JP2011043153A - Control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent saturation of control input in one operation part in a device for controlling an internal combustion engine or a device accompanying the same by operating a plurality of operation parts. <P>SOLUTION: In the case a control input u<SB>2</SB>of an operation part (nozzle 42 of a variable turbo) exceeds a threshold value (lower limit value u<SB>2min</SB>or upper limit value u<SB>2max</SB>) out of control inputs calculated by a controller 51, the control input provided to the one operation part is set to the threshold value (lower limit value u<SB>2min</SB>or upper limit value u<SB>2max</SB>), and a correction amount Δu<SB>1</SB>necessary for reduction of the deviation of the control output and the target value is added to a control input u<SB>1</SB>for another operation part (EGR valve 45) calculated by the controller 51. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for controlling an internal combustion engine or a device attached thereto.

  An exhaust gas recirculation system disclosed in Patent Document 1 below controls an EGR rate (or EGR amount) of an internal combustion engine equipped with a supercharger. There is mutual interference between the supercharging pressure and the EGR rate, and it is difficult to simultaneously control both the supercharging pressure and the EGR rate with a one-input one-output controller. In addition, the responsiveness varies depending on the operation region of the internal combustion engine, and the turbocharger has a turbo lag (dead time). Under such circumstances, the system described in Patent Document 1 employs sliding mode control, which is an effective control method for a non-linear control target, and designs a multi-input multi-output controller that takes into account the interaction. I have control.

  For example, when a deviation remains between the EGR rate and the target value, the controller operates to open the opening of the variable turbo nozzle. However, when the opening degree of the variable turbo nozzle increases, the EGR rate hardly changes even if the opening degree is increased.

  When designing the controller, we are formulating the relationship between the input and output of the manipulated variable and the controlled variable. However, when the variable turbo nozzle opening is significantly increased as described in the previous section, etc. It is not always possible to cope with the change in sensitivity of the output characteristics.

  Therefore, the control input value of the opening degree of the variable turbo nozzle calculated by the controller increases without the deviation of the EGR rate being sufficiently reduced, and the value exceeds the movable range of the opening degree of the variable turbo nozzle. The opening of the turbo nozzle sometimes saturates. In such a case, problems such as deterioration of exhaust gas occur.

  The above-described problems can occur in the same manner when there is a decrease in the sensitivity of the output characteristics even when other operation units such as the D throttle valve are operated.

JP 2007-032462 A

  The present invention, which has been made by focusing on the above, is intended to prevent the control input from being saturated with respect to one operation unit in the case where an internal combustion engine or a device attached thereto is controlled by operating a plurality of operation units. It is what.

  A control device according to the present invention controls an internal combustion engine or a device attached thereto by operating a plurality of operation units, the controller repeatedly calculating a control input to be given to each operation unit, When the control input related to one operation unit among the control inputs calculated by the controller exceeds the threshold value, the control input given to the one operation unit is set to the threshold value, and the deviation between the control output and the target value is set. And a correction control unit that adds a correction amount necessary for the reduction to a control input related to another operation unit calculated by the controller.

  In such a case, when the control input related to one operation unit exceeds the threshold, the control input related to the one operation unit is set to the threshold, and the deviation between the control output and the target value is set. By adding the correction amount necessary for reduction to the control input related to the other operation unit calculated by the controller, the control output and its output in the state where the operation amount of the control unit such as the opening of the variable turbo nozzle is saturated. It is possible to solve the problem that the deviation from the target value remains.

  As an example of a preferable configuration for realizing the control device as described above, there is a configuration in which the one operation unit is a variable turbo nozzle.

  Further, if the other operation part is an external EGR valve, the exhaust gas recirculation valve is operated to adjust the EGR rate, thereby suppressing or avoiding the deterioration of the exhaust gas.

  According to the configuration of the control device of the present invention, when the control input related to one operation unit exceeds the threshold value, the control input given to the one operation unit is set to the threshold value, and the control output and its target value are set. Control in a state where the operation amount of the control unit such as the opening of the variable turbo nozzle is saturated by adding the correction amount necessary for reducing the deviation of the control unit to the control input related to the other operation unit calculated by the controller The problem that the deviation between the output and the target value remains can be solved.

The hardware resource block diagram of the EGR system in one Embodiment of this invention. Configuration explanatory drawing of the control apparatus of the embodiment. The block diagram of the adaptive sliding mode controller of the embodiment. The figure which illustrates the map which defined the relationship between each control input and each control output. The figure which illustrates the map which defined the relationship between the nozzle opening degree of a variable turbo, and an EGR rate. The figure which illustrates the map which defined the relationship between an EGR valve opening degree and an EGR rate.

  An embodiment of the present invention will be described with reference to the drawings. What is shown in FIG. 1 is an EGR system that is one of the objects to which the present invention is applied. This EGR system attached to the internal combustion engine 2 includes measuring devices (or sensors) 11 and 12 for detecting values related to a plurality of fluid pressures or flow rates in the intake and exhaust systems 3 and 4, and target values for these values. An ECU (Electronic Control Unit) 5 serving as a control device that operates the plurality of operation units 45, 42, and 33 to set each value and follow the target value is provided.

  The internal combustion engine 2 is a diesel engine equipped with a supercharger, for example. The intake system 3 of the internal combustion engine 2 is provided with a variable turbo compressor 31 and an intercooler 32 for intake air cooling and a D throttle valve 33 for adjusting the intake air (fresh air) amount downstream thereof. Further, a flow meter 11 for measuring the intake air amount and a pressure meter 12 for measuring the intake pipe pressure are installed.

  A turbine 41 for driving the compressor 31 is disposed in the exhaust system 4 of the internal combustion engine 2, and a variable turbo nozzle 42 for increasing / decreasing the A / R ratio of the supercharger is provided at the inlet of the turbine 41. A DPF (Diesel Particulate Filter) (not shown) is installed downstream of the turbine 41. Then, an EGR passage 43 for recirculating a part of the exhaust gas discharged from the combustion chamber of the internal combustion engine 2 to the intake system 3 is formed. The EGR passage 43 is connected downstream of the D throttle valve 33 in the intake system 3. The EGR passage 43 is provided with an EGR cooler 44 for cooling the exhaust, and an external EGR valve 45 that adjusts the amount of EGR gas that passes therethrough.

  In the present embodiment, a target value is set for each of the EGR rate (or EGR amount) and the intake pipe pressure, and a plurality of operation units, that is, an EGR valve 45, Control for operating the variable turbo nozzle 42 and the D throttle valve 33 is performed.

  The EGR valve 45, the variable turbo nozzle 42, and the D throttle valve 33 are controlled by the ECU 5 to change the opening thereof linearly. Each operation unit 45, 42, 33 is combined with an electric valve that changes the opening by increasing or decreasing the duty ratio of the drive signal, or a vacuum control valve, etc. It uses mechanical valves that change.

  The ECU 5 is a microcomputer including a processor, a RAM (Random Access Memory), a ROM (Read Only Memory) or a flash memory, an A / D conversion circuit, a D / A conversion circuit, and the like. In addition to the measuring instruments 11 and 12 for detecting the EGR rate and the pressure in the intake pipe, the ECU 5 detects various measuring instruments for detecting the engine speed, the amount of depression of the accelerator pedal, the cooling water temperature, the intake air temperature, the outside air temperature, etc. (Not shown) can be electrically connected to each other to receive signals output from these measuring instruments to obtain each value.

  Incidentally, in this embodiment, the EGR rate is not directly measured. The amount of air entering the cylinder of the internal combustion engine 2 can be predicted based on the opening of the variable turbo nozzle 42. When the predicted value of the air amount is set as gcyl and the intake air amount measured by the flow meter 11 is set as ga, the relationship of eegr = 1−ga / gcyl is established for the estimated EGR rate eegr. The ROM or flash memory of the ECU 5 stores in advance map data that defines the relationship between the opening degree of the variable turbo nozzle 42 and the amount of air entering the cylinder. The ECU 5 searches the map using the opening of the variable turbo nozzle 42 as a key, obtains a predicted value of the amount of air entering the cylinder, and substitutes this and the intake air amount into the above equation to calculate the EGR rate.

  In addition, the ECU 5 is electrically connected to an EGR valve 45, a variable turbo nozzle 42, a D throttle valve 33, an injector that controls fuel injection, a fuel pump, and the like (not shown). A signal can be input.

  A program to be executed by the ECU 5 is stored in advance in a ROM or a flash memory, and is read into the RAM at the time of execution and is decoded by the processor. The ECU 5 controls the internal combustion engine 2 according to a program. For example, the required fuel injection amount (in other words, engine load) is determined based on various conditions such as engine speed, accelerator pedal depression amount, and coolant temperature, and a drive signal corresponding to the required injection amount is input to an injector or the like. And control the fuel injection. In addition, the ECU 5 exhibits functions as the servo controller 51 and the correction control unit 52 shown in FIGS. 2 and 3 according to the program.

  The servo controller 51 is a sliding mode controller and is responsible for the sliding mode control of the EGR rate and the intake pipe pressure. During feedback control, the ECU 5 receives signals output from various measuring instruments (not shown), and knows the engine speed, accelerator depression amount, cooling water temperature, intake air temperature, external temperature and pressure, etc., and the required injection amount To decide. Subsequently, the target EGR rate and the target intake pipe pressure are set based on at least the engine speed and the required injection amount. The ROM or flash memory of the ECU 5 stores in advance map data indicating each target value to be set according to the engine speed and the required injection amount. The ECU 5 searches the map using the engine speed and the required injection amount as keys, and obtains target values for the EGR rate and the intake pipe pressure. Further, the target value obtained by referring to the map is set as a basic value, and this is corrected according to the cooling water temperature, the intake air temperature, the outside air temperature, the atmospheric pressure, and the like to obtain the final target value.

  Then, the ECU 5 receives signals output from the measuring instruments 11 and 12 to obtain the current values of the EGR rate and the intake pipe pressure, and the opening of the EGR valve 45 from the deviation between the current value of each control variable and the target value. Then, the opening of the variable turbo nozzle 42 and the opening of the D throttle valve 33 are calculated, and a drive signal corresponding to each operation amount is input to the operation units 45, 42, 33 to operate the opening.

  A supplementary explanation will be given regarding adaptive sliding mode control of the EGR rate. The state equation and the output equation are as shown in the following equation (Equation 1).

  In this embodiment, the state quantity vector X has a structure that can be directly obtained from the output vector Y. In other words, a value that can be detected via the measuring instruments 11 and 12 is directly controlled, so that the state estimation observer. This prevents the deterioration of the control performance due to the estimation error. The output matrix C is known, and is a unit matrix in this embodiment.

  In plant modeling, that is, identification of the coefficient matrix A and the input matrix B in the state equation (Equation 1), the opening degree is manipulated by inputting M-sequence signals having various frequencies to the operation units 45, 42, and 33. Then, the values of the EGR rate and the intake pipe pressure are observed, and the matrices A and B are identified from the input / output data. It is assumed that the M-sequence signals input to the operation units 45, 42, and 33 are uncorrelated with each other. This makes it possible to create a model that takes into account the mutual interference between the values.

FIG. 3 shows a block diagram of the adaptive sliding mode control system of the present embodiment. The design procedure of the sliding mode controller 51 includes the design of the switching hyperplane and the design of a nonlinear switching input for constraining the state quantity to the switching hyperplane. If a new state quantity vector _Xe is defined by adding an integral value vector Z of the deviation between the target value vector R and the output vector Y to the original state quantity vector X in order to constitute a type 1 servo system, The equation of state of the expanded system shown in (Expression 2) is obtained.

  In consideration of the stability margin, the design method using the zero of the system is used to design the switching hyperplane. That is, the hyperplane is designed so that the equivalent control system is stable when the expansion system of the above equation (Equation 2) is generating the sliding mode. When the switching function σ is defined by Expression (Expression 3), σ = 0 and Expression (Expression 4) holds when the state is constrained to the hyperplane.

  Therefore, the linear input (equivalent control input) when the sliding mode occurs is expressed by the following equation (Equation 5).

  Substituting the linear input of the above equation (Equation 5) into the state equation (Equation 2) of the expanded system results in an equivalent control system of the following equation (Equation 6).

  Since designing a hyperplane so that this equivalent control system is stable is equivalent to designing a system ignoring the target value R, the following equation (Equation 7) holds.

  Taking the stability ε into consideration for the system of the above equation (Equation 7), obtaining the feedback gain using the optimal control theory, and making it a hyperplane, the following equation (Equation 8) is obtained.

The matrix P _s is a positive definite solution of the Riccati equation (Equation 9).

Q _s in the Riccati equation (Equation 9) is a weight matrix for control purposes, and is a non-negative definite symmetric matrix. q ₁ and q ₂ are weights for the integral Z of the deviation, and are determined by the difference in the speed of the frequency response of the control system. q ₃ and q ₄ are weights for the output Y, and are determined by the difference in the magnitude of the gain. Further, R _s in the Riccati equation (Equation 9) is a weight matrix of the control input and is a positive definite symmetric matrix. ε is a stability margin coefficient and is specified so that ε ≧ 0.

  Instead of the above equations (Equation 8) and (Equation 9), the following discrete hyperplane construction equation (Equation 10) and algebraic Riccati equation (Equation 11) may be used.

The final sliding mode method is used to design the input for constraining to the hyperplane. Here, the control input U is expressed by the following expression (Equation 12) as the sum of the linear input U _eq and a new input, that is, a nonlinear input (nonlinear control input) U _nl .

  Since it is desired to stabilize the switching function σ, the Lyapunov function for σ is selected as shown in the following equation (Equation 13) and differentiated to obtain the equation (Equation 14).

  Substituting the equation (Equation 12) into the equation (Equation 14) yields the following equation (Equation 15).

When the nonlinear input U _nl to the following expression (Expression 16), the derivative of the Lyapunov function becomes equation (17).

  Therefore, if the switching gain k is positive, the differential value of the Lyapunov function can be negative, and the stability of the sliding mode is guaranteed. The control input U at this time is expressed by the following equation (Equation 18).

  η is a smoothing coefficient introduced to reduce chattering, and η> 0.

  In the sliding mode control, it is necessary to increase the nonlinear gain in order to constrain the state quantity to the hyperplane. However, if the nonlinear gain is increased, chattering occurs in the control input. Therefore, the uncertainty of the model is divided into a definite part whose structure is unknown and whose parameter is unknown, and an uncertain part whose structure is unknown but whose upper bound is known. Uncertainty (f + Δf) is added to the state equation (Equation 1), and is expressed by the following equation (Equation 19).

  The uncertainty determination part f is compensated by identifying the unknown parameter θ. In this case, the switching gain is applied only to the uncertain part Δf of the uncertainty, and the chattering of the control input can be greatly reduced as compared with the case where the switching gain is applied to the entire uncertain component (f + Δf).

The control input U is represented by the following equation (Equation 20) obtained by adding the adaptive term U _ad to the equation (Equation 18).

Γ _{1 at the} control input (Equation 20) is an adaptive gain matrix. The function h is generally a function of the state quantity x and / or the unknown parameter θ. However, in the present embodiment, by making h a simple expression and a constant unrelated to x and θ, x is quickly converged, and θ To increase the adaptation speed. In particular, when h = 1, the estimated parameter can be identified according to the following equation (Equation 21).

In the present embodiment, the EGR ratio y ₁ and the intake pipe pressure y ₂ as a control output variable, the opening degree u ₁ of the EGR valve 45, the opening degree u ₃ of opening u ₂ and D throttle valve 33 of the variable turbo nozzle 42 Performs 3-input 2-output feedback control using as a control input variable. The number of state variables (system order) is 2 in the initial system (Equation 1), and 4 in the expanded system (Equation 2). By specifying the control output and the state quantity in this way, there is no need to install a measuring instrument such as a flow meter at a location where it directly contacts the exhaust gas.

However, in a three-input two-output system as in this embodiment, det (SB _e ) = 0 holds, and the matrix (SB _e ) is not regular. Therefore, the inverse matrix (SB _e ) ⁻¹ is calculated as a generalized inverse matrix. As the generalized inverse matrix, for example, a Moore-Penrose-type inverse matrix (SB _e ) ^† is used.

  Accordingly, the correction control unit 52 corrects the control input U that is repeatedly calculated by the sliding mode controller 51 as necessary.

Specifically, when the control input u ₂ related to the variable turbo nozzle 42 calculated by the controller 51 exceeds a threshold value, the correction control unit 52 clips the control input given to the variable turbo nozzle 42 to the threshold value. That is, when the control input u ₂ related to the variable turbo nozzle 42 calculated by the controller 51 is lower than the lower limit value u _2min as a threshold, the control input given to the variable turbo nozzle 42 is clipped to the lower limit value u _2min. The correction amount Δu ₁ is added to the control input u ₁ related to the EGR valve 45. On the contrary, when the control input u ₂ related to the variable turbo nozzle 42 calculated by the controller 51 exceeds the upper limit value u _2max as a threshold, the control input given to the variable turbo nozzle 42 is clipped to the upper limit value u _2max . In addition, the correction amount Δu ₁ is added to the control input u ₁ related to the EGR valve 45.

A map indicating the input / output characteristics of the plant is stored in advance in the ROM or flash memory of the ECU 5. An overview of the map is illustrated in FIG. The map is a map showing the relationship between the opening of the EGR valve 45 and the EGR rate, a map showing the relationship between the opening of the variable turbo nozzle 42 and the EGR rate, the opening of the D throttle valve 33 and the EGR rate. A map showing the relationship between the opening of the EGR valve 45 and the pressure in the intake pipe, a map showing the relationship between the opening of the variable turbo nozzle 42 and the pressure in the intake pipe, There are six convenient maps that show the relationship between the opening and the intake pipe pressure. Regarding the opening degree u ₂ of the variable turbo nozzle 42 and the opening degree u ₃ of the D throttle valve 33, the control input u ₂ , u ₃ has a larger value (to the right of the graph) on the side where the valve is closed and the control input u. ₂ and the value of u ₃ that is smaller (left side of the graph) means that the valve is open. The correction amount Δu ₁ added to the control input u ₁ related to the EGR valve 45 is determined with reference to this map.

When the measured value of the EGR rate is higher than the target value, the sliding mode controller 51 opens the variable turbo nozzle 42 in order to increase the proportion of exhaust gas discharged through the turbine 41 and lower the EGR rate. To operate. However, as the opening of the variable turbo nozzle 42 increases (the value of the control input u ₂ decreases), the sensitivity of the EGR rate with respect to the change in the opening decreases. That is, even if the variable turbo nozzle 42 is operated, the EGR rate hardly changes.

From the equation (Equation 2), the equation (Equation 3), and the equation (Equation 21), the value of the control input u ₂ calculated by the sliding mode controller 51 depends on the integral Z of the deviation between the EGR rate and the target value. . Therefore, if the deviation between the EGR rate and the target value is not sufficiently reduced even when the variable turbo nozzle 42 is opened, the absolute value of the control input u ₂ is gradually decreased. As a result, the variable turbo nozzle 42 opens (the value of the control input u ₂ decreases), which ultimately causes opening saturation. On the other hand, the correction control unit 52 prevents the opening of the variable turbo nozzle 42 from increasing before the opening of the variable turbo nozzle 42 is saturated. That is, when the control input u ₂ calculated by the sliding mode controller 51 is below the lower limit value u _2min , the control input given to the variable turbo nozzle 42 is clipped to the lower limit value u _2min .

Further, the correction control unit 52 corrects the control input u ₁ applied to the EGR valve 45 while u ₂ <u _{2 min} is established and the control input applied to the variable turbo nozzle 42 is set to the lower limit value u _{2 min} .

The correction control unit 52 determines a correction amount Δu ₁ to be added to the control input u ₁ based on the above map data. First, referring to a map showing the relationship between the opening degree of the variable turbo nozzle 42 and the EGR rate, as shown in FIG. 5, the EGR rate corresponding to the control input u ₂ calculated by the sliding mode controller 51, the control input u ₂ to know the difference Δeegr the EGR rate corresponding to the control input u ₂ 'which is clipped to the lower limit value u _2min. This difference Δeegr can be considered as a deviation caused by the fact that the control input given to the variable turbo nozzle 42 is increased by (u _2min −u ₂ ).

Then, the difference Δeegr is distributed to the EGR valve 45. Specifically, as shown in FIG. 6, the EGR rate corresponding to the control input u ₁ calculated by the sliding mode controller 51 is determined with reference to a map representing the relationship between the opening degree of the EGR valve 45 and the EGR rate. In addition, the control input u ₁ ′ necessary for realizing the EGR rate with Δeegr added thereto is obtained. The difference Δu ₁ between them is a correction amount to be added to the control input u ₁ . In other words, the deviation resulting from an increase in the control input to the variable turbo nozzle 42 is converted into a correction amount via the input / output characteristic map. As a result, as shown in FIG. 6, the opening degree of the EGR valve 45 is operated to u ₁ ′ = u ₁ −Δu ₁ .

On the other hand, when the measured value of the EGR rate is lower than the target value, the sliding mode controller 51 operates the variable turbo nozzle 42 in the closing direction, but naturally the nozzle 42 cannot be narrowed beyond the fully closed state. However, since the control input u ₂ calculated by the sliding mode controller 51 depends on the integral Z of the deviation between the EGR rate and the target value, the deviation of the EGR rate is sufficiently reduced even if the variable turbo nozzle 42 is throttled. If not, the value of the control input u ₂ continues to increase while the variable turbo nozzle 42 remains fully closed. In contrast, the correction control unit 52 prevents the opening of the variable turbo nozzle 42 from being reduced before the variable turbo nozzle 42 is fully closed. That is, as described above, when the control input u ₂ calculated by the sliding mode controller 51 exceeds the upper limit value u _2max , the value of the control input given to the variable turbo nozzle 42 is clipped to the upper limit value u _2max .

At the same time, the correction control unit 52 corrects the control input u ₁ applied to the EGR valve 45 while u ₂ > u _2max is established and the control input applied to the variable turbo nozzle 42 is set to the upper limit value u _2max .

That is, in the same manner as when the control input u ₂ by the sliding mode controller 51 calculates the lower limit value u _2min, determines the correction amount Delta] u ₁ to adding to the control input u _1.

As described above, according to the present embodiment, when the value of the control input u ₂ related to the variable turbo nozzle 42 calculated by the sliding mode controller 51 is below the lower limit value u _2min , it is given to the variable turbo nozzle 42. the value of the control input and sets the lower limit value u _2min, control to be given to the nozzle 42 of the variable turbo when the control input value u ₂ by the sliding mode controller 51 according to the nozzle 42 of the variable turbo calculated exceeds the upper limit value u _2max By setting the input value to the upper limit value u _2max and adding the correction amount Δu ₁ necessary for reducing the deviation Δeegr between the EGR rate and the target value to the control input u ₁ of the opening degree of the EGR valve 45 The problem that the deviation Δeegr between the EGR rate and the target value remains in a state where the opening degree of the variable turbo nozzle 42 is saturated can be solved.

Further, since the correction amount Δu ₁ necessary for reducing the deviation Δeegr between the EGR rate and the target value is added to the control input u ₁ of the opening degree of the EGR valve 45, the opening degree of the EGR valve 45 is directly operated. By doing so, the EGR rate can be quickly adjusted. Therefore, deterioration of exhaust gas can be suppressed or avoided.

  The present invention is not limited to the embodiment described above.

For example, in the above-described embodiment, Δeegr is distributed to the opening of the EGR valve 45, but Δeegr may be distributed to the opening of the D throttle valve 33. At this time, the correction amount Δu ₃ is determined with reference to a map representing the relationship between the D throttle valve 33 and the EGR rate.

  In addition, the present invention may be applied to suppress the occurrence of a problem in which a deviation Δeegr between the EGR rate and its target value remains in a state where the EGR valve opening or the throttle valve opening is saturated.

  Further, in order to suppress the occurrence of a problem in which the deviation Δpim between the intake pipe pressure and the target value remains in a state where at least one of the variable turbo nozzle opening, the EGR valve opening, or the throttle valve opening is saturated. Of course, the present invention may be applied to the present invention.

  Further, the control input variables in the EGR control are not limited to the EGR valve opening, the variable turbo nozzle opening, and the throttle valve opening. The control output variable is not limited to the EGR rate (or EGR amount) and the intake pipe pressure. It is also possible to construct a tertiary system with four inputs and three outputs by adding new input variables and output variables. For example, when a passage that bypasses the supercharger (compressor) is present in the intake system, a valve provided on the passage may be operated. At this time, the pressure or flow rate in the bypass passage can be included in the control output variable, and the opening of the valve on the bypass passage can be included in the control input variable.

  In addition, various changes may be made without departing from the spirit of the present invention.

  The present invention can be used as a control controller for controlling the EGR rate of an EGR device attached to an internal combustion engine, for example.

5 ... ECU (control device)
51 ... Adaptive sliding mode controller (controller)
52. Correction control unit

Claims (3)

An internal combustion engine or a device attached thereto is controlled by operating a plurality of operation units,
A controller that repeatedly calculates the control input to be given to each operation unit;
When the control input related to one operation unit among the control inputs calculated by the controller exceeds a threshold value, the control input given to the one operation unit is set to the threshold value, and the deviation between the control output and the target value is set. And a correction control unit that adds a correction amount necessary for the reduction to a control input related to another operation unit calculated by the controller.   The control device according to claim 1, wherein the one operation unit is a variable turbo nozzle.   The control device according to claim 2, wherein the other operation unit is an external EGR valve.

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