power generation motor generator 2 and /. Alternatively, it includes a traveling motor generator 4 that drives the drive wheels 62 of the vehicle by receiving power from the power storage device 3.

The hybrid vehicle of the present embodiment is a series hybrid type electric vehicle in which the internal combustion engine 1 is used only for power generation, and the driving force for traveling is supplied exclusively to the driving wheels 62 of the vehicle from the traveling motor generator 4. The internal combustion engine 1 and the drive wheels 62 are mechanically separated from each other, and the rotational driving force is not originally transmitted between the two. That is, the internal combustion engine 1 can rotate completely independently of the traveling motor generator 4 and the drive wheels 62, and can stop completely independently. Therefore, the power storage device 3 is sufficient even when the vehicle is in a state where the driver can step on the accelerator pedal during operation of the vehicle in which the ignition switch (power switch or ignition key) is turned on. Under the condition that the charge is stored and the brake booster 15 stores a sufficient negative pressure, the operation of the internal combustion engine 1 accompanied by the combustion of fuel may not be performed.

The crankshaft, which is the rotating shaft of the internal combustion engine 1, is mechanically connected to the rotating shaft of the power generation motor generator 2 via a gear mechanism. Then, by inputting the rotational driving force output by the internal combustion engine 1 to the power generation motor generator 2, the power generation motor generator 2 generates power. The generated electric power charges the power storage device 3 and / or supplies it to the traveling motor generator 4. Further, the power generation motor generator 2 also functions as a motoring motor that generates a rotational driving force by itself to rotationally drive the crankshaft of the internal combustion engine 1. For example, the power generation motor generator 2 executes motoring (cranking) in preparation for starting the stopped internal combustion engine 1.

The traveling motor generator 4 generates a driving force for traveling the vehicle, and inputs the driving force to the drive wheels 62 via the speed reducer 61. Further, the traveling motor generator 4 is rotated by being rotated by the drive wheels 62 to generate electricity, and recovers the kinetic energy of the vehicle as electric energy. The electric power generated by this regenerative braking charges the power storage device 3.

However, if the charge has already been stored up to the full capacity of the power storage device 3 and it is difficult to charge the battery any more, the traveling motor generator 4 dares to supply the regenerated electric power to the power generation motor generator 2 to generate electricity. The motor generator 2 is operated as an electric motor to drive the internal combustion engine 1 to rotate. As a result, the surplus electric power is exhausted while maintaining the braking performance of the vehicle. Further, at this time, since the rotation of the internal combustion engine 1 is maintained, it is possible to execute a fuel cut that temporarily stops the fuel supply to the cylinder 11 of the internal combustion engine 1.

The generator inverter 21 converts the AC power generated by the power generation motor generator 2 into DC power. Then, the DC power is input to the power storage device 3 or the drive unit inverter 41. Further, when the generator inverter 21 operates the power generation motor generator 2 as an electric motor, the power generation motor generator 2 converts the DC power supplied from the power storage device 3 and / or the drive inverter 41 into AC power. Enter in.

The drive machine inverter 41 converts the DC power supplied from the power storage device 3 and / or the generator inverter 21 into AC power, and then inputs the DC power to the traveling motor generator 4. Further, the drive inverter 41 converts the AC power generated by the traveling motor generator 4 into DC power when performing regenerative braking of the vehicle, and then inputs the AC power to the power storage device 3 or the generator inverter 21. The generator inverter 21 and the drive inverter 41 form a part of the PCU (Power Control Unit).

The power storage device 3 is a battery and / or a capacitor or the like. The battery is a high-voltage secondary battery having a high energy density, such as a lithium ion secondary battery or a nickel-hydrogen secondary battery. The power storage device 3 charges and stores the electric power generated by each of the power generation motor generator 2 and the traveling motor generator 4. Further, the power storage device 3 discharges electric power for operating each of the power generation motor generator 2 and the traveling motor generator 4 as an electric motor, and supplies the electric power required for the motor generators 2 and 4.

FIG. 2 shows an outline of the internal combustion engine 1 mounted on the hybrid vehicle of the present embodiment. The internal combustion engine 1 is a spark-ignition 4-stroke engine, and includes a plurality of cylinders 11 (for example, three cylinders, one of which is shown in FIG. 1). An injector 111 for injecting fuel toward the intake port is provided in the vicinity of the intake port of each cylinder 11. Further, a spark plug 112 is attached to the ceiling of the combustion chamber of each cylinder 11. The spark plug 112 receives an induction voltage generated by the ignition coil to induce a spark discharge between the center electrode and the ground electrode.

The intake passage 13 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 11. An air cleaner 131, an electronic throttle valve 132, a surge tank 133, and an intake manifold 134 are arranged in this order from the upstream on the intake passage 13. The air cleaner 131 is located at the most upstream position in the intake passage 13, that is, at the intake port that takes in air. The intake port is opened in front of the vehicle in order to take in cold air and improve the filling efficiency of the internal combustion engine.

The exhaust passage 14 for discharging the exhaust guides the exhaust generated as a result of burning the fuel in the cylinder 11 to the outside from the exhaust port of each cylinder 11. An exhaust manifold 142 and a three-way catalyst 141 for exhaust purification are arranged on the exhaust passage 14.

The external EGR (Exhaust Gas Recirculation) device 12 opens and closes the external EGR passage 121 that connects the exhaust passage 14 and the intake passage 13, the EGR cooler 122 provided on the EGR passage 121, and the EGR passage 121, and the EGR passage 121. The element is an EGR valve 123 that controls the flow rate of the EGR gas flowing through the EGR gas. The inlet of the EGR passage 121 is connected to the downstream of the catalyst 141 in the exhaust passage 14. The outlet of the EGR passage 121 is connected to the downstream of the throttle valve 132 in the intake passage 13, that is, to the surge tank 133 or the intake manifold 134.

The ECU (Electronic Control Unit) 0, which is a control device that controls the internal combustion engine 1, the power generation motor generator 2, the power storage device 3, the inverters 21, 41, and the traveling motor generator 4, is a processor, a memory, an input interface, an output interface, and the like. It is a microcomputer system having. The ECU 0 is a plurality of ECUs, that is, an EFI (Electronic Fuel Injection) ECU 01 that controls an internal combustion engine 1, a generator ECU 02 that controls a generator motor generator 2 and a generator inverter 21, and a BMS (Battery Management) that controls a power storage device 3. System) ECU 03, drive motor ECU 04 that controls the driving motor generator 4 and drive inverter 41, and HV (Hybrid Battery) ECU, which is a higher-level controller that controls these controls, are CAN (Control Area Network), etc. It is connected so that it can communicate with each other via the telecommunications line of.

For ECU 0, the vehicle speed signal a output from the vehicle speed sensor that detects the actual vehicle speed of the vehicle, the crank angle signal b output from the crank angle sensor that detects the rotation angle of the crank shaft of the internal combustion engine 1 and the engine rotation speed. , Accelerator opening signal c output from a sensor that detects the amount of depression of the accelerator pedal by the driver as the accelerator opening (so to speak, the driving force required by the driver for the vehicle), the intake passage connected to the cylinder 11. 13. In particular, the intake air temperature / intake pressure signal d output from the temperature / pressure sensor that detects the intake air temperature and intake pressure in the surge tank 133, and the cooling output from the water temperature sensor that detects the temperature of the cooling water of the internal combustion engine 1. The water temperature signal e, the signal f output from the sensor that detects the amount of charge (or SOC (State Of Charge)) stored in the power storage device 3, particularly the terminal current and / or the terminal voltage of the battery 3. The outside temperature signal g output from the outside temperature sensor that detects the outside temperature, the signal h output from the sensor that detects the applied current and / or the applied voltage to the power generation motor generator 2, and the like are input.

ECU0 senses through various sensors, such as the accelerator opening operated by the driver, the shift position, that is, the position of the shift lever (selector lever), the ON / OFF of the switch operated by the driver, and the current vehicle. The traveling motor generator 4 outputs according to the vehicle speed, the slope of the road surface, the amount of charge stored in the power storage device 3, the magnitude of the negative pressure stored in the brake booster 15, the generated power of the power generation motor generator 2, and the like. The rotational driving force to be generated, the rotational driving force output by the internal combustion engine 1, the electric power generated by the power generation motor generator 2, or the rotational driving force output by the power generation motor generator 2 is controlled to increase or decrease.

As a general rule, if the power storage device 3 currently stores sufficient electric charge and the output required for the traveling motor generator 4 is small, the supply of fuel to the internal combustion engine 1 is cut off and the internal combustion engine 1 is operated. do not. On the other hand, if the amount of charge stored in the power storage device 3 is reduced or the output required for the traveling motor generator 4 is large, the internal combustion engine 1 is started and fuel is supplied to the cylinder 11. The generator motor generator 2 is driven by the rotational driving force output from the internal combustion engine 1 to generate electricity to charge the power storage device 3 or supply the power to be supplied to the traveling motor generator 4. Strengthen.

The internal combustion engine 1 is started while the drive wheels 62 are driven by the traveling motor generator 4 to drive the vehicle without supplying fuel to the cylinder 11 of the internal combustion engine 1 to operate the internal combustion engine 1. In order to execute power generation by the power generation motor generator 2, first, the power generation motor generator 2 is operated as an electric motor, and motoring for starting the internal combustion engine 1 is performed. Then, after the crankshaft of the internal combustion engine 1 rotates a predetermined number of times or more or a predetermined angle or more, and the cylinder determination for knowing the current stroke of each cylinder 11 of the internal combustion engine 1 or the position of the piston is completed, each cylinder of the internal combustion engine 1 is completed. Inject fuel at an appropriate timing according to the process of, and start firing to ignite and burn the fuel at an appropriate timing. The rotation angle and rotation speed of the crankshaft of the internal combustion engine 1, that is, the engine speed can be detected via the resolver attached to the power generation motor generator 2 (in the generator ECU 02), and the crank angle attached to the internal combustion engine 1. It can also be detected via a sensor (in the EFI ECU 01).

When the rotation of the internal combustion engine 1 is accelerated by motoring and firing and the rotation speed exceeds the start determination value, the internal combustion engine 1 is started and is in a state of autonomous rotation (motor generator 2 for power generation). The engine speed can still maintain an upward trend even if the output of the engine is reduced), and the output of the power generation motor generator 2 operating as an electric motor is reduced to 0 to end the motoring. ..

After the start determination of the internal combustion engine 1, the internal combustion engine 1 rotationally drives the power generation motor generator 2. Further, the power generation motor generator 2 is operated as a generator, and the generated power is increased from 0.

The EFI ECU 01, which forms a part of the ECU 0, acquires various information a, b, c, d, e, f, g, h necessary for the operation control of the internal combustion engine 1 via the input interface, and obtains the engine rotation speed. And estimate the amount of air sucked into the cylinder 11 (so to speak, the engine load factor). Then, the required fuel injection amount (necessary to achieve the target air-fuel ratio), fuel injection timing (including the number of fuel injections per combustion), fuel injection pressure, and ignition timing (once) corresponding to the intake air amount. The operating parameters of the internal combustion engine 1 such as the required number of ignitions for combustion), the required EGR ratio (or the amount of EGR gas), and the like are determined. The EFI ECU 01 outputs various control signals i, j, k, l corresponding to the operation parameters to the igniter, injector 111, throttle valve 132, EGR valve 123, etc. of the spark plug 112 via the output interface.

The valve body of the EGR valve 123, which is an element of the EGR device 12 of the internal combustion engine 1, is driven by an electric motor, that is, a stepping motor or a servomotor. When operating the internal combustion engine 1, the ECU 0 gives a control input l to the stepping motor or the servomotor, and operates the EGR valve 123 to a desired opening degree.

On the other hand, the control input given to the EGR valve 123 (for example, the number of steps which is the number of drive pulses given to the stepping motor for driving the valve body of the EGR valve 123) l and the control input l of the EGR valve when the control input l is given. The relationship between the actual opening degree, in other words, the partial pressure or the flow rate of the EGR gas that actually flows into the intake passage 13 via the EGR passage 121 is not constantly constant. That is, it may change due to the individual difference of each internal combustion engine 1 or the influence of the secular change in which foreign matter adheres to and accumulates on the EGR passage 121 or the EGR valve 123. In FIG. 3, the solid line represents the median input / output characteristics of the control input l and the EGR gas flow rate, and the broken line represents the input / output of an individual whose EGR gas flow rate is less than the median value when the same control input l is given. The chain line represents the characteristics, and the chain line represents the input / output characteristics of the individual in which the EGR gas flow rate is higher than the median value when the equivalent control input l is given.

Therefore, the ECU 0 of the present embodiment does not perform firing for burning fuel in the cylinder 11 of the internal combustion engine 1, but operates the motor generator 2 for power generation as an electric motor, thereby performing motoring for rotationally driving the internal combustion engine 1. Learning to measure the relationship between the control input l given to the EGR valve 123 and the intake pressure in the surge tank 133 when the control input l is given is executed.

In the learning, while rotating the internal combustion engine 1 under a predetermined condition, the flow rate of the intake air flowing through the intake passage 13 toward the cylinder 11 is made constant by setting the engine rotation speed and the opening degree of the throttle valve 132 as a certain value, and that state. To open and close the opening degree of the EGR valve 123. The vehicle in this embodiment is a series hybrid vehicle, and the internal combustion engine 1 can be rotated or stopped regardless of the amount of depression of the accelerator pedal by the driver. During motoring, the opening degree of the throttle valve 132 installed in the intake passage 13 of the internal combustion engine 1, the flow rate and pressure of the air (not including EGR gas) flowing through the intake passage 13, and the rotation speed of the power generation motor generator 2. And fixed point operation that controls the engine speed to a certain value is possible. In motoring, for example, when the negative pressure stored in the brake booster 15 is reduced to a predetermined value or less, or when the electric power storage device 3 stores an electric charge of a predetermined value or more, regenerative braking is performed by the traveling motor generator 4. This may be done (the surplus electric power is consumed by the power generation motor generator 2 to drive the internal combustion engine 1 to rotate).

As shown in FIG. 4, the ECU 0 (or EFI ECU 01) of the present embodiment controls the flow rate and pressure of the air flowing through the intake passage 13 to a certain amount during the motoring of the internal combustion engine 1, and then controls the EGR valve. The opening degree of 123 is operated, and the intake pressure in the surge tank 133 during that period is measured. An intake air temperature / intake pressure sensor is installed in the surge tank 133, and the ECU 0 can know the transition of the fluctuation of the intake pressure in the surge tank 133 by referring to the output signal d of the sensor.

Then, the ECU 0 sets the deviation between the actually measured intake pressure and the target value in order to make the intake pressure actually measured via the intake air temperature / intake pressure sensor follow the target value during the motoring of the internal combustion engine 1. Feedback control is performed to adjust the control input l given to the EGR valve 123 in the direction of reduction. Then, the basic amount of the control input l (or the control input l corresponding to the target value of the intake pressure) given to the EGR valve 123 when the actually measured intake pressure converges to the target value, and the actual intake pressure are the target values. The feedback correction amount, which is the difference from the control input l given when the signal converges to, is stored and stored in the memory as a learning value. The learned value suggests the input / output characteristics of the control input l of the EGR valve 123 and the EGR gas flow rate in the current individual of the internal combustion engine 1.

It is preferable that the above feedback control and learning are performed for a plurality of intake pressure target values, and a learning value of the control input l (or feedback correction amount) for each of the target values is obtained. One of the target values is set to a relatively small value so that the learning value of the control input l when the closed EGR valve 123 starts to open is obtained, and the other target values are set to larger values.

The learned value stored in the memory is subsequently used for controlling the opening degree of the EGR valve 123 when the internal combustion engine 1 is fired and operated. If the learning reveals that the EGR gas flow rate is less than the median, the control input l given to the EGR valve 123 during firing is corrected so that the opening degree of the EGR valve 123 is further expanded. (For example, increase the number of steps given to the stepping motor). If it is found that the EGR gas flow rate is higher than the median, the control input l given to the EGR valve 123 during firing is corrected so that the opening degree of the EGR valve 123 is further reduced (stepping). Reduce the number of steps given to the motor).

Obtaining the learning value of the control input l when the closed EGR valve 123 starts to open accurately grasps the input / output characteristics of the current EGR valve 123 and of the EGR valve 123 during the firing operation of the internal combustion engine 1. It is effective for improving the accuracy of control. The control input l corresponding to the unlearned intake pressure is estimated by interpolation (for example, linear interpolation) from the control inputs l corresponding to the plurality of learned intake pressures.

In the present embodiment, the internal combustion engine 1 is controlled by an exhaust gas recirculation device 12 having an EGR passage that connects the exhaust passage 14 to the intake passage 13 and an EGR valve 123 that opens and closes the EGR passage 121. The relationship between the control input l given to the EGR valve 123 during the motoring in which the internal combustion engine 1 is rotationally driven by the electric motor 2 and the intake pressure in the intake passage 133 connected to the cylinder 11 when the control input l is given. The control device 0 of the internal combustion engine was configured to learn the control input l when the intake pressure converged to the target value.

According to this embodiment, it is possible to learn and grasp the input / output characteristics of the control input l of the EGR valve 123 and the EGR gas flow rate. Then, in the subsequent operation control of the internal combustion engine 1, the actual opening degree of the EGR valve 123 is controlled to be close to the optimum value, and the EGR ratio is increased to an ideal ratio without causing instability of combustion of the air-fuel mixture. Can be done. Therefore, the fuel efficiency of the internal combustion engine 1 is further improved.

Further, by increasing the feasible EGR rate, the operating range in which the spark ignition timing to the air-fuel mixture can be set to MBT (Minimum advance for Best Torque) or its vicinity is expanded. This can contribute not only to the improvement of the thermomechanical conversion efficiency of the internal combustion engine 1 but also to the improvement of the NV (Noise and Vibration) performance.

The present invention is not limited to the embodiments described in detail above. The specific configuration of each part and the content of the process can be variously modified without departing from the spirit of the present invention.

0 ... Control device (ECU)
1 ... Internal combustion engine 11 ... Cylinder 12 ... Exhaust gas recirculation (EGR) device 121 ... EGR passage 123 ... EGR valve 13 ... Intake passage 132 ... Throttle valve 14 ... Exhaust passage 2 ... Motor (motor generator for power generation)
b ... Crank angle signal d ... Intake air temperature / intake pressure signal k ... Throttle valve opening operation signal l ... EGR valve opening operation signal

Claims (1)

It controls an internal combustion engine equipped with an exhaust gas recirculation device having an EGR passage that connects the exhaust passage to the intake passage and an EGR valve that opens and closes the EGR passage.
During motoring in which the internal combustion engine is rotationally driven by an electric motor, the relationship between the control input given to the EGR valve and the intake pressure in the intake passage connected to the cylinder when the control input is given is measured, and the intake pressure is the target value. A control device for an internal combustion engine that learns the control input when it converges to.

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