JPS61190141A - Learning control device of internal-combustion engine - Google Patents

Abstract

PURPOSE:To realize high speed and highly accurate learning control by providing a learning correcting amount correcting means for correcting and rewriting learning correcting amount and a normal condition detecting means for detecting normal condition from reverse turn of increase and decrease direction of feedback correcting amount. CONSTITUTION:A learning correcting amount correcting means H learns devia tion from basic value of feedback correcting amount in detecting of normal condition and corrects and rewrites the learning correcting amount. A second normal condition detecting means G2 is provided for detecting the normal condi tion from reverse turn, of increase and decrease direction of feedback correcting amount, of more than predetermined times during normal condition detecting by a first normal condition detecting means G1. Thus, high speed and highly accurate learning control can be made.

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a learning control device for a feedback control system for controlling the air-fuel ratio, idle speed, etc. of an internal combustion engine.

<Prior Art> Conventional learning control devices for internal combustion engines include, for example, an air-fuel ratio learning control device disclosed in Japanese Patent Laid-Open No. 59-203828, and an idler learning control device disclosed in Japanese Patent Laid-Open No. 59-211738. There is a learning control device for the rotation speed.

Here, a base air-fuel ratio learning control device will be described as an example in the case where the air-fuel ratio is feedback-controlled to the stoichiometric air-fuel ratio, which is a control target value, in an internal combustion engine having an electronically controlled fuel injection device.

A fuel injection valve used in an electronically controlled fuel injection system is opened by a drive pulse signal applied in synchronization with the rotation of an engine, and is supposed to inject fuel at a predetermined pressure during the period of the valve opening. Therefore, the fuel injection amount is controlled by the pulse width of the drive pulse signal, and if this pulse width is set as TI, which is the control signal corresponding to the fuel injection amount, Ti is determined by the following equation in order to obtain the stoichiometric air-fuel ratio.

T i =Tp −C0EF·α+Ts However, 'rp is a basic pulse width corresponding to the basic fuel injection amount, and is called the basic fuel injection amount for convenience. 'rp = K・Q/N, K is a constant,
Q is the engine intake air flow rate, and N is the engine rotation speed. C0E
F is various correction coefficients such as water temperature correction. α is the air-fuel ratio feedback II described later? This is a feedback correction coefficient for wholesale (λ control). Ts is a voltage correction element, which is used to correct changes in the injection flow rate of the fuel injector due to fluctuations in battery voltage.

Regarding λ control, set 0.0 to the exhaust system. A cross section is installed to detect the actual air-fuel ratio, and the slice level determines whether the air-fuel ratio is richer or leaner than the stoichiometric air-fuel ratio, and the fuel injection amount is controlled to achieve the stoichiometric air-fuel ratio.
Defining the feedback correction coefficient α mentioned above,
By changing this α, the stoichiometric air-fuel ratio is maintained.

Here, the value of the feedback correction coefficient α is the proportional integral (P
I) It is changed by control and stable control is achieved.

In other words, the output voltage of the 02 sensor is compared with the slice level voltage, and if it is higher or lower than the slice level, the air-fuel ratio is rich (lean) without suddenly enriching or thinning the air-fuel ratio. In this case, first lower (raise) by P, then gradually lower (raise) 1 minute at a time.
and controls the air-fuel ratio to be lean < (rich).

However, under conditions where λ control is not performed, α is clamped and a desired air-fuel ratio is obtained by setting various correction coefficients COEF.

By the way, if the base air-fuel ratio under λ control conditions, that is, the air-fuel ratio when α = 1, could be set to the stoichiometric air-fuel ratio (λ = 1), feedback control would not be necessary. For example, variations in air flow meters, fuel injection valves, pressure regulators, control units), changes over time, and pulse width of fuel injection valves.
Feedback control is performed because the base air-fuel ratio deviates from λ=1 due to factors such as non-linearity of flow characteristics and changes in operating conditions and environment.

However, if the base air-fuel ratio deviates from λ=1, it takes time to stabilize the step in the base air-fuel ratio to λ=1 through feedback control when the operating range changes significantly. And for this we need the constant of proportionality and integration (P/
1 minute) increases, overshoot or undershoot occurs, resulting in poor controllability. In other words, if the base air-fuel ratio deviates from λ=1, the air-fuel ratio will be controlled within a range that deviates considerably from the stoichiometric air-fuel ratio.

As a result, the three-way catalyst is operated at a point where its conversion efficiency is poor, and not only does the cost increase due to an increase in the amount of precious metal in the catalyst, but the conversion efficiency further deteriorates as the catalyst deteriorates, forcing the catalyst to be replaced. .

Therefore, by setting the base air-fuel ratio to λ-1 through learning, it is possible to eliminate the deviation from λ = 1 caused by the step in the base air-fuel ratio during transients, and to reduce P/r, thereby improving controllability. A learning control device for air-fuel ratio that aims to improve
Japanese Patent Application No. 58-76221 (Japanese Unexamined Patent Publication No. 58-76221)
No. 9-20382B) or patent application No. 1974-1974
It was filed as No. 9.

This is because if the base air-fuel ratio deviates from the stoichiometric air-fuel ratio during air-fuel ratio feedback control, the feedbank correction coefficient α increases to fill the gap, so the engine operating state and α at this time are detected. Then, calculate the learning correction coefficient Kl based on α and store it, and when the same engine operating condition returns, use β to the memorized learning correction coefficient so that the base air-fuel ratio becomes more responsive to the stoichiometric air-fuel ratio. Correct to. The memory of the learning correction coefficient KA here is R
The AM map is divided into grids according to appropriate parameters of the engine operating state such as engine speed and load, and this is done for each area within a predetermined range.

Specifically, a map of learning correction coefficients KIl corresponding to engine operating conditions such as engine speed and load is provided in the RAM.
When calculating the fuel injection amount Ti, the basic fuel injection amount 'rp is corrected using a learning correction coefficient KIl as shown in the following equation.

Ti = Tp-COEF-Kit・α+7g and K
To learn Shinobi, follow the steps below.

i) Detect the region of the engine operating state at that time in a steady state, and detect the deviation Δα of α from the reference value α1 during that period.
(=α−αI) is detected. The reference value α1 is generally set to 1 as a value corresponding to λ=1.

ii) Search for 1 (j2) that has been learned up to now corresponding to the region of the engine operating state.

1ii) Kj! The value of Kj2+Δα/M is calculated from and Δα, and the result (learning value) is used as a new K11n. , , updates the memory. M is a constant and M>1.

In addition, the idle speed learning control device includes an idle control valve in the auxiliary air passage that bypasses the throttle valve.
When controlling the idle speed by adjusting the opening degree of this idle control valve, the basic opening degree of the idle control valve corresponding to the target idle speed for each engine cooling water temperature is the target idle speed and the actual idle speed. When performing feedback correction while comparing the rotation speed, a learning correction amount map is created according to the cooling water temperature, which is a parameter of the engine operating state, and the learning correction amount is determined by learning the deviation from the reference value of the feedback correction amount. While making corrections, the basic opening degree is corrected using this learned correction amount to stabilize the control.

<Problems to be Solved by the Invention> By the way, when performing learning control, for example, learning control of the air-fuel ratio, the deviation Δα of the feedback correction coefficient α from the reference value α is detected. If Δα is not sampled after α has settled down and α has reached an equilibrium state, the detection accuracy of Δα will deteriorate.

Therefore, in the past, a steady state was detected using, for example, the following method (al or mountain), and learning was performed at this time.

(a) A steady state is detected when the rate of change in the throttle opening, basic fuel injection amount, intake pressure, engine speed, etc. remains below a predetermined value for a predetermined period of time.

Mountain) Any one of the engine operating state regions divided into multiple regions based on parameters such as engine speed and basic fuel injection amount.
A steady state is detected when the engine operating state is in one region and continues for a predetermined period of time.

However, in these methods, since it is necessary to detect when the control of α has reached a sufficient equilibrium, it is necessary to set a somewhat extra "predetermined time", which results in wasted time when speeding up learning. It becomes an obstacle. Further, if the air-fuel ratio deviates by a large amount, control overshoot will occur after tracking with α, but if this is detected, the accuracy of learning will deteriorate.

In view of these conventional problems, it is an object of the present invention to devise steady state detection to enable high-speed and highly accurate learning control.

<Means for Solving the Problems> In order to achieve the above object, the present invention, as shown in FIG. The means G is constituted by means Gl and G2 below.

(A) Basic control amount setting means for setting the basic control amount corresponding to the control target value of the control target of the internal combustion engine such as air-fuel ratio and idle speed (B) Classified into multiple groups according to parameters representing the engine operating state Rewritable storage means storing learning correction amounts for correcting the basic control amount for each region of the engine operating state (C) Searching the learning correction amount for the corresponding region from the storage means based on the actual engine operating state. Learning correction amount search means (D) Compares the control target value and the actual value, and increases or decreases the feedback correction amount by a predetermined amount to correct the basic control amount so that the actual value approaches the control target value. Feedback correction amount setting means (F) The basic control amount set by the basic control amount setting means, the learning correction amount searched by the learning correction amount searching means, and the feed bank correction amount set by the feedback correction amount setting means. (F) A control means for calculating a control amount from the control amount (F) A control means for operating in accordance with the control amount to control control objects of the internal combustion engine such as the air-fuel ratio and idle speed (G) Actual engine operating state Steady state detection means (H) that detects that the steady state is in a steady state.When a steady state is detected, the device learns the deviation of the feedback correction amount from the reference value during that period and responds to the region of the engine operating state during that period in a direction to reduce this deviation. Learning correction amount correction means for correcting and rewriting the learning correction amount Here, the steady state detection means G is defined as Gl below.

Consists of means of G2.

(G1) A first steady state detection means for detecting that the actual engine operating state continues to be in any one of a plurality of regions (G2) Steady state detection by this first steady state detection means A second steady state detection means (operation) detects a steady state when the direction of increase/decrease of the feedback correction amount is reversed a predetermined number of times or more during operation. The basic control amount corresponding to is set, for example, according to a predetermined calculation formula or by searching, and the learning correction amount retrieval means C searches the storage means B for the learning correction amount of the corresponding region based on the actual engine operating state. The feedback correction amount setting means compares the control target value and the actual value, and increases or decreases the feedback correction amount by a predetermined amount based on, for example, proportional-integral control so as to bring the actual value closer to the control target value. Then, the control amount calculation means E calculates the control amount by correcting the basic control amount with the learning correction amount and further correcting it with the feedback correction amount, and the control means F operates according to this control amount, for example, the fuel The injection amount or auxiliary air amount is controlled to control the air-fuel ratio, idle speed, etc.

On the other hand, the steady state detection means G (Gl, G2) detects that: (1) the actual engine operating state is in one of the divided regions, (2)
When the direction of increase/decrease of the feedback correction amount is reversed a predetermined number of times or more, it is known that a steady state is reached, and that a state in which learning is possible is known.

Detection of such a steady state enables high-speed and highly accurate learning.

When it is determined that the learning is possible, the learning correction amount is corrected/rewritten by the learning correction amount correction means H. The learning correction amount modifying means H learns the deviation of the feedback correction amount from the reference value during the detection of the steady state, corrects and stores the learning correction amount corresponding to the region of the engine operating state during that time in the direction of decreasing this deviation. Rewrite the data of means B.

(Example) An example in which the learning control device of the present invention is applied to an air-fuel ratio feedback control system of an internal combustion engine having an electronically controlled fuel injection device will be described below.

In FIG. 2, the engine 1 includes an air cleaner 2°, an intake duct 3. Throttle chamber 4 and intake manifold 5
Air is inhaled through.

The intake duct 3 is provided with an air flow meter 6 as means for detecting the intake air flow rate Q, and outputs a voltage signal corresponding to the intake air flow rate Q signal.

The throttle chamber 4 includes a primary throttle valve 7 and a secondary throttle valve 8 that operate in conjunction with an accelerator pedal (not shown).
is provided to control the intake air flow rate Q. Further, an auxiliary air passage 9 is provided that bypasses these throttle valves 7.8, and an idle control valve 10 is interposed in this auxiliary air passage 9. Intake manifold 5
Alternatively, the intake boat of the engine 1 is provided with a fuel injection valve 11.

The fuel injection valve 11 is an electromagnetic fuel injection valve that opens when a solenoid is energized, and then closes when the energization is stopped and the valve is closed. Fuel controlled to a predetermined pressure by a regulator is injected and supplied to the engine 1. Therefore, the fuel injection valve 11 is a control means for controlling the fuel injection amount by its operation and controlling the air-fuel ratio to the optimum air-fuel ratio (stoichiometric air-fuel ratio) which is a control target value.

From engine 1, exhaust manifold 12. Exhaust duct 13
．． Exhaust gas is discharged via the three-way catalyst 14 and the muffler 15.

The exhaust manifold 12 is provided with a 0□ sensor 16. This 0□ sensor 16 is the oxygen concentration in the atmosphere (constant)
outputs a voltage signal according to the ratio of the oxygen concentration in the exhaust gas and
This is a known sensor whose electromotive force changes suddenly when the air-fuel mixture is combusted at the stoichiometric air-fuel ratio. Therefore, the at sensor 16 is a means for detecting the air-fuel ratio (rich/lean) of the air-fuel mixture. The three-way catalyst 14 is a catalytic device that efficiently oxidizes or reduces Co, HC, and NOx in the exhaust components near the stoichiometric air-fuel ratio of the air-fuel mixture and converts them into other harmless substances.

In addition, a crank angle sensor 17 is provided.

The crank angle sensor 17 is provided with a signal disc plate 19 on the crankshaft 111, and
For example, a reference signal every 120' and a position signal every 1° are outputted by teeth provided on the outer periphery. Here, the engine speed N can be calculated by measuring the period of the reference signal.

Therefore, the crank angle sensor 17 is a means for detecting not only the crank angle but also the engine speed N.

The air flow meter 6, crank angle sensors 17 and 0
．． Both output signals from the sensor 16 are input to a control unit 30. Furthermore, control unit 3
The voltage of a battery 20 is directly applied to the engine 0 via an engine key switch 21 as its operating power source and for detecting the power supply voltage.

Furthermore, the control unit 30 is provided with a water temperature sensor 22 for detecting the engine cooling water temperature as required. - Throttle sensor 23 including an idle switch that detects the throttle opening of the next throttle valve 7. Vehicle speed sensor 24 that detects vehicle speed. A signal from a neutral switch 25 or the like that detects the neutral position of the transmission is input. Then, the control unit 30 performs arithmetic processing based on various input signals, and the CPU 31 . P-ROM32. CMO3
- It has a RAM 33 and an address decoder 34. Here, the RAM 33 is a rewritable storage means for learning control, and the battery 20 is used as an operating power source for the RAM 33 without using the engine key switch 21 in order to retain the stored contents even after the engine key switch 21 is turned off. Connect via a stabilized power supply.

Among the input signals to the CPU 31, the air flow meter 6
．． 0. Sensor 16. Battery 20. Since the voltage signals from the water temperature sensor 22 and the throttle sensor 23 are analog signals, they are inputted via an analog input interface 35 and an A/D converter 36. The A/D converter 36 is controlled by the address decoder 34 and the A/D conversion timing controller 37 by the CPU 31.
controlled via. The reference signal and position signal from the crank angle sensor 17 are inputted via a one-shot multi-circuit 38. A signal from the idle switch built in the throttle sensor 23 and a signal from the neutral switch 25 are input via the digital human interface 39, and the signal from the vehicle speed sensor 2 is inputted via the digital human interface 39.
The signal from 4 is inputted via a waveform shaping circuit 40.

The output signal (driving pulse signal for the fuel injection valve 11 ) from the CPU 31 is sent to the fuel injection valve 11 via the current waveform control circuit 41 .

Here, the CPU 31 performs input/output operations, arithmetic processing, etc. according to a program (stored in the ROM 32) based on the flowcharts (fuel injection amount calculation routine and learning subroutine) shown in FIGS. 4 and 5.
Controls fuel injection amount.

In addition, basic charge 'am (basic fuel injection amount) setting means.

Learning correction amount (coefficient) search means, feed bank correction amount (
The functions as a coefficient) setting means, a control amount (fuel injection amount) calculation means, a steady state detection means, and a learning correction amount (coefficient) correction means are achieved by the program.

Next, the operation will be explained with reference to the flowcharts of FIGS. 4 and 5.

In the fuel injection amount calculation routine shown in FIG.
(Sl in the figure) shows the intake air flow rate Q obtained from the signal from the air flow meter 6 and the crank angle sensor 17.
The basic fuel injection amount Tp (=-Q/N) is calculated from the engine speed N obtained from the signal from the engine. This part corresponds to the basic control amount setting means.

In step 2, various correction coefficients C0EF are set as necessary.

In step 3, the learning correction coefficient K corresponding to the engine speed N representing the engine operating state and the basic fuel injection amount (load) Tp is determined.
Search for N. This part corresponds to the learning correction amount search means.

Here, the learning correction coefficient is 7! is the engine speed N on the horizontal axis,
A map having the basic fuel injection amount Tp as the vertical axis is divided into regions by grids of about 8×8, and a learning correction coefficient of 1 is stored in the RAM 33 for each region. Note that at the time when learning has not started, the learning correction coefficient KI! are all set to an initial value of 1.

In step 4, a voltage correction numerator s is set based on the voltage value of the battery 20.

In step 5, it is determined whether the λ control condition is met.

Here, if the conditions are not λ control conditions, such as high rotation, high load region, etc., the feedback correction coefficient α is clamped to the previous value (or reference value α1), and step 5
The process then proceeds to step 10, which will be described later.

In the case of the λ control condition, the output voltage V of the 02 sensor 16 is determined in steps 6 to 8. 2 and a slice level voltage V corresponding to the stoichiometric air-fuel ratio. , to determine whether the air-fuel ratio is rich or lean, and set the feedback correction coefficient α by integral control or proportional-integral control.

This part corresponds to feedback correction amount setting means.

Specifically, in the case of integral control, when the comparison in step 6 determines that the air-fuel ratio is - rich (Voz>Vrar), the feedback correction coefficient α is decreased by a predetermined integral (1) from the previous value in step 7. On the other hand, the air-fuel ratio = lean (
When it is determined that Vo2<v,,,f), in step 8, the feedback correction amount number α is calculated by a predetermined integral (
1) Increase by minutes.

In the case of proportional-integral control, in addition to this, when rich 0 lean is reversed, a predetermined proportional bone (P) larger than the integral (I) is increased or decreased in the same direction as the integral (I) (see FIG. 6).

In the next step 9, the learning subroutine shown in FIG. 5 is executed. This will be discussed later.

Thereafter, in step IO, the fuel injection amount Ti is calculated according to the following equation. This part corresponds to the control amount calculation means.

Ti=Tp-COEF-#・α+Ts fuel injection amount Ti
When is calculated, a drive pulse signal having a pulse width of Ti is output at a predetermined timing in synchronization with the engine rotation, and is applied to the fuel injection valve 11 via the current waveform control circuit 41 to perform fuel injection. be exposed.

Next, the learning subroutine shown in FIG. 5 will be explained.

In step 11, it is determined whether the engine rotational speed N representing the engine operating state and the basic fuel injection amount 'rp are in the same range as the previous time. If it is the same area as the previous time, it is determined in step 12 whether flag F is set, and if it is not set, in step 13, the output of the 02 sensor 16 is reversed, that is, the direction of increase or decrease of the feedback correction coefficient α is It is determined whether or not the reversal has occurred, and this flow is repeated. Each time the reversal is performed, the count value representing the number of reversals is incremented by 1 in step 14. When C=2, the process proceeds from step 15 to step 16 and the flag F is set. Set. This flag F is set when the output of the 02 sensor 16 inverts twice in the same area, as it is assumed that a steady state has been reached. After setting the flag F, if it is determined in step 11 that the area is the same as the previous time, the process proceeds to step 17 via step 12.

The steps 11 to 16 correspond to the steady state detection means, and in particular, the step 11 corresponds to the first steady state detection means, and the steps 13 to 15 correspond to the second steady state detection means.

In a steady state, it is determined in step 17 whether the output of the O2 sensor 16 has reversed or not, and when this flow is repeated and it has reversed, it is the first time since the steady state was determined in step 18, and therefore it is the third time in the same area. Determine whether or not it is reversed, 3
In the case of the second time, in step 19, the deviation Δα (−α−α1) of the current feedback correction coefficient α from the reference value α1 is calculated by Δα
Temporarily stored as 1. Thereafter, when the fourth reversal is detected, the process proceeds to steps 20 to 24 and learning is performed based on data from the third to fourth reversal (see FIG. 6). Similarly, when a fifth or more reversal is detected, the process proceeds to steps 20 to 24 and learning is performed based on data from the previous reversal to the current reversal.

At the time of the fourth or more reversal, in step 20, the deviation Δα (=α−α
I) is temporarily stored as Δα2. The Δα and Δα2 stored at this time are the maximum and minimum values of Δα from the previous (for example, the third) reversal to the current (for example, the fourth) reversal, as shown in FIG. Based on this, the average value τi of the deviation Δα during this period can be calculated.

Therefore, in step 21, the average value τ7 of the deviation Δα is calculated based on the following equation.

1 step x-(Δα1 +Δα2)72 Next, in step 22, a stored learning correction coefficient KJ corresponding to the current area is retrieved. However, in reality, the one searched in step 3 may be used.

Next, in step 23, the deviation Δα(−α−
From the average value τi of α, ), a new learning correction coefficient K l! (Set nawl, correct and rewrite the data of the learning correction coefficient in the same area.

The steps 21 to 23 correspond to the learning correction amount modification means.

K' (nawl ←Kl+τz/M (M is a constant,
M>1) After this, in step 24, the value of Δα2 is substituted into Δα1 for the next calculation.

If it is determined in step 11 that the engine operating state is no longer in the same range as the previous time, the count value C is cleared and the flag F is reset in step 25.

Although the air-fuel ratio learning control device has been described above, the present invention can of course be applied to an idle rotation speed learning control device. -Specifically, in the idle speed learning control device, the basic control amount l5Ct+1 is set from the water temperature, the learned correction amount l5O1e is searched from the water temperature, and the target idle speed Ng set from the water temperature and the actual idle speed are The feedback correction amount l5Cfb is set based on the comparison, and the control amount ■5cay to the idle control valve 10 is calculated using the following +11 formula. In a steady state, learning is performed according to the following formula (2). In this case, the engine The area in which the learning correction amount is stored for each operating state is divided by one parameter, water temperature, and the steady state detection method of the present invention can be applied to this case as well.

I 5Cdy= I SCt%1+ I 5C1e+
I5Cfb-+1)I S Ole lnaw) ←
I S CIe+ΔI S Cfb/M・(21 The above-mentioned idle control valve 10 is equipped with a valve opening coil and a valve closing coil, and pulse signals are sent to these coils in a mutually judged state, and the pulse signals are The opening degree is adjusted according to the duty ratio, and the above-mentioned l5Cdy is the time percentage (%) that the valve opening coil is ON.

(Effects of the Invention) As explained above, according to the present invention, on the condition that the engine operating state is in one of the divided regions and the direction of increase/decrease of the feed bank correction amount is reversed a predetermined number of times or more,
Since the steady state, that is, the feed bank control equilibrium state is detected and learning is performed at this time, the steady state can be accurately captured and learning can be performed at high speed and with high accuracy.

[Brief explanation of the drawing]

Fig. 1 is a functional block diagram showing the configuration of the present invention, Fig. 2 is a block diagram showing an embodiment of the invention, Fig. 3 is a block circuit diagram of the control unit in Fig. 2, and Figs. 5
The figure is a flowchart showing control details, and FIG. 6 is a control characteristic diagram.

Claims (1)

[Scope of Claims] A basic control amount setting means for setting a basic control amount corresponding to a control target value of a control target of the internal combustion engine such as an air-fuel ratio or an idle rotation speed; a rewritable storage means that stores a learning correction amount for correcting the basic control amount for each region of the engine operating state; and a learning correction amount for the corresponding region is retrieved from the storage means based on the actual engine operating state. a learning correction amount search means for comparing a control target value and an actual value and setting a feedback correction amount by increasing or decreasing a predetermined amount to correct the basic control amount so that the actual value approaches the control target value. A control amount is determined from the correction amount setting means, the basic control amount set by the basic control amount setting means, the learning correction amount searched by the learning correction amount search means, and the feedback correction amount set by the feedback correction amount setting means. a control amount calculation means for calculating the control amount; a control means for operating according to the control amount to control control targets of the internal combustion engine such as an air-fuel ratio and an idle speed; and an actual engine operating state is in a steady state. a steady state detection means for detecting a steady state; A learning control device for an internal combustion engine, comprising: a learning correction amount correcting means for rewriting the learning correction amount according to the method; a first steady state detection means for detecting the steady state; and a second steady state detection means for detecting the steady state when the direction of increase/decrease of the feedback correction amount is reversed a predetermined number of times or more during the steady state detection by the first steady state detection means. A learning control device for an internal combustion engine, characterized by comprising: means;