JP2012026346A - Control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for an internal combustion engine, which controls an operation state of a first object to be controlled according to a target first operation state and controls an operation state of a second object to be controlled according to a target second operation state.SOLUTION: A future engine state after a predetermined time when the operation state of the second object to be controlled is controlled is predicted according to reference second operation states Degrb, Dvnb set during the time point before a predetermined time to the present time point. When the future engine state is in a state to establish a constraint, the target second operation state is set based on the reference second operation state set before the predetermined time. When the future engine state is not in a state to establish the constraint, constraint second operation states DegrL, DthL are calculated, capable of making the future engine state into establishing the constraints and the target second operation state is set based on the constraint second operation states.

Description

  The present invention relates to a control device for an internal combustion engine.

  Patent Document 1 describes a control device for an internal combustion engine. In this control device, a control amount calculated using a model expression expressing the relationship between the operation amount input to the control target and the control amount of the control target (hereinafter, this control amount is referred to as “calculated control amount”) By integrating the deviation from the actual controlled variable of the controlled object (hereinafter referred to as “actual controlled variable”), the integrated value of the controlled variable deviation (hereinafter referred to as “controlled variable deviation integrated value”). ) Is calculated. Then, by performing state feedback reflecting this control amount deviation integrated value, an operation to be input to the control target in order to achieve a target control amount (hereinafter, this control amount is referred to as “target control amount”). The amount is determined, and this manipulated variable is input to the control target. Thus, the control amount to be controlled is controlled to the target control amount.

  By the way, generally, if the operation amount input to the control target is an extremely large operation amount, the control target may not be able to perform an operation corresponding to the operation amount (hereinafter, when the control target is input to the control target). The operation amount that cannot cause the operation corresponding to the controlled object to be performed is also referred to as “saturated operation amount”). That is, from the viewpoint of whether or not the control object can perform an operation corresponding to the operation amount input thereto, the control object has a restriction on the operation amount input to the control object (hereinafter referred to as “control input”). Constraints)).

  Here, as in the control device described in Patent Document 1, the control amount deviation integrated value is considered in determining the operation amount to be input to the control target in order to achieve the target control amount. When the state in which the target cannot perform the operation corresponding to the operation amount input thereto continues, the state in which the actual control amount of the control target deviates from the target control amount continues, and thus deviates from the calculated control amount. Since the state continues, the control amount deviation integral value continues to increase. Then, the control amount deviation integrated value may increase to a value that should not be taken if the actual control amount to be controlled matches the calculated control amount. In this case, when the target control amount is changed to an achievable control amount even if there is a control input constraint on the control target, the actual control amount is changed after the change due to the influence of the extremely large control amount deviation integral value. It is impossible to reach the target control amount with sufficient followability (hereinafter, the followability of the actual control amount with respect to the target control amount is also referred to as “target value followability”).

  Therefore, in the control device described in Patent Document 1, whether or not the control target can perform an operation corresponding to the operation amount input thereto, that is, whether or not the operation amount input to the control target is a saturation operation amount. Is determined. When the manipulated variable input to the control target is a saturated manipulated variable, the calculation of the controlled variable deviation integral value is stopped. Thus, in the control device described in Patent Document 1, it is possible to prevent the control amount deviation integral value from being extremely increased due to the saturation operation amount being input to the control target, thereby achieving the target control amount. When the control amount is changed to a possible control amount, the actual control amount can be made to reach the changed target control amount with sufficient followability.

JP 2002-39350 A JP 2008-157084 A

  By the way, as described above, the control device described in Patent Document 1 stops the calculation of the control amount deviation integrated value when the operation amount input to the control target is the saturation operation amount, and the control amount deviation integrated value is determined. Is prevented from increasing excessively, and the actual control amount is made to reach the target control amount with sufficient followability. That is, the calculation of the control amount deviation integral value is stopped only when the operation amount input to the control target becomes the saturation operation amount. However, from the viewpoint of ensuring that the actual control amount reaches the target control amount with sufficient followability, the calculation of the control amount deviation integral value is stopped before the operation amount input to the control target becomes the saturation operation amount. It is preferable to do.

  This is generally true when controlling a controlled object having a control input constraint. In other words, when controlling a control target with control input constraints, the operation amount input to the control target is the saturation operation amount from the viewpoint of ensuring that the actual control amount reaches the target control amount with sufficient followability. It is preferable to take measures to prevent a decrease in target value follow-up caused by the operation amount becoming a saturation operation amount before becoming.

  Therefore, an object of the present invention is to make the actual control amount reach the target control amount with sufficient follow-up more reliably when controlling a control target with control input constraints.

  A first invention of the present application relates to a control device for an internal combustion engine comprising a first control object for controlling a first control amount and a second control object for controlling a second control amount. The control device of the present invention includes a target first control amount setting means for setting a target value of the first control amount as a target first control amount in response to a request for the internal combustion engine at the present time, and the target first control amount setting. A target first operation state setting means for setting, as a target first operation state, an operation state to be set as a target of the first control object based on a target first control amount set by the means; and the target first control amount setting means Target second control amount setting means for setting the target value of the second control amount as the target second control amount based on the target first control amount set by the step, and the target set by the target second control amount setting means Reference second operation state setting means for setting, as a reference second operation state, an operation state to be targeted by the second control object based on the second control amount, and a reference second set by the reference second operation state setting means. 2 movements The operating conditions to be a target of the second control object; and a target second operating state setting means for setting a second operating state targets based on state.

  In the present invention, the operation state of the first control target is controlled so that the target first operation state is achieved according to the target first operation state set by the target first operation state setting means, The operation state of the second control object is controlled such that the target second operation state is achieved according to the target second operation state set by the target second control object setting means.

  Here, in the present invention, the first control is performed so that the target first operation state is achieved according to the target first operation state set by the target first control amount setting means before a predetermined time from the present time. The target operating state is controlled.

  On the other hand, in the present invention, the setting of the reference second operation state is performed according to the reference second operation state set by the reference second operation state setting means from the time point before the current time to the current time. The state of the internal combustion engine after the predetermined time from the current time when the operation state of the second control target is controlled in order is predicted as the state of the future internal combustion engine, and the predicted future internal combustion engine When the state is a state satisfying the constraint condition regarding the internal combustion engine, the target second operation is performed based on the reference second operation state set by the reference second operation state setting means before the predetermined time from the present time. A state is set by the target second operation state setting means, and the second controlled object is achieved so that the target second operation state is achieved according to the set target second operation state Operating state is controlled.

  On the other hand, in the present invention, when the predicted future state of the internal combustion engine is not in a state in which the constraint condition regarding the internal combustion engine is satisfied, the future state of the internal combustion engine is changed into a state in which the constraint condition regarding the internal combustion engine is satisfied. The operation state of the second control target that can be calculated is calculated as the constraint second operation state, the target second operation state is set based on the calculated constraint second operation state, and the set target second operation The operation state of the second control target is controlled so that the target second operation state is achieved according to the state.

  According to the present invention, the following effects can be obtained. That is, when there is a limit to the operation state that the second control object can physically take, the target second operation state is an operation state that the second control object cannot physically achieve (hereinafter, this operation state is referred to as “second operation state”). Even if the operation state of the second control object is controlled in accordance with the target second operation state when the operation state of the control object is set to “unachievable operation state”, the operation state of the second control object Since the second operation state cannot be reached, the target second control amount is not achieved. In such a case, when the operation state of the second control object is controlled in accordance with the target second operation state that is set to the operation state that cannot be achieved by the second control object, the target second operation state is the second control object. When the operation state that can be physically achieved (hereinafter, this operation state is referred to as "the operation state that can be achieved by the second control target"), the operation state of the second control target is a target with sufficient follow-up. The second operating state may not be reached. Therefore, when it is found that the target second operation state is set to an operation state that cannot be achieved by the second control object, the operation state of the second control object is controlled to the target second operation state with sufficient follow-up performance. From this point of view, it is preferable to correct the target second operation state so that the target second operation state becomes an operation state that can be achieved by the second control target.

  Further, in this case, when it is determined that the target second operation state is set to an operation state that cannot be achieved by the second control target, if the target second operation state is to be corrected, the control of the second control target is There is a possibility of delay, and in some cases, the operation state of the second control object may be controlled according to the target second operation state set to the operation state that cannot be achieved by the second control object. In order to avoid this, the target second operation state is set to an unachievable operation state of the second control object before the operation state of the second control object is actually controlled according to the target second operation state. It is preferable that the target second operation state is corrected by grasping that there is.

  Further, in the case where there is a limit to the operation state that the second control object can take from the viewpoint of causing the internal combustion engine to exhibit the expected performance as the performance of the internal combustion engine that is affected by the operation state of the second control object, the target second The target second operation when the operation state is set to an operation state in which the second control object is not preferable from the above viewpoint (hereinafter, this operation state is referred to as “an unacceptable operation state of the second control object”). When the operation state of the second control target is controlled according to the state, the internal combustion engine cannot exhibit the desired performance. Therefore, when it is found that the target second operation state is set to the unacceptable operation state of the second control target, the target second operation state is set from the viewpoint of causing the internal combustion engine to exhibit the desired performance. It is preferable to correct the target second operation state so as to obtain an operation state that the second control target can take from the viewpoint of causing the internal combustion engine to exhibit the desired performance.

  Further, in this case, if it is determined that the target second operation state is set to an unacceptable operation state of the second control object, if the target second operation state is to be corrected, the control of the second control object is performed. There is a possibility of delay, and in some cases, the operation state of the second control object may be controlled in accordance with the target second operation state set to the unacceptable operation state of the second control object. In order to avoid this, the target second operation state is set to an unacceptable operation state of the second control object before the operation state of the second control object is actually controlled according to the target second operation state. It is preferable that the target second operation state is corrected by grasping that there is.

  That is, when the condition that the operation state of the second control object is an achievable operation state of the second control object or the condition that the internal combustion engine exhibits the desired performance is referred to as a constraint condition related to the internal combustion engine, It is determined whether or not the constraint condition is satisfied when the operation state of the second control object is controlled according to the two operation states before the operation state of the second control object is actually controlled according to the target second operation state. When it is determined that the constraint condition is not satisfied, it is preferable to correct the target second operation state so that the constraint condition is satisfied.

  In the present invention, the target second operation state is set based on the reference second operation state. Here, the target second operation state set based on the reference second operation state set at the current time is used for controlling the actual operation state of the second control target at a time point after a predetermined time. In other words, the reference second operation state set at the present time is used for controlling the operation state of the second control object. As a result, the reference second operation state is determined in advance from the time when the reference second operation state is set. When the given time has passed.

  In the present invention, after the predetermined time when the operation state of the second control target is controlled according to the reference second operation state set from the time point before the predetermined time to the present time. The state of the internal combustion engine (that is, the state of the future internal combustion engine) is predicted. That is, before the reference second operation state set at the current time is actually used for controlling the operation state of the second control object, the reference second operation state set at the current time is actually the operation state of the second control object. The state of the internal combustion engine in the future when used for control of the engine is predicted. When the future state of the internal combustion engine is a state that satisfies the constraint condition, the reference second operation state set at the present time is used as it is, and the operation state of the second control target is controlled after a predetermined time. Is done. On the other hand, when the state of the future internal combustion engine is not in a state in which the restriction condition is satisfied, a restricted second operation state that can change the state of the future internal combustion engine into a state in which the restriction condition is satisfied is calculated (as a result) It can be said that the reference second operation state is corrected so that the state of the internal combustion engine in the future becomes a state satisfying the restriction condition), and this restricted second operation state is used for setting the target second operation state.

  Therefore, according to the present invention, as a whole, it is possible to achieve the effect that the second control amount can be reached to the target second control amount with sufficient follow-up while the constraint condition is satisfied.

  In the second invention of the present application, in the first invention, the actual state at the time when the operation state of the second control target is controlled according to the target second operation state set by the target second operation state setting means. The second control amount is acquired, and a deviation from the acquired actual second control amount with respect to the target second control amount set before the predetermined time from the current time is calculated as a second control amount deviation. Is done. Then, the calculated second control amount deviation is integrated to calculate a second control amount deviation integrated value, and the calculated second control amount deviation integrated value makes the second control amount deviation zero. This is reflected in the setting of the target second operation state.

  Here, in the present invention, when the state of the future internal combustion engine is not in a state in which the constraint condition is satisfied, the reference value calculated at the present time with respect to the reference second operation state set by the reference second operation state setting means at the present time. The second controlled variable deviation integrated value is calculated such that a deviation of the restricted second operating state is calculated as a restricted second operating state deviation, and the calculated restricted second operating state deviation decreases the second controlled variable deviation integrated value. It is reflected in.

  According to the present invention, the following effects can be obtained. That is, the second control amount deviation integrated value is obtained by setting the deviation of the actual second control amount to the target second control amount that is steadily generated when the second control amount is close to the target second control amount. To work. Therefore, if the second controlled variable deviation integrated value is continuously calculated in a situation where the second controlled variable cannot reach the target second controlled variable because the constraint condition is not satisfied, the second controlled variable deviation integrated value is unnecessary. Will become bigger. In this case, when the situation changes to a situation where the second control amount can reach the target second control amount, the target second control amount is influenced by the influence of the second control amount deviation integrated value that has become unnecessarily large. The follow-up performance of the actual second control amount with respect to is reduced.

  Here, when the state of the internal combustion engine in the future is not in a state in which the constraint condition is satisfied, the operation state of the second control target is controlled according to the target second operation state set based on the reference second operation state. The deviation of the actual second control amount from the target second control amount is smaller than when the operation state of the second control target is similarly controlled when the future internal combustion engine is in a state that satisfies the constraint condition. growing. In this case, there is a possibility that the second control amount deviation integral value becomes unnecessarily large. However, in the present invention, when the state of the internal combustion engine in the future is not in a state in which the constraint condition is satisfied, the constraint second operation state deviation is set to the second control amount deviation integral value so as to decrease the second control amount deviation integral value. Reflected. For this reason, it is suppressed that the 2nd controlled variable deviation integral value becomes unnecessarily large. Therefore, according to the present invention, as a whole, the effect that the second control amount can be controlled to the target second control amount with high followability can be obtained.

  Further, in the third invention of the present application, in the first or second invention described above, the current state of the future internal combustion engine can be set to a state in which the constraint condition is satisfied, and the current state is more than the present time. A constrained second operation state that is as close as possible to the reference second operation state set by the reference second operation state setting means before a predetermined time is used for setting the target second operation state.

  According to the present invention, the following effects can be obtained. That is, the reference second operation state is the second control amount that can control the second control amount to the target second control amount regardless of whether or not the future state of the internal combustion engine satisfies the constraint condition. This is an operation state set as the operation state. Therefore, the reference second operation state is an operation state in which the second control amount can be controlled to the target second control amount with high follow-up as long as the future state of the internal combustion engine satisfies the constraint condition. It can be said that there is. Here, in the present invention, when the state of the internal combustion engine in the future is not a state that satisfies the constraint condition, the constraint second operation state that is as close as possible to the reference second operation state is used for setting the target second operation state. .

  Therefore, according to the present invention, as a whole, it is possible to achieve the effect that the second control amount can be achieved with higher followability to the target second control amount while satisfying the constraint condition.

  In the fourth invention of the present application, in any one of the first to third inventions, the first control target is a fuel injection valve, and the first control amount is injected from the fuel injection valve. This is the amount of fuel, and the target first control amount is set based on the torque required as the torque output from the internal combustion engine.

  Further, a fifth invention of the present application further includes a third control object for controlling the third control amount in any one of the first to fourth inventions, and the operation state of the second control object is changed. Then, the present invention relates to a control device for an internal combustion engine in which a change in the operation state of the second control target affects a third control amount.

  Then, the control device according to the present invention sets the target value of the third control amount as the target third control amount based on the target first control amount set by the target first control amount setting means. A target of the third control target based on the setting means, the target third control amount set by the target third control amount setting means, and the target second control amount set by the target second control amount setting means; The reference third operation state setting means for setting the operation state to be performed as the reference third operation state, the reference third operation state setting means for setting as the reference third operation state, and the reference third operation state setting means And a target third operation state setting means for setting, as the target third operation state, an operation state that should be the target of the third control object based on the reference third operation state.

  Here, in the present invention, the reference second operation state is set in accordance with the reference second operation state set by the reference second operation state setting means between the time point before the current time and the current time point. The operation state of the second control target is controlled in the order of setting, and the reference third operation state set by the reference third operation state setting means between the time point before the current time and the current time point. The state of the internal combustion engine after the predetermined time from the current time when the operation state of the third control target is controlled in the order of setting of the reference third operation state is predicted as the state of the future internal combustion engine, When the predicted future state of the internal combustion engine is in a state of satisfying the constraint condition regarding the internal combustion engine, the reference third motion is performed before the predetermined time before the present time. A target third operating state is set by the target third operating state setting unit based on the reference third operating state set by the state setting unit, and the target third operating state is set according to the set target third operating state. The operating state of the third controlled object is controlled so as to be achieved.

  On the other hand, in the present invention, when the predicted future state of the internal combustion engine is not in a state in which the constraint condition regarding the internal combustion engine is satisfied, the future state of the internal combustion engine is changed into a state in which the constraint condition regarding the internal combustion engine is satisfied. The operation state of the third control target that can be calculated is calculated as the restricted third operation state, the target third operation state is set based on the calculated restricted third operation state, and the set target third operation The operation state of the third control target is controlled so that the target third operation state is achieved according to the state.

  According to the present invention, the following effects can be obtained. That is, there is a limit to the operation state that can be physically taken by the third control target, and the third control is performed from the viewpoint of causing the internal combustion engine to exhibit the expected performance as the performance of the internal combustion engine that is affected by the operation state of the third control target. When there is a limit to the operation states that the object can take, the operation state of the third control object can be achieved by the third control object for the same reason as described in relation to the effect obtained from the first invention. When the condition that the operation state (that is, the operation state that can be physically taken by the third control target) or the condition that the internal combustion engine exhibits the desired performance is referred to as a constraint condition related to the internal combustion engine, the target third operation state Whether or not the constraint condition is satisfied when the operation state of the third control object is controlled according to the target third operation state before the operation state of the third control object is actually controlled. It is preferred that when the condition is determined not satisfied corrects the target third operating state as described above constraint is satisfied.

  In the present invention, the target third operation state is set based on the reference third operation state. Here, the target third operation state set based on the reference third operation state set at the current time is used for controlling the actual operation state of the third control target at a time point after a predetermined time. In other words, the reference third operation state set at the present time is used for control of the operation state of the third control object. As a result, the reference third operation state is determined in advance from the time when the reference third operation state is set. When the given time has passed.

  In the present invention, the operation state of the second control target is controlled according to the reference second operation state set between the time point before the predetermined time and the current time point, and the time point before the predetermined time The state of the internal combustion engine after a predetermined time when the operation state of the third control object is controlled according to the reference third operation state set between the current time and the present time (that is, the state of the future internal combustion engine) Is predicted. That is, the reference second operation state set at the current time before the reference second operation state and the reference third operation state set at the current time are actually used for controlling the operation states of the second control object and the third control object. The state of the internal combustion engine in the future when the state and the reference third operation state are actually used for controlling the operation states of the second control object and the third control object is predicted. Then, when this future state of the internal combustion engine is a state in which the constraint condition is satisfied, the reference third operation state set at the present time is used as it is, and the operation state of the third control target is controlled after a predetermined time. Is done. On the other hand, when the state of the future internal combustion engine is not in a state in which the constraint condition is satisfied, a constraint third operation state that can change the state of the future internal combustion engine into a state in which the constraint condition is satisfied is calculated (as a result) It can be said that the reference third operation state is corrected so that the state of the internal combustion engine in the future becomes a state that satisfies the restriction condition), and this restricted third operation state is used for setting the target third operation state.

  Therefore, according to the present invention, as a whole, the second control amount can be made to reach the target second control amount with sufficient followability while satisfying the constraint condition, and even if the third control amount is the third control amount. There is an effect that the third controlled variable can reach the target third controlled variable with sufficient followability not only when it is affected by the operating state of the target but also when affected by the operating state of the second controlled object. It is done.

  In the sixth invention of the present application, in the fifth invention, the actual state at the time when the operation state of the third control object is controlled according to the target third operation state set by the target third operation state setting means. The third control amount is acquired, and a deviation from the acquired actual third control amount with respect to the target third control amount set before the current time is calculated as a third control amount deviation. Is done. Then, the calculated third control amount deviation is integrated to calculate a third control amount deviation integrated value, and the calculated third control amount deviation integrated value makes the third control amount deviation zero. This is reflected in the setting of the target third operation state.

  Here, in the present invention, when the state of the future internal combustion engine is not in a state satisfying the constraint condition, the reference value calculated at the present time with respect to the reference third operation state set by the reference third operation state setting means at the present time. The deviation of the restricted third operating state is calculated as the restricted third operating state deviation, and the third controlled variable deviation integrated value is reduced such that the calculated restricted third operating state deviation decreases the third controlled variable deviation integrated value. It is reflected in.

  According to the present invention, the following effects can be obtained. That is, in the present invention, when the state of the internal combustion engine in the future is not in a state in which the constraint condition is satisfied, the constraint third operation state deviation is set to the third control amount deviation integral value so as to decrease the third control amount deviation integral value. Reflected. Therefore, according to the present invention, the third control amount is controlled with high followability to the target third control amount as a whole for the same reason as described above in relation to the effect obtained from the second invention. The effect that it can be obtained.

  In the seventh invention of the present application, in the fifth invention, the actual state at the time when the operation state of the second control target is controlled according to the target second operation state set by the target second operation state setting means. The second control amount is acquired, and a deviation from the acquired actual second control amount with respect to the target second control amount set before the predetermined time from the current time is calculated as a second control amount deviation. Is done. In addition, an actual third control amount at the time when the operation state of the third control target is controlled according to the target third operation state set by the target third operation state setting means is acquired, and is determined in advance from the current time. A deviation from the acquired actual third control amount with respect to the target third control amount set before the predetermined time is calculated as a third control amount deviation. Then, the calculated second controlled variable deviation is integrated to calculate a second controlled variable deviation integrated value, the calculated third controlled variable deviation is integrated to calculate a third controlled variable deviation integrated value, The target second operation state and the target third so that the calculated second control amount deviation integrated value and third control amount deviation integrated value make the second control amount deviation and the third control amount deviation zero. It is reflected in the setting of the operation status.

  Here, in the present invention, when the state of the future internal combustion engine is not in a state in which the constraint condition is satisfied, the reference value calculated at the present time with respect to the reference second operation state set by the reference second operation state setting means at the present time. The deviation of the restriction second operation state is calculated as the restriction second operation state deviation, and the deviation of the restriction third operation state calculated at the present time with respect to the reference third operation state set by the reference third operation state setting means Is calculated as the restricted third operating state deviation, and the calculated restricted second operating state deviation and restricted third operating state deviation decrease the second controlled variable deviation integrated value and the third controlled variable deviation integrated value. Are reflected in the second controlled variable deviation integrated value and the third controlled variable deviation integrated value.

  According to the present invention, the following effects can be obtained. That is, in the present invention, when the future state of the internal combustion engine is not in a state in which the constraint condition is satisfied, the restricted second operating state deviation and the restricted third operating state deviation are the second controlled variable deviation integrated value and the third controlled variable deviation integrated. These values are reflected in the second control amount deviation integrated value and the third control amount deviation integrated value so as to decrease the value. Therefore, according to the present invention, as a whole, the second control amount and the third control amount are set to the target second control amount and the target for the same reason as described in relation to the effect obtained from the second invention. The effect that the third control amount can be controlled with high followability is obtained.

  Further, in the eighth invention of the present application, in any one of the fifth to seventh inventions, among the restricted third operation states that can establish the restriction condition for the state of the internal combustion engine in the future, than the present time. A constrained third operation state that is as close as possible to the reference third operation state set by the reference third operation state setting means before the predetermined time is used for setting the target third operation state.

  According to the present invention, the following effects can be obtained. That is, in the present invention, when the state of the internal combustion engine in the future is not a state that satisfies the constraint condition, the constraint third operation state that is as close as possible to the reference third operation state is used for setting the target third operation state.

  Therefore, according to the present invention, for the same reason as described above in relation to the effect obtained from the third invention, as a whole, the third control amount is made to follow the target control amount higher while the constraint condition is satisfied. The effect that it can be made to reach is obtained.

  In addition, in the ninth invention of the present application, in any one of the fifth to eighth inventions, when the operation state of the third control object is changed, the change of the operation state of the third control object is the second control. The present invention relates to a control device for an internal combustion engine that affects the amount.

  In the present invention, the setting of the reference second operation state is performed according to the reference second operation state set by the reference second operation state setting means from the time point before the current time to the current time. The operation state of the second control target is sequentially controlled, and in accordance with the reference third operation state set by the reference third operation state setting means between the time point before the current time and the current time point. The state of the internal combustion engine after the predetermined time from the current time when the operation state of the third control target is controlled in the order of setting of the reference third operation state is predicted as the state of the future internal combustion engine, When the predicted future state of the internal combustion engine is in a state of satisfying the constraint condition regarding the internal combustion engine, the reference second motion is performed before the predetermined time before the present time. A target second operating state is set by the target second operating state setting unit based on the reference second operating state set by the state setting unit, and the target second operating state is set according to the set target second operating state. The operating state of the second control object is controlled so as to be achieved.

  On the other hand, in the present invention, when the predicted future state of the internal combustion engine is not in a state in which the constraint condition regarding the internal combustion engine is satisfied, the future state of the internal combustion engine is changed into a state in which the constraint condition regarding the internal combustion engine is satisfied. The operation state of the second control target that can be calculated is calculated as the constraint second operation state, the target second operation state is set based on the calculated constraint second operation state, and the set target second operation The operation state of the second control target is controlled so that the target second operation state is achieved according to the state.

  According to the present invention, the following effects can be obtained. That is, for the same reason as described above in relation to the effect obtained from the fifth invention, according to the present invention, as a whole, the second controlled variable is only affected by the operating state of the second control object. The second control is not only influenced by the operation state of the third control object but also the third control amount is not only affected by the operation state of the third control object but also by the operation state of the second control object. It is possible to obtain the effect that the amount can reach the target second control amount with sufficient followability and the third control amount can reach the target third control amount with sufficient followability.

  In the tenth invention of the present application, in any one of the fifth to ninth inventions, the second control object is an excess that can variably control the pressure of the gas flowing in the intake passage of the internal combustion engine. An exhaust gas discharged from a combustion chamber of the internal combustion engine, wherein the target second control amount is a pressure of a gas flowing in an intake passage of the internal combustion engine controlled by the supercharger. The exhaust gas recirculation device can introduce gas into the intake passage, and the target third control amount is the amount of exhaust gas introduced into the intake passage by the exhaust gas recirculation device.

1 is an overall view of an internal combustion engine to which a control device of the present invention is applied. It is the figure which showed the inside of the exhaust turbine of the supercharger of the internal combustion engine shown by FIG. It is the block diagram which showed the setting of the target throttle valve opening degree according to embodiment of this invention, the target EGR control valve opening degree, and the target vane opening degree. It is the figure which showed an example of the routine which performs control of the controlled object (namely, fuel injection valve, throttle valve, EGR control valve, and vane) according to the embodiment of the present invention. It is the figure which showed an example of the routine which performs the setting of the target fuel injection amount according to embodiment of this invention. 4 shows a part of an example of a routine for performing calculation of constraint deviation (that is, constraint throttle valve opening deviation, constraint EGR control valve opening deviation, and constraint vane opening deviation) according to the embodiment of the present invention. FIG. 4 shows a part of an example of a routine for performing calculation of constraint deviation (that is, constraint throttle valve opening deviation, constraint EGR control valve opening deviation, and constraint vane opening deviation) according to the embodiment of the present invention. FIG. It is the figure which showed an example of the routine which performs the setting of the target opening degree (namely, target throttle valve opening degree, target EGR control valve opening degree, and target vane opening degree) according to the embodiment of the present invention. It is the figure which showed an example of the routine which performs operation of the control object (namely, fuel injection valve, throttle valve, EGR control valve, and vane) according to the embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows an internal combustion engine 10 to which the control device of the present invention is applied. The internal combustion engine 10 includes an internal combustion engine main body (hereinafter referred to as “engine main body”) 20, fuel injection valves 21 disposed corresponding to the four combustion chambers of the engine main body, and fuel supply to the fuel injection valves 21. And a fuel pump 22 for supplying fuel via a pipe 23. The internal combustion engine 10 further includes an intake system 30 that supplies air to the combustion chamber from the outside, and an exhaust system 40 that exhausts exhaust gas discharged from the combustion chamber to the outside. The internal combustion engine 10 is a compression self-ignition internal combustion engine (so-called diesel engine).

  In the following description, the “engine operating state” is “the operating state of the internal combustion engine 10”, the “engine speed” is “the rotational speed of the internal combustion engine 10”, and the “engine output torque” is “the internal combustion engine”. "Torque output from 10", "Engine required torque" is "Torque required for internal combustion engine 10 as engine output torque", and "Fuel injection amount" is "Fuel injection amount of fuel injected from fuel injection valve 21" “Amount” or “amount of fuel injected from the fuel injection valve 21”.

  The intake system 30 includes an intake branch pipe 31 and an intake pipe 32. In the following description, the intake system 30 may be referred to as an “intake passage”. One end portion (that is, a branch portion) of the intake branch pipe 31 is connected to an intake port (not shown) formed in the engine body 20 corresponding to each combustion chamber. On the other hand, the other end of the intake branch pipe 31 is connected to the intake pipe 32. A throttle valve 33 that controls the amount of air flowing through the intake pipe is disposed in the intake pipe 32. Further, an intercooler 34 for cooling the air flowing through the intake pipe is disposed in the intake pipe 32. Further, an air cleaner 36 is disposed at an end facing the outside of the intake pipe 32.

  The throttle valve 33 controls the operating state (specifically, its opening, which will be referred to as “throttle valve opening” hereinafter). The amount can be controlled variably.

  On the other hand, the exhaust system 40 includes an exhaust branch pipe 41 and an exhaust pipe 42. In the following description, the exhaust system 40 may be referred to as an “exhaust passage”. One end portion (that is, a branch portion) of the exhaust branch pipe 41 is connected to an exhaust port (not shown) formed in the engine body 20 corresponding to each combustion chamber. On the other hand, the other end of the exhaust branch pipe 41 is connected to the exhaust pipe 42. In the exhaust pipe 42, a catalytic converter 43 having an exhaust purification catalyst 43a for purifying a specific component in the exhaust gas is disposed.

  Further, the internal combustion engine 10 includes a supercharger 35. The supercharger 35 includes a compressor 35A disposed in the intake pipe 32 upstream of the intercooler 34, and an exhaust turbine 35B disposed in the exhaust pipe 42 upstream of the catalytic converter 43. As shown in FIG. 2, the exhaust turbine 35B includes an exhaust turbine main body 35C and a plurality of blade-like vanes 35D.

  The exhaust turbine 35B (strictly speaking, the exhaust turbine main body 35C) is connected to the compressor 35A via a shaft (not shown). When the exhaust turbine main body 35C is rotated by the exhaust gas, the rotation is transmitted to the compressor 35A via the shaft, whereby the compressor 35A is rotated. The rotation of the compressor 35A compresses the gas in the intake pipe 32 downstream of the compressor, and as a result, the pressure of the gas (hereinafter, this pressure is referred to as “supercharging pressure”) is increased.

  On the other hand, the vanes 35D are radially arranged at equiangular intervals around the rotation center axis R1 of the exhaust turbine body so as to surround the exhaust turbine body 35C. Each vane 35D is disposed so as to be rotatable around a corresponding axis indicated by reference numeral R2 in FIG. The direction in which each vane 35D extends (ie, the direction indicated by symbol E in FIG. 2) is referred to as the “extending direction”, and the rotation center axis R1 of the exhaust turbine main body 35C and the rotation of the vane 35D. When a line connecting to the movement axis R2 (that is, a line indicated by a symbol A in FIG. 2) is referred to as a “reference line”, each vane 35D has an extending direction E and a corresponding reference line A. Is rotated so that the angles formed by the two are equal for all the vanes 35D. When each vane 35D is rotated so that the angle formed by the extending direction E and the corresponding reference line A is small, that is, the flow area between the adjacent vanes 35D is small, The flow rate of the exhaust gas supplied to the exhaust turbine body 35C is increased. As a result, the rotational speed of the exhaust turbine body 35C is increased, and as a result, the rotational speed of the compressor 35A is also increased. Therefore, the gas flowing in the intake pipe 32 is greatly compressed by the compressor 35A. For this reason, the gas flowing through the intake pipe 32 is compressed by the compressor 35A as the angle formed between the extending direction E of each vane 35D and the corresponding reference line (hereinafter, this angle is referred to as “vane opening degree”) becomes smaller. The degree to be increased.

  Therefore, the supercharger 35 can variably control the supercharging pressure by controlling the operation state (specifically, the vane opening degree) of the vane 35D.

  Further, the internal combustion engine 10 includes an exhaust gas recirculation device (hereinafter referred to as “EGR device”) 50. The EGR device 50 includes an exhaust gas recirculation pipe (hereinafter referred to as “EGR passage”) 51. One end of the EGR passage 51 is connected to the exhaust branch pipe 41. That is, one end of the EGR passage 51 is connected to a portion of the exhaust passage 40 upstream of the exhaust turbine 35B. On the other hand, the other end of the EGR passage 51 is connected to the intake branch pipe 31. That is, the other end of the EGR passage 51 is connected to a portion of the intake passage downstream of the compressor 35A. Further, an exhaust gas recirculation control valve (hereinafter, this exhaust gas recirculation control valve is referred to as an “EGR control valve”) 52 that controls the flow rate of exhaust gas flowing through the EGR passage is disposed in the EGR passage 51. In the internal combustion engine 10, the flow rate of the exhaust gas flowing through the EGR passage 51 increases as the opening degree of the EGR control valve 52 (hereinafter, this opening degree is referred to as “EGR control valve opening degree”). Further, an exhaust gas recirculation cooler 53 for cooling the exhaust gas flowing in the EGR passage is disposed in the EGR passage 51.

  The EGR device 50 controls the operating state of the EGR control valve 52 (specifically, the opening degree of the EGR control valve 52, which is hereinafter referred to as “EGR control valve opening degree”). The amount of exhaust gas introduced into the intake passage 30 via the EGR passage 51 can be variably controlled.

  In the following description, “EGR rate” is “ratio of exhaust gas in the mixture to the total amount of gas in the mixture formed in the combustion chamber”, and “intake gas” is “combustion chamber” (This gas includes air and exhaust gas) ”,“ intake air ”is“ air sucked into the combustion chamber ”, and“ required intake air amount ”is“ combustion chamber ” The amount of intake air required to completely burn the fuel in the air-fuel mixture formed in the above, and “EGR gas” is “exhaust gas introduced into the intake passage 30 via the EGR passage 51” or “Exhaust gas sucked into the combustion chamber via the EGR passage 51 and the intake passage 30”.

  An air flow meter 71 for detecting the flow rate of air flowing through the intake pipe is attached to the intake pipe 32 downstream of the air cleaner 36 and upstream of the compressor 35A. Further, a pressure sensor (hereinafter referred to as “supercharging pressure sensor”) 72 for detecting the pressure of the gas in the intake branch pipe (that is, the supercharging pressure) is attached to the intake branch pipe 31. The engine body 20 is provided with a crank position sensor 74 for detecting the rotational phase of the crankshaft.

  The internal combustion engine 10 includes an electronic control device 60. The electronic control unit 60 includes a microprocessor (CPU) 61, a read only memory (ROM) 62, a random access memory (RAM) 63, a backup RAM (Back up RAM) 64, and an interface 65. The fuel injection valve 21, the fuel pump 22, the throttle valve 33, the vane 35 </ b> D, and the EGR control valve 52 are connected to the interface 65, and control signals for controlling these operations are transmitted via the interface 65 to the electronic control device. 60. The interface 65 includes an air flow meter 71, a supercharging pressure sensor 72, a crank position sensor 74, and an opening degree of the accelerator pedal AP (that is, an amount of depression of the accelerator pedal AP. An accelerator pedal opening sensor 75 for detecting the degree of pressure) is also connected, a signal corresponding to the flow rate detected by the air flow meter 71, a signal corresponding to the pressure detected by the supercharging pressure sensor 72, a crank position sensor A signal corresponding to the rotational phase of the crankshaft detected by 74 and a signal corresponding to the depression amount of the accelerator pedal AP detected by the accelerator pedal opening sensor 75 are input to the interface 65.

  The supercharging pressure is calculated by the electronic control unit 60 based on the signal corresponding to the pressure detected by the supercharging pressure sensor 72 and is based on the signal corresponding to the rotational phase of the crankshaft detected by the crank position sensor 74. The engine speed is calculated by the electronic control unit 60, and the accelerator pedal opening is calculated by the electronic control unit 60 based on a signal corresponding to the depression amount of the accelerator pedal AP detected by the accelerator pedal opening sensor 75.

  By the way, as a parameter to be taken into account in order to cause the internal combustion engine 10 to exhibit a predetermined performance regarding the engine output torque and the emission in the exhaust gas discharged from the combustion chamber, the amount of fuel in the mixture formed in the combustion chamber, There is an amount of air in the mixture and an amount of exhaust gas in the mixture. The parameter that determines the amount of fuel in the air-fuel mixture is the amount of fuel injected from the fuel injection valve 21. Therefore, in the present embodiment, the target fuel injection amount is set as the amount of fuel to be injected from the fuel injection valve 21, and the fuel for causing the fuel injection valve 21 to inject this target fuel injection amount of fuel. The time for opening the injection valve 21 is set as the target valve opening time. Then, the fuel injection valve 21 is operated so that the fuel injection valve 21 is opened for the target valve opening time.

  On the other hand, parameters that determine the amount of air in the mixture and the amount of exhaust gas in the mixture are the supercharging pressure and the EGR rate. Control objects that affect the supercharging pressure and the EGR rate are the throttle valve 33, the EGR control valve 52, and the vane 35D. Therefore, in the present embodiment, the target supercharging pressure is set as the target supercharging pressure, and the target EGR rate is set as the target EGR rate, and the target supercharging pressure and the target EGR rate are achieved. Therefore, the target throttle valve opening, EGR control valve opening, and vane opening are set as the target throttle valve opening, target EGR control valve opening, and target vane opening, respectively. The throttle valve 33, the EGR control valve 52, and the vane 35D are operated according to the valve opening, the target EGR control valve opening, and the target vane opening.

  Next, an outline of setting of the target fuel injection amount, the target throttle valve opening, the target EGR control valve opening, and the target vane opening according to the present embodiment will be described.

  If the fuel injection amount is large, the engine output is large, and if the fuel injection amount is small, the engine output is small. That is, the engine output torque is determined by the fuel injection amount. On the other hand, if the accelerator pedal opening is large, the engine required torque is large, and if the accelerator pedal opening is small, the engine required torque is small. That is, the engine required torque is determined by the accelerator pedal opening. Therefore, in order to output the engine required torque determined by the accelerator pedal opening from the internal combustion engine 10, the fuel injection amount that can output the engine required torque from the internal combustion engine 10 is determined according to the accelerator pedal opening. And the fuel injection valve 21 may be operated so that the fuel of this target fuel injection amount is injected from the fuel injection valve 21. Therefore, in the present embodiment, basically, the target fuel injection amount is set based on the accelerator pedal opening so that the engine required torque can be output from the internal combustion engine 10. Then, the time for opening the fuel injection valve 21 is set as the target valve opening time so that the fuel of the target fuel injection amount set in this way is injected from the fuel injection valve 21, and the target thus set is set. The fuel injection valve 21 is operated according to the valve opening time.

  Further, if the boost pressure is high, the amount of intake gas is large, so that the amount of intake air is large. That is, the intake air amount is determined by the supercharging pressure. On the other hand, if the fuel injection amount is large, the required intake air amount is large, and if the fuel injection amount is small, the required intake air amount is small. That is, the required intake air amount is determined by the fuel injection amount. As described above, in the present embodiment, since the target fuel injection amount of fuel is injected from the fuel injection valve 21, it can be said that the required intake air amount is determined by the target fuel injection amount. Therefore, in the present embodiment, basically, the target boost pressure is set based on the target fuel injection amount so that the engine required torque can be output from the internal combustion engine 10.

  On the other hand, if the EGR rate is high, the amount of intake air is small because the amount of EGR gas is large, and if the EGR rate is low, the amount of intake air is large because the amount of EGR gas is small. That is, the intake air amount is also determined by the EGR rate. As described above, the required intake air amount is determined by the target fuel injection amount. Therefore, in the present embodiment, basically, the target EGR rate is set based on the target EGR rate so that the engine required torque can be output from the internal combustion engine 10.

  When the throttle valve opening is increased, the supercharging pressure is increased. However, the exhaust gas is less likely to flow from the EGR passage 51 into the intake passage by the increase in the supercharging pressure, so the EGR rate is lowered. On the other hand, when the throttle valve opening is reduced, the supercharging pressure is lowered. However, since the exhaust gas easily flows from the EGR passage 51 into the intake passage by the lower supercharging pressure, the EGR rate is increased. That is, both the supercharging pressure and the EGR rate increase or decrease according to the throttle valve opening.

  In addition, the EGR rate increases as the EGR control valve opening increases, but the amount of exhaust gas arriving at the exhaust turbine 35B of the supercharger 35 decreases as the EGR rate increases. Lower. On the other hand, as the EGR control valve opening decreases, the EGR rate decreases. However, the amount of exhaust gas arriving at the exhaust turbine 35B of the supercharger 35 increases as the EGR rate decreases. Get higher. That is, both the EGR rate and the supercharging pressure increase or decrease according to the EGR control valve opening.

  Further, the supercharging pressure decreases as the vane opening increases, but as described above, the EGR rate increases as the supercharging pressure decreases. On the other hand, the supercharging pressure increases as the vane opening decreases, but as described above, the EGR rate decreases as the supercharging pressure increases. That is, both the supercharging pressure and the EGR rate increase or decrease depending on the vane opening.

  As described above, the supercharging pressure and the EGR rate change according to the throttle valve opening, the EGR control valve opening, and the vane opening. Therefore, in this embodiment, the target value of the throttle valve opening (hereinafter, this target value is referred to as “target throttle valve opening”) so that the target boost pressure and the target EGR rate set as described above are achieved. The target value of the EGR control valve opening (hereinafter, this target value is referred to as “target EGR control valve opening”) and the target value of the vane opening (hereinafter, this target value is referred to as “target vane opening”) are set. Then, the throttle valve 33 is operated according to the target throttle valve opening thus set, the EGR control valve 52 is operated according to the target EGR control valve opening thus set, and the target vane thus set The vane 35D is operated according to the opening.

  By the way, the throttle valve 33 has a maximum opening (hereinafter referred to as “upper limit throttle valve opening”) that can be taken as the opening, and a minimum opening that can be taken as the opening (hereinafter referred to as this opening). The opening degree is also referred to as “lower limit throttle valve opening degree”. Therefore, the throttle valve 33 cannot achieve a target throttle valve opening larger than the upper limit throttle valve opening, and cannot achieve a target throttle valve opening smaller than the lower limit throttle valve opening. Thus, there is a limit to the range of values that the throttle valve 33 can take as the throttle valve opening (hereinafter, this range is referred to as “appropriate range”).

  Therefore, the target throttle valve opening is set to a value larger than the upper limit throttle valve opening or a value smaller than the lower limit throttle valve opening, and the throttle valve 33 is controlled according to the target throttle valve opening. However, since the throttle valve opening cannot reach the target throttle valve opening in the first place, the target boost pressure and the target EGR rate are not achieved. On the other hand, as described above, the supercharging pressure and the EGR rate can also be controlled by the EGR control valve 52 and the vane 35D. Therefore, when it is found that the target throttle valve opening is larger than the upper limit throttle valve opening or smaller than the lower limit throttle valve opening, from the viewpoint of reliably achieving the target boost pressure and the target EGR rate. Even if the target throttle valve opening is corrected so that the target throttle valve opening is a value within the appropriate range of the throttle valve opening, and the throttle valve 33 is operated according to the corrected target throttle valve opening, It is preferable to correct the target EGR control valve opening or the target vane opening so that the target boost pressure and the target EGR rate are achieved.

  Further, in this case, when it is determined that the target throttle valve opening is not a value within the appropriate range, the target throttle valve opening is corrected and the target EGR control valve opening and the target vane opening are corrected. Not only is the control of the throttle valve opening delayed, but also the control of the EGR control valve opening and the vane opening is delayed, and in some cases, the throttle valve 33 is operated according to the target throttle valve opening that is not within the proper range. There is also a possibility of being done. In order to avoid such a situation, it is understood that the target throttle valve opening is not within the appropriate range before the throttle valve 33 is actually operated according to the target throttle valve opening. It is preferable to correct the degree.

  This also applies to the EGR control valve 52 and the vane 35D. That is, the EGR control valve 52 also has a maximum opening (hereinafter referred to as “upper limit EGR control valve opening”) and a minimum opening (hereinafter referred to as opening) that can be taken as the opening. Degree is referred to as “lower limit EGR control valve opening”, and the maximum opening that can be taken as the opening of vane 35D (hereinafter, this opening is referred to as “upper limit vane opening”) and its opening As the minimum opening (hereinafter, this opening is referred to as “lower limit vane opening”). Therefore, the EGR control valve 52 cannot achieve the target EGR control valve opening larger than the upper limit EGR control valve opening nor the target EGR control valve opening smaller than the lower limit EGR control valve opening, and the vane 35D The target vane opening larger than the upper limit vane opening and the target vane opening smaller than the lower limit vane opening cannot be achieved. Thus, there is a range of values that the EGR control valve 52 can take as the EGR control valve opening (hereinafter, this range is referred to as “appropriate range”), and a range that the vane 35D can take as the vane opening (hereinafter, this range is referred to as “ It is called “appropriate range”.

  Therefore, the target EGR control valve opening is set to a value larger than the upper limit EGR control valve opening or a value smaller than the lower limit EGR control valve opening, and the EGR control valve opening is set according to the target EGR control valve opening. Even if 52 is controlled, since the EGR control valve opening cannot reach the target EGR control valve opening in the first place, the target boost pressure and the target EGR rate are not achieved. On the other hand, as described above, the supercharging pressure and the EGR rate can also be controlled by the throttle valve 33 and the vane 35D. Therefore, when it is found that the target EGR control valve opening is larger than the upper limit EGR control valve opening or smaller than the lower limit EGR control valve opening, the target boost pressure and the target EGR rate are reliably achieved. From a viewpoint, the target EGR control valve opening is corrected so that the target EGR control valve opening is a value within the appropriate range of the EGR control valve opening, and the EGR control valve according to the corrected target EGR control valve opening. Even if 52 is operated, it is preferable to correct the target throttle valve opening or the target vane opening so that the target boost pressure and the target EGR rate are achieved.

  Further, in this case, when it is determined that the target EGR control valve opening is not a value within the appropriate range, the target EGR control valve opening and the target throttle valve opening and the target vane opening are corrected. In addition to delaying the control of the EGR control valve opening, the control of the throttle valve opening and the vane opening is also delayed, and in some cases, the EGR control valve according to the target EGR control valve opening that is not within the appropriate range. There is a possibility that 52 is operated. In order to avoid such a situation, the target EGR control valve opening is grasped that the target EGR control valve opening is not a value within the appropriate range before the EGR control valve 52 is actually operated according to the target EGR control valve opening. It is preferable to correct the EGR control valve opening.

  Similarly, even if the target vane opening is set to a value larger than the upper limit vane opening or set to a value smaller than the lower limit vane opening, and the vane 35D is operated according to the target vane opening, the vane Since the opening cannot reach the target vane opening in the first place, the target boost pressure and the target EGR rate are not achieved. On the other hand, as described above, the supercharging pressure and the EGR rate can also be controlled by the throttle valve 33 and the EGR control valve 52. Therefore, when it is found that the target vane opening is larger than the upper limit vane opening or smaller than the lower limit vane opening, from the viewpoint of reliably achieving the target boost pressure and the target EGR rate, Even if the target vane opening is corrected so that the opening becomes a value within the appropriate range of the vane opening, and the vane 35D is operated according to the corrected target vane opening, the target supercharging pressure and the target EGR rate It is preferable to correct the target throttle valve opening or the target EGR control valve opening so that is achieved.

  Further, in this case, when it is determined that the target vane opening is not within the appropriate range, the target vane opening is corrected and the target throttle valve opening and the target EGR control valve opening are corrected. Not only is the control of the opening degree delayed, but also the control of the throttle valve opening and the EGR control valve opening is delayed, and in some cases, the vane 35D is operated according to the target vane opening that is not within the appropriate range. There is a possibility. In order to avoid such a situation, the target vane opening is corrected by grasping that the target vane opening is not within the appropriate range before the vane 35D is actually operated according to the target vane opening. It is preferable.

  Further, the internal combustion engine 10 has restrictions other than the restrictions on the operation of the throttle valve, the EGR control valve, and the vane as described above. For example, it is not preferable that the engine output torque becomes extremely large, or the amount of emission (for example, smoke) in the exhaust gas discharged from the combustion chamber exceeds an allowable amount. That is, with respect to the internal combustion engine 10, there are restrictions on the engine output torque and the emission amount in the exhaust gas. Therefore, when the throttle valve 33, the EGR control valve 52, and the vane 35D are operated in accordance with the target throttle valve opening, the target EGR control valve opening, and the target vane opening, From the viewpoint of satisfying this restriction, the target throttle valve opening, the target EGR control valve opening, or the target vane opening is set so as to satisfy this restriction. It is preferable that the throttle valve 33, the EGR control valve 52, or the vane 35D is operated according to the corrected target throttle valve opening, target EGR control valve opening, or target vane opening.

  Further, in this case, the target throttle valve opening, the target EGR control valve opening, or the target vane opening is corrected when it becomes clear that the restrictions on the engine output torque and the emission amount in the exhaust gas are not satisfied. If the throttle valve 33, the EGR control valve 52, or the vane 35D is to be operated in accordance with the subsequent target throttle valve opening, target EGR control valve opening, or target vane opening, the throttle valve opening, EGR control valve open And the control of the vane opening degree may be delayed, and depending on the case, the throttle may be controlled according to the target throttle valve opening before correction, the target EGR control valve opening before correction, or the target vane opening before correction. The valve 33, the EGR control valve 52, or the vane 35D may be operated. In order to avoid this, the actual throttle valve 33, the EGR control valve 52, and the vane 35D are about to be operated according to the target throttle valve opening, the target EGR control valve opening, and the target vane opening. It is preferable that the target throttle valve opening, the EGR control valve opening, or the target vane opening is corrected by grasping that the constraints regarding the engine output torque and the emission amount in the exhaust gas are not satisfied before.

  In the present embodiment, the target fuel injection amount, the target throttle valve opening degree, the target throttle valve, the EGR control valve, and the restrictions on the operation of the vane and the restrictions on the engine output torque and the emission amount in the exhaust gas are taken into consideration. An EGR control valve opening and a target vane opening are set.

  Next, details of setting the target throttle opening, the target throttle valve opening, the target EGR control valve opening, and the target vane opening according to the present embodiment will be described.

  In the following description, “the constraint condition is satisfied” means “the internal combustion engine including the operating state of the throttle valve 33, the EGR control valve 52, and the vane 35, and the engine output torque and the emission amount in the exhaust gas”. “10 states are in an acceptable state”.

  In the following description, “target fuel injection amount calculation” is “calculation for setting the target fuel injection amount”, and “constraint deviation calculation” is “constrained throttle valve opening deviation, constrained EGR control valve described later”. "Calculation to calculate opening deviation and restricted vane opening deviation", "Target opening calculation" sets "Target throttle valve opening, target EGR control valve opening, and target vane opening" And “control target operation” is “processing for operating the throttle valve 33, the EGR control valve 52, and the vane 35D”. In the present embodiment, the target fuel injection amount calculation is started at predetermined time intervals, and the constraint deviation calculation, the target opening calculation, and the control target operation are sequentially executed after the target fuel injection amount calculation is completed. The In the following description, the “calculation interval” corresponds to “a predetermined time interval at which the target fuel injection amount calculation is started”, and the processing from the start of the target fuel injection amount calculation to the completion of the control target operation is performed. Assume that it is a single operation. Therefore, in the following description, when the term “calculation” is simply used, this “calculation” indicates a series of processes from the start of the target fuel injection amount calculation to the completion of the control coping operation. Further, in the following description, for example, “after one computation interval” means “a time after one computation interval from the current computation execution time”, and “one computation interval before” means “from the current computation execution time”. "Time point before one calculation interval" means "target fuel injection amount after one calculation interval" means "target fuel injection amount used as target fuel injection amount after one calculation interval" “Target fuel injection amount” means “target fuel injection amount set before one calculation interval”.

  Further, in the following description, “target boost pressure” is “a boost pressure necessary for inhaling air necessary for sufficiently burning a target fuel injection amount of fuel into the combustion chamber, Is the supercharging pressure stored in the electronic control unit 60 in the form of a map of the function of the target fuel injection amount, and the “target EGR rate” is “the fuel of the target fuel injection amount is sufficiently combusted” The EGR rate required for inhaling the air required for the combustion into the combustion chamber, which is obtained in advance through experiments or the like and stored in the electronic control unit 60 in the form of a map of the function of the target fuel injection amount Pressure ". The “target EGR rate” is “allows the amount of emissions in the exhaust gas discharged from the combustion chamber to inhale the air necessary for sufficiently burning the fuel of the target fuel injection amount into the combustion chamber. The EGR rate required to suppress the amount to an appropriate amount, which is obtained in advance through experiments or the like and stored in the electronic control unit 60 in the form of a function of the target fuel injection amount and the engine operating state (for example, the engine speed). EGR rate ".

  In the following description, “reference throttle valve opening” is “the throttle valve opening necessary to achieve the target supercharging pressure and the target EGR rate, and is obtained in advance through experiments or the like. Is the throttle valve opening stored in the electronic control unit 60 in the form of a function map of the target EGR rate, and the “reference EGR control valve opening” achieves the “target boost pressure and target EGR rate”. EGR control valve opening required for this purpose, which is obtained in advance through experiments or the like and stored in the electronic control unit 60 in the form of a map of the function of the target boost pressure and the target EGR rate The “reference vane opening” is the “vane opening necessary to achieve the target supercharging pressure and the target EGR rate, and is obtained in advance through experiments or the like, and the target supercharging pressure and the target EGR rate are In the form of a function map A vane opening "stored in the control unit 60.

  When the target fuel injection amount calculation is started, as described above, the target fuel injection amount is set based on the current accelerator pedal opening, and this target fuel injection amount is stored in the electronic control unit 60, and the current target fuel injection amount is stored. The fuel injection amount calculation ends. Note that the target fuel injection amount stored in the electronic control unit 60 in the current target fuel injection amount extension is used as the target fuel injection amount after a predetermined calculation interval from the present time. In other words, the target fuel injection amount used in the current calculation (specifically, the control target operation executed immediately after the current target fuel injection amount calculation) is executed before the predetermined calculation interval from the present time. The target fuel injection amount set in the calculated target fuel injection amount calculation and stored in the electronic control unit 60.

  In the following, the target fuel injection amount and target according to the present embodiment will be described by taking as an example the case where the target fuel injection amount set by the current target fuel injection amount calculation is used as the target fuel injection amount after four calculation intervals. The setting of the throttle valve opening, the target EGR control valve opening, and the target vane opening will be described.

  When the target fuel injection amount calculation is completed, the constraint deviation calculation is started. When the constraint deviation calculation is started, the target boost pressure and the target EGR rate are calculated based on the target fuel injection amount set by the target fuel injection amount calculation performed immediately before the start of the current constraint deviation calculation. The target boost pressure and the target EGR rate are stored in the electronic control unit 60. Then, the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening are calculated based on the target boost pressure and the target EGR rate thus calculated. Is remembered.

  Note that the target boost pressure, the target EGR rate, the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening calculated in this constraint deviation calculation and stored in the electronic control unit 60 are as follows: Are used for setting the target throttle valve opening, the target EGR control valve opening, and the target vane opening in the target opening calculation executed after four calculation intervals. In other words, the target boost pressure, the target EGR rate, the reference throttle valve opening, and the reference EGR control valve opening used in the current calculation (specifically, the target opening calculation executed immediately after the current constraint deviation calculation). And the target vane opening, the target supercharging pressure, the target EGR rate, and the reference throttle valve, which are calculated and stored in the electronic control unit 60 in the constraint deviation calculation executed four calculation intervals before the current time, respectively. The opening, the reference EGR control valve opening, and the reference vane opening.

  Then, the throttle valve 33, the EGR control valve 52, and the vane 35D are operated in the control target operation after four calculation intervals according to the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening calculated in this way. When is operated, it is determined whether or not the constraint condition is satisfied. That is, at the time of execution of the constraint deviation calculation this time, the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening calculated in the constraint deviation calculation executed before 1 to 4 calculation intervals are electronic. It is stored in the control device 60.

  Therefore, the throttle valve 33, the EGR control valve 52, and the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening calculated in the constraint deviation calculation executed before these 1 to 4 calculation intervals, and After the vane 35D is operated, the throttle valve 33, the EGR control valve 52, and the vane according to the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening calculated in the constraint deviation calculation this time When 35D is operated, it is determined whether or not the constraint condition is satisfied.

  More specifically, in the current calculation (specifically, the control target operation executed immediately after the current constraint deviation calculation), the reference throttle valve opening calculated in the constraint deviation calculation executed four times before the calculation interval The throttle valve 33, the EGR control valve 52, and the vane 35D are operated according to the reference EGR control valve opening and the reference vane opening, and then the reference calculated in the constraint deviation calculation executed three intervals before the calculation interval. In the constraint deviation calculation performed after the throttle valve 33, the EGR control valve 52, and the vane 35D are operated in accordance with the throttle valve opening, the reference EGR control valve opening, and the reference vane opening, and then two calculation intervals before. According to the calculated reference throttle valve opening, reference EGR control valve opening, and reference vane opening, the throttle valve 33 and the EGR control valve 52 Then, the vane 35D is operated, and then the throttle valve 33, EGR according to the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening calculated in the constraint deviation calculation executed one calculation interval before. The control valve 52 and the vane 35D are operated, and then the throttle valve 33 and the EGR control valve according to the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening calculated in the current constraint deviation calculation. 52 and the state of the internal combustion engine 10 when the vane 35D is operated are predicted, and it is determined whether or not the constraint condition is satisfied based on the predicted state of the internal combustion engine 10.

  In short, in the present embodiment, the reference throttle valve opening, the reference EGR control valve opening, and the reference vane calculated from the constraint deviation calculation executed before four calculation intervals to the current constraint deviation calculation are calculated. When the throttle valve 33, the EGR control valve 52, and the vane 35D are operated according to the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening based on the opening, after five calculation intervals A state that the internal combustion engine 10 will take is predicted, and it is determined based on the predicted state of the internal combustion engine 10 whether or not a constraint condition is satisfied after five computation intervals.

  Here, when the constraint condition is not satisfied, the throttle valve opening, the EGR control valve opening, and the vane control valve opening that can satisfy the constraint condition are the restricted throttle valve opening and the restricted EGR control valve, respectively. It is calculated as the opening and the restricted vane opening. The deviation of the reference throttle valve opening (this reference throttle valve opening is the reference throttle valve opening calculated in the current constraint deviation calculation) with respect to the calculated restricted throttle valve opening is The reference EGR control valve opening relative to the calculated constraint EGR control valve opening (this reference EGR control valve opening is the reference EGR control valve opening calculated in the current constraint deviation calculation). ) Is calculated as a restriction EGR control valve opening deviation, and the reference vane opening relative to the calculated restriction vane opening (this reference vane opening is the reference gain opening calculated in the current constraint deviation calculation). Deviation) is calculated as the restriction vane opening deviation, and these deviations are stored in the electronic control unit 60, and the current restriction deviation calculation is completed.

  On the other hand, when the constraint condition is satisfied, the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening are respectively the restricted throttle valve opening, the restricted EGR control valve opening, and the restricted vane opening. Degrees. That is, if the constraint condition is satisfied, the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening are used as they are as the target throttle valve opening, the target EGR control valve opening, and the target vane opening. Even if the throttle valve 33, the EGR control valve 52, and the vane 35D are operated as the degree, the target supercharging pressure and the target EGR rate are set in a state where the constraint conditions are satisfied. The EGR control valve opening and the reference vane opening are the restricted throttle valve opening, the restricted EGR control valve opening, and the restricted vane opening, respectively. In this case, the restricted throttle valve opening deviation, the restricted EGR control valve opening deviation, and the restricted vane opening deviation are each zero. Then, the restriction throttle valve opening deviation, the restriction EGR control valve opening deviation, and the restriction vane opening deviation (that is, zero) are stored in the electronic control unit 60, and the current restriction deviation calculation is completed.

  Note that the restricted throttle valve opening deviation, the restricted EGR control valve opening deviation, and the restricted vane opening deviation calculated and stored in the electronic control unit 60 in the current restriction deviation calculation are executed after four calculation intervals from the present time. In the target opening calculation, the target throttle valve opening, the target EGR control valve opening, and the target vane opening are set. In other words, the restricted throttle valve opening deviation, the restricted EGR control valve opening deviation, and the restricted vane opening used in the current computation (specifically, the target opening computation executed immediately after the current constraint deviation computation). The degree deviations are calculated in a restriction deviation calculation executed four calculation intervals before the current time, and stored in the electronic control unit 60, and are a restriction throttle valve opening deviation, a restriction EGR control valve opening deviation, and a restriction deviation. Vane opening deviation.

  An example of predicting the state of the internal combustion engine 10 after five calculation intervals in the constraint deviation calculation will be described later.

  When the constraint deviation calculation is completed, the target opening calculation is started. When the target opening degree calculation is started, the current actual supercharging pressure and the current actual EGR rate are acquired. Furthermore, the target boost pressure, the target EGR rate, the reference throttle valve opening, the reference EGR control valve opening, which are calculated and stored in the electronic control unit 60 in the constraint deviation calculation executed four calculation intervals before the current calculation. Degree, reference vane opening degree, restricted throttle valve opening deviation, restricted EGR control valve opening deviation, and restricted vane opening deviation.

  Then, a deviation of the acquired actual supercharging pressure with respect to the acquired target supercharging pressure is calculated as an actual supercharging pressure deviation. Further, a deviation of the acquired actual EGR rate from the acquired target EGR rate is calculated as an actual EGR rate deviation. Then, the above-obtained reference throttle valve opening, reference EGR control valve opening, and reference vane opening so that these deviations become zero by PID control based on these actual boost pressure deviation and actual EGR rate deviation. Are calculated as a throttle valve opening correction coefficient, an EGR control valve opening correction coefficient, and a vane opening correction coefficient, respectively. Further, the acquired throttle throttle opening deviation, the constraint EGR control valve opening deviation, and the PID control based on the constraint vane opening deviation are acquired so that the deviation becomes zero. The correction coefficient for correcting the degree, the reference EGR control valve opening, and the reference vane opening are a restricted throttle valve opening correction coefficient, a restricted EGR control valve opening correction coefficient, and a restricted vane opening correction coefficient, respectively. Calculated.

  Finally, the obtained reference throttle valve opening, reference EGR control valve opening, and reference vane opening, the calculated throttle valve opening correction coefficient, the EGR control valve opening correction coefficient, Further, the target supercharging obtained above is obtained using the vane opening correction coefficient, the calculated restricted throttle valve opening correction coefficient, the restricted EGR control valve opening correction coefficient, and the restricted vane opening correction coefficient. The throttle valve opening, the EGR control valve opening, and the vane opening for achieving the pressure and the target EGR rate are calculated as the target throttle valve opening, the target EGR control valve opening, and the target vane opening, respectively. This time, the target opening calculation ends.

  When the target opening calculation is completed, the control target operation is executed. When the control target operation is started, the target fuel injection amount that is set in the target fuel injection amount calculation executed four calculation intervals before the current calculation execution time and stored in the electronic control unit 60 is used. The fuel injection valve 21 is operated so that a fuel injection amount of fuel is injected from the fuel injection valve 21. Further, according to the target throttle valve opening, the target EGR control valve opening, and the target vane opening calculated by the current calculation (specifically, the target opening calculation executed immediately before the current control target operation). The throttle valve 33, the EGR control valve 52, and the vane 35D are operated so that the target throttle valve opening, the target EGR control valve opening, and the target vane opening are achieved.

  When the setting of the target throttle valve opening, the target EGR control valve opening, and the target vane opening according to the present embodiment described above is represented by a block diagram, a block diagram as shown in FIG. 3 is obtained. .

  That is, first, the current accelerator pedal opening degree Acc is acquired by the target fuel injection amount conversion unit 71, converted into the target fuel injection amount TQ by the target fuel injection amount conversion unit 71, and output. The target fuel injection amount TQ is acquired by the target value conversion unit 72, converted into the target boost pressure TPim and the target EGR rate TRegr by the target value conversion unit 72, and output. The target boost pressure TPim and the target EGR rate TRegr are acquired by the target opening degree conversion unit 73. In the target opening degree conversion unit 73, the reference throttle valve opening degree Dthb, the reference EGR control valve opening degree Degrb, and It is converted into a reference vane opening Dvnb and output. The reference throttle valve opening degree Dthb, the reference EGR control valve opening degree Degrb, and the reference vane opening degree Dvnb are input to the delay unit 74 and when the time corresponding to four calculation intervals has elapsed in the delay unit 74. Output from the delay unit 74.

  Further, the target boost pressure TPim and the target EGR rate TRegr output from the target value conversion unit 72 are also input to the delay unit 76, and when the time corresponding to four calculation times has elapsed in the delay unit 76, the delay unit 76.

  Further, the reference throttle valve opening degree Dthb, the reference EGR control valve opening degree Degrb, and the reference vane opening degree Dvnb output from the target opening degree conversion unit 73 are also input to the constraint determination unit 77, and the constraint determination unit 77 It is determined whether or not the opening degree satisfies the constraint condition. Here, when the reference throttle valve opening degree Dthb is not the throttle valve opening degree that satisfies the constraint condition, the restricted throttle valve opening degree DthL is output, and the value obtained by subtracting the restricted throttle valve opening degree DthL from the reference throttle valve opening degree Dthb. (That is, the restricted throttle valve opening deviation ΔDthbL) is input to the delay unit 78. Further, when the reference EGR control valve opening degree Degrb is not the EGR control valve opening degree that satisfies the restriction condition, the restriction EGR control valve opening degree DegrL is output, and the restriction EGR control valve opening degree DegrL is derived from the reference EGR control valve opening degree Degrb. (Ie, the constraint EGR control valve opening deviation ΔDegrbL) is input to the delay unit 78. In addition, when the reference vane opening Dvnb is not a vane opening that satisfies the constraint condition, the restricted vane opening DvnL is output, and a value obtained by subtracting the restricted vane opening DvnL from the reference vane opening Dvnb (that is, the restriction vane opening) Degree deviation ΔDvnbL) is input to the delay unit 78.

  Then, the restricted throttle valve opening deviation ΔDthbL, the restricted EGR control valve opening deviation ΔDegrbL, and the restricted vane opening deviation ΔDvnbL input to the delay unit 78 have elapsed for a time corresponding to four calculation times in the delay unit 78. Sometimes output from the delay section 78.

  On the other hand, the target boost pressure TPim and the target EGR rate TRegr output from the delay unit 76 are obtained by subtracting the current boost pressure Pim and the current EGR rate Regr from the actual boost pressure deviation ΔPim and the actual EGR, respectively. The rate deviation ΔRegr is input to the PID compensation unit 79. Further, the restricted throttle valve opening deviation ΔDthbL, the restricted EGR control valve opening deviation ΔDegrbL, and the restricted vane opening deviation ΔDvnbL output from the delay unit 78 are also input to the PID compensation unit 79.

  Then, the PID compensation unit 79 inputs the actual boost pressure deviation ΔPim, the actual EGR rate deviation ΔRegr, the restricted throttle valve opening deviation ΔDthbL, the restricted EGR control valve opening deviation ΔDegrbL, and the restricted vane opening deviation. Based on ΔDvnbL, a throttle valve opening correction coefficient Kdth, an EGR control valve opening correction coefficient Kdegr, a vane opening correction coefficient Kdvn, a restricted throttle valve opening correction coefficient KdthL, and a restricted EGR suitable for making these deviations zero. The control valve opening correction coefficient KdegrL and the restricted vane opening correction coefficient KdvnL are output.

  Then, the correction coefficient output from the PID compensation unit 79 is input to the target opening setting unit 75. On the other hand, the reference throttle valve opening degree Dthb, the reference EGR control valve opening degree Degrb, and the reference vane opening degree Dvnb output from the delay unit 74 are also input to the target opening degree setting unit 75. Then, the target opening setting unit 75 receives the reference throttle valve opening Dthb, the reference EGR control valve opening Degrb, the reference vane opening Dvnb, the throttle valve opening correction coefficient Kdth, and the EGR control valve opening correction input thereto. The final target throttle valve opening TDth is obtained using the coefficient Kdegr, the vane opening correction coefficient Kdvn, the restricted throttle valve opening correction coefficient KdthL, the restricted EGR control valve opening correction coefficient KdegrL, and the restricted vane opening correction coefficient KdvnL. The target EGR control valve opening degree TDegr and the target vane opening degree TDvn are output.

  According to the embodiment described above, the following effects can be obtained. That is, in the above-described embodiment, the target EGR control valve opening is set based on the reference EGR control valve opening. Here, the target EGR control valve opening set based on the reference EGR control valve opening set at the present time is used for control of the actual EGR control valve opening at the time after four calculation intervals. In other words, the reference EGR control valve opening set at the present time is used for the control of the EGR control valve opening. As a result, four calculations are performed from the time when the reference EGR control valve opening is set. When the interval has passed.

  In the above-described embodiment, the reference EGR control valve opening degree set between the time point before four calculation intervals and the present time point (specifically, before four calculation intervals, three calculation intervals, two calculation intervals, The state of the internal combustion engine after the four calculation intervals when the EGR control valve opening is controlled according to the calculation interval before and the reference EGR control valve opening set at the present time (that is, the future state after the four calculation intervals) The state of the internal combustion engine) is predicted. That is, before the reference EGR control valve opening set at the present time is actually used for controlling the EGR control valve opening, the reference EGR control valve opening set at the current time is actually controlled by the EGR control valve opening. The state of the internal combustion engine in the future when used in is predicted. When the future state of the internal combustion engine is a state that satisfies the constraint conditions, the reference EGR control valve opening set at the present time is used as it is, and the EGR control valve opening is controlled after four calculation intervals. On the other hand, when the state of the future internal combustion engine is not in a state in which the constraint condition is satisfied, a constraint EGR control valve opening degree that can change the state of the future internal combustion engine into a state in which the constraint condition is satisfied is calculated (results). In addition, it can be said that the reference EGR control valve opening is corrected so that the state of the internal combustion engine in the future satisfies the restriction condition), and the restriction EGR control valve opening is used to set the target EGR control valve opening. Used.

  Therefore, according to the above-described embodiment, the effect that the EGR rate can reach the target EGR rate with sufficient followability while satisfying the constraint condition as a whole is obtained.

  Of course, for the same reason, according to the above-described embodiment, it is possible to obtain the effect that the supercharging pressure can reach the target supercharging pressure with sufficient follow-up performance while satisfying the constraint condition as a whole.

  In the embodiment described above, the EGR rate is affected not only by the influence of the EGR control valve opening, but also by the throttle valve opening and the vane opening, and the supercharging pressure is not only influenced by the vane opening, but also the throttle valve opening and EGR. Although it is an embodiment to which the present invention is applied when affected by the control valve opening, at least from the viewpoint of obtaining the above-described effect obtained from the above-described embodiment, the concept of the present invention is broadly specified. The present invention can be applied when one control amount is affected by at least the operation state of one specific control target.

  In the above-described embodiment, the target boost pressure and the target EGR rate are set based on the target fuel injection amount that is set based on the accelerator pedal opening. However, parameters other than the target fuel injection amount may be used as parameters used for setting the target boost pressure and the target EGR rate. In this case, the value set at the present time is preferably a parameter used as it is after four calculation intervals.

  In the above-described embodiment, the target throttle valve opening, the target EGR control valve opening, and the target vane opening are used for the operation of the throttle valve 33, the EGR control valve 52, and the vane 35D. Set when However, if the PID control based on the deviation of the actual supercharging pressure with respect to the target supercharging pressure and the deviation of the actual EGR rate with respect to the target EGR rate is not performed, the state of the internal combustion engine is in a state that satisfies the constraint condition. Sometimes the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening that are currently set are set to the target throttle valve opening, the target EGR control valve opening, and the target vane opening as they are. When the state of the internal combustion engine is not in a state where the constraint condition is satisfied, the restricted throttle valve opening, the restricted EGR control valve opening, and the restricted vane opening calculated at the present time are directly used as the target throttle valve opening, the target EGR You may make it set to a control valve opening degree and a target vane opening degree.

  According to this, the target throttle valve opening, the target EGR control valve opening, and the target vane opening are four calculation intervals before the time when the throttle valve 33, the EGR control valve 52, and the vane 35D are used for operation. Will be set to. For this reason, the effect that the control delay at the time of actually operating the throttle valve 33, the EGR control valve 52, and the vane 35D can be suppressed is acquired.

  Accordingly, in consideration of the above description of the embodiment, the above-described embodiment can be broadly expressed as follows. That is, in the above-described embodiment, the first control target (in the above-described embodiment, the fuel injection amount) for controlling the first control amount (the fuel injection valve in the above-described embodiment) and the second control amount (described above). The embodiment includes a second control object (in the above-described embodiment, an EGR control valve or a vane) that controls the EGR rate or the supercharging pressure, and the first control amount is determined according to the current request for the internal combustion engine. The target value is set as the target first control amount (in the above-described embodiment, the target fuel injection amount), and the operation state to be set as the target of the first control object based on the target first control amount is the target first operation state. (In the above-described embodiment, the target valve opening time is set, and the target value of the second control amount is set based on this target first control amount (in the above-described embodiment, the target EGR rate or the target excess time). Set as supply pressure) Based on the target second control amount, the operation state that should be the target of the second control target is set as the reference second operation state (in the above-described embodiment, the reference EGR control valve or the reference vane opening). Based on the second operating state, the operating state that should be the target of the second control object is set as the target second operating state (in the above-described embodiment, the target EGR control valve opening or the target vane opening).

  In the above-described embodiment, the operation state of the first control target is controlled so that the target first operation state is achieved according to the target first operation state, and the target second operation state is achieved according to the target second operation state. As described above, the operation state of the second control target is controlled.

  Here, in the above-described embodiment, the target first operation state is achieved in accordance with the target first operation state set in a predetermined time before the present time (in the above-described embodiment, before four calculation intervals). The operating state of the first control target is controlled.

  On the other hand, in the above-described embodiment, the operation of the second control target is performed in the order of setting the reference second operation state according to the reference second operation state set between the time point that is a predetermined time before the current time and the current time point. The state of the internal combustion engine after the predetermined time from the current time when the state is controlled is predicted as the state of the future internal combustion engine, and the predicted state of the internal combustion engine satisfies the constraint condition regarding the internal combustion engine. When in a state to be established, the target second operation state is set based on the reference second operation state set before the current time from the current time, and the target second operation state is set according to the set target second operation state. The operation state of the second control target is controlled so that the two operation states are achieved.

  On the other hand, in the above-described embodiment, when the predicted state of the internal combustion engine is not in a state in which the restriction condition regarding the internal combustion engine is satisfied, the state of the future internal combustion engine is satisfied in the restriction condition regarding the internal combustion engine. The operation state of the second control target that can be set to the state is calculated as the restricted second operation state, the target second operation state is set based on the calculated restricted second operation state, and the set target second operation The operation state of the second control target is controlled so that the target second operation state is achieved according to the state.

  In the above-described embodiment, when the restricted EGR control valve opening deviation, the restricted vane opening deviation, and the restricted throttle valve opening deviation are used for setting the target EGR control valve opening, it is based on the actual EGR rate deviation. The integral term in PID control (that is, the EGR rate deviation integral value calculated by integrating the actual EGR rate deviation) and the integral term in PID control based on the actual boost pressure deviation (that is, the actual boost pressure deviation is integrated). At least one of the restriction EGR control valve opening deviation, the restriction vane opening deviation, and the restriction throttle valve opening deviation is reduced so that at least one of the supercharging pressure deviation integral value calculated in this manner decreases. This is preferably reflected in the integral value or the boost pressure deviation integral value.

  According to this, the following effects can be obtained. In other words, the EGR rate deviation integral value serves to zero the deviation of the actual EGR rate from the target EGR rate that is steadily generated when the EGR rate becomes close to the target EGR rate. The integral value of the supercharging pressure deviation serves to make the deviation of the actual supercharging pressure zero with respect to the target supercharging pressure that is constantly generated when the supercharging pressure becomes close to the target supercharging pressure. . Therefore, if the EGR rate deviation integrated value is continuously calculated in a situation where the EGR rate cannot reach the target EGR rate because the constraint condition is not satisfied, the EGR rate deviation integrated value becomes unnecessarily large. If the supercharging pressure deviation integral value continues to be calculated in a situation where the supercharging pressure cannot reach the target supercharging pressure because the constraint condition is not satisfied, the supercharging pressure deviation integral value becomes unnecessarily large. End up. In this case, the follow-up of the actual EGR rate with respect to the target EGR rate is caused by the influence of the EGR rate deviation integrated value that becomes unnecessarily large when the situation changes to a situation where the EGR rate can reach the target EGR rate. The target boost pressure is reduced due to the influence of the integral value of the boost pressure deviation that becomes unnecessarily large when the situation changes to a situation where the boost pressure can reach the target boost pressure. The followability of the actual supercharging pressure will be reduced.

  Here, when the EGR control valve opening is controlled in accordance with the target EGR control valve opening set based on the reference EGR control valve opening when the state of the internal combustion engine is not in a state that satisfies the constraint condition, The deviation of the actual EGR rate from the target EGR rate becomes larger than the case where the EGR control valve opening is similarly controlled when the future internal combustion engine is in a state where the constraint condition is satisfied. The deviation of the actual supercharging pressure with respect to the charging pressure also increases. In this case, the EGR rate deviation integral value and the boost pressure deviation integral value may become unnecessarily large. However, as described above, the restricted EGR control valve opening deviation and the restricted vane opening deviation are set so that at least one of the EGR rate deviation integrated value and the boost pressure deviation integrated value in the PID control based on the actual EGR rate deviation decreases. When at least one of the restricted throttle valve opening deviation is reflected in the EGR rate deviation integrated value or the boost pressure deviation integrated value, the restricted EGR is set when the state of the future internal combustion engine is not in a state satisfying the restrictive condition. The control valve opening deviation is reflected in the EGR rate deviation integrated value or the boost pressure deviation integrated value so as to decrease the EGR rate deviation integrated value or the boost pressure deviation integrated value. For this reason, it is suppressed that an EGR rate deviation integrated value or a supercharging pressure deviation integrated value becomes unnecessarily large. Therefore, as a whole, the effect that the EGR rate or the supercharging pressure can be controlled with high followability to the target EGR rate or the target supercharging pressure can be obtained.

  Of course, in the above-described embodiment, when the restricted EGR control valve opening deviation, the restricted vane opening deviation, and the restricted throttle valve opening deviation are used for setting the target vane opening, the PID based on the actual EGR rate deviation is used. Integral term in control (ie, EGR rate deviation integral value calculated by integrating actual EGR rate deviation) and integral term in PID control based on actual boost pressure deviation (ie, actual boost pressure deviation is integrated) At least one of the restricted EGR control valve opening deviation, the restricted vane opening deviation, and the restricted throttle valve opening deviation is such that at least one of the calculated supercharging pressure deviation integral values) decreases. Alternatively, it is preferably reflected in the supercharging pressure deviation integrated value.

  Further, in the above-described embodiment, when the restricted EGR control valve opening deviation, the restricted vane opening deviation, and the restricted throttle valve opening deviation are used for setting the target throttle valve opening, it is based on the actual EGR rate deviation. An integral term in PID control (that is, an EGR rate deviation integrated value calculated by integrating the actual EGR rate deviation) and an integral term in PID control based on the actual boost pressure deviation (that is, the actual boost pressure deviation is integrated). At least one of the restriction EGR control valve opening deviation, the restriction vane opening deviation, and the restriction throttle valve opening deviation is integrated with the EGR rate deviation integral so that at least one of the calculated supercharging pressure deviation integral values) decreases. Preferably, it is reflected in the value or the integrated value of the supercharging pressure deviation.

  This also suppresses the EGR rate deviation integral value or the boost pressure deviation integral value from becoming unnecessarily large for the same reason as described above. Therefore, as a whole, the effect that the EGR rate or the supercharging pressure can be controlled with high followability to the target EGR rate or the target supercharging pressure can be obtained.

  In the above-described embodiment, the restricted throttle valve opening calculated as the throttle valve opening that can satisfy the restricting condition is as close as possible to the currently calculated reference throttle valve opening. The opening is preferably used for setting the target throttle valve opening.

  According to this, the following effects can be obtained. That is, the reference throttle valve opening is controlled so that the supercharging pressure and the EGR rate are set to the target supercharging pressure and the target EGR rate, respectively, regardless of whether or not the future state of the internal combustion engine satisfies the constraint condition. This is the throttle valve opening that is set as the throttle valve opening. Therefore, the reference throttle valve opening is controlled to the target boost pressure and the target EGR rate with high follow-up performance as long as the future state of the internal combustion engine satisfies the constraint condition. It can be said that this is the throttle valve opening degree. Therefore, according to this, as a whole, there is an effect that the supercharging pressure and the EGR rate can be achieved with higher followability with the target supercharging pressure and the target EGR rate while satisfying the constraint conditions.

  Similarly, among the constraint EGR control valve opening calculated as the EGR control valve opening that can satisfy the constraint condition, the constraint EGR control valve opening that is as close as possible to the currently calculated reference EGR control valve opening The degree is preferably used for setting the target EGR control valve opening.

  And according to this, the following effects are acquired. That is, the reference EGR control valve opening also controls the supercharging pressure and the EGR rate to the target supercharging pressure and the target EGR rate, respectively, regardless of whether or not the future state of the internal combustion engine satisfies the constraint condition. This is the EGR control valve opening. Therefore, the reference EGR control valve opening degree controls the supercharging pressure and the EGR rate to the target supercharging pressure and the target EGR rate with high follow-up as long as the future state of the internal combustion engine satisfies the constraint condition. It can be said that it is the EGR control valve opening degree which can be performed. Therefore, according to this, as a whole, there is an effect that the supercharging pressure and the EGR rate can be achieved with higher followability with the target supercharging pressure and the target EGR rate while satisfying the constraint conditions.

  Similarly, the restriction vane opening calculated as the vane opening that can satisfy the restriction condition is set to the target vane opening that is as close as possible to the currently calculated reference vane opening. It is preferable to be used for.

  And according to this, the following effects are acquired. In other words, the reference vane opening degree can be controlled to the target boost pressure and the target EGR rate, respectively, regardless of whether or not the future state of the internal combustion engine satisfies the constraint condition. This is the vane opening. Therefore, the reference vane opening can be controlled to the target boost pressure and the target EGR rate with high follow-up performance as long as the future internal combustion engine is in a state that satisfies the constraint condition. It can be said that the vane opening is possible. Therefore, according to this, as a whole, there is an effect that the supercharging pressure and the EGR rate can be achieved with higher followability with the target supercharging pressure and the target EGR rate while satisfying the constraint conditions.

  Further, in the above-described embodiment, as the state of the internal combustion engine in the future, the EGR control valve opening and the vane according to the reference EGR control valve opening and the reference vane opening set between the time point 4 arithmetic intervals before and the current time. The state of the future internal combustion engine after four calculation intervals when the opening degree is controlled is predicted. That is, before the currently set reference EGR control valve opening and reference vane opening are actually used for controlling the EGR control valve opening and vane opening, the currently set reference EGR control valve opening and The state of the internal combustion engine in the future when the reference vane opening is actually used to control the EGR control valve opening and the vane opening is predicted. When the future state of the internal combustion engine is not in a state in which the constraint condition is satisfied, a constraint vane opening that can change the future state of the internal combustion engine into a state in which the constraint condition is satisfied is calculated (as a result, It can be said that the reference vane opening is corrected so that the state of the internal combustion engine in the future becomes a state satisfying the restriction condition), and this restricted vane opening is used for setting the target vane opening.

  Therefore, according to the above-described embodiment, the EGR rate can be made to reach the target EGR rate with sufficient followability while satisfying the constraint condition as a whole, and even if the supercharging pressure is affected by the vane opening degree. Even in the case of being influenced by the opening degree of the EGR control valve as well as receiving, the effect that the supercharging pressure can reach the target supercharging pressure with sufficient followability can be obtained.

  Of course, in the above-described embodiment, when the predicted future state of the internal combustion engine is not in a state in which the constraint condition is satisfied, the constraint EGR control that can change the future state of the internal combustion engine into a state in which the constraint condition is satisfied. The valve opening is calculated (as a result, it can be said that the reference EGR control valve opening is corrected so that the future state of the internal combustion engine becomes a state satisfying the restriction condition). Used to set the target EGR control valve opening.

  Therefore, according to the above-described embodiment, the supercharging pressure can reach the target supercharging pressure with sufficient followability while satisfying the constraint condition as a whole, and even if the EGR rate is the EGR control valve opening degree. Even in the case of being affected by the vane opening degree as well as the influence of the EGR rate, the effect that the EGR rate can reach the target EGR rate with sufficient followability can be obtained.

  Furthermore, in the above-described embodiment, the EGR control valve opening and the vane opening are controlled according to the reference EGR control valve opening and the reference vane opening set between the time point before the four calculation intervals and the present time, and four calculations are performed. The state of the future internal combustion engine after four computation intervals when the throttle valve opening is controlled according to the reference throttle valve opening set between the time before the interval and the current time is predicted. That is, the currently set reference EGR control valve opening, reference vane opening, and reference throttle valve opening are actually used to control the EGR control valve opening, vane opening, and throttle valve opening. Before, the reference EGR control valve opening, the reference vane opening, and the reference throttle valve opening set at the present time are actually used for controlling the EGR control valve opening, the vane opening, and the throttle valve opening. The future state of the internal combustion engine when predicted is predicted. When the future state of the internal combustion engine is not in a state in which the constraint condition is satisfied, a restricted throttle valve opening that can change the future state of the internal combustion engine into a state in which the constraint condition is satisfied is calculated (as a result) In other words, it can be said that the reference throttle valve opening is corrected so that the state of the internal combustion engine in the future satisfies the restriction condition), and this restricted throttle valve opening is used for setting the target throttle valve opening.

  Therefore, according to the above-described embodiment, as a whole, when the supercharging pressure is not only influenced by the vane opening, but also by the throttle valve opening, or the EGR rate is influenced by the EGR control valve opening. In addition to being affected by the throttle valve opening, the supercharging pressure can be made to reach the target supercharging pressure with sufficient followability, or the EGR rate can be made sufficient with the target EGR rate. The effect that it can be reached is obtained.

  In the embodiment described above, the EGR rate is not only influenced by the EGR control valve opening but also the throttle valve opening and the vane opening, and the supercharging pressure is not only affected by the vane opening, but also the throttle valve opening. In the embodiment where the present invention is applied when affected by the opening degree of the EGR control valve and the EGR control valve, at least in terms of obtaining the above-described effects obtained from the above-described embodiments, the concept of the present invention is broadly The present invention is applicable when a specific control amount is affected by the operating states of at least two control objects.

  FIG. 4 shows an example of a routine for executing control of the control target (that is, the fuel injection valve 21, the throttle valve 33, the EGR control valve 52, and the vane 35D) according to the above-described embodiment. Note that the routine of FIG. 4 is executed at each predetermined time interval.

  When the routine of FIG. 4 is started, in step 10, a target fuel injection amount setting routine shown in FIG. 5 is executed. Next, in step 20, a constraint deviation calculation routine shown in FIGS. 6 and 7 is executed. Next, at step 30, the target opening calculation routine shown in FIG. 8 is executed. Next, at step 40, the control target operation routine shown in FIG. 9 is executed.

  Next, the routine executed in each step of FIG. 4 will be described in order.

  When the routine of FIG. 5 is started in step 10 of FIG. 4, the current accelerator pedal opening Acc (k) is acquired in step 100. Next, at step 101, the target fuel injection amount TQ is calculated based on the current accelerator pedal opening Acc (k) acquired at step 100.

  Next, at step 102, the target fuel injection amount TQ1 (k-1) set as the fuel injection amount after one calculation interval in step 102 of the previous routine is input as the current target fuel injection amount TQ (k). The target fuel injection amount TQ2 (k-1) set to the fuel injection amount after two calculation intervals in step 102 of the previous routine is input to the fuel injection amount TQ1 (k) after one calculation interval, In step 102 of this routine, the target fuel injection amount TQ3 (k-1) set to the fuel injection amount after the three calculation intervals is input to the fuel injection amount TQ2 (k) after the two calculation intervals, and the previous routine of this routine is executed. In step 102, the target fuel injection amount TQ4 (k-1) set to the fuel injection amount after four calculation intervals is input to the fuel injection amount TQ3 (k) after three calculation intervals. Calculation Target fuel injection amount TQ which is input to the fuel injection amount TQ4 (k) after 4 operation interval, the routine is terminated.

  The target fuel injection amount input to the current target fuel injection amount TQ (k) in step 102 in FIG. 5 is acquired as the current target fuel injection amount TQ (k) in step 400 in FIG. In step 401 of FIG. 9, the operation of the fuel injection valve 21 is controlled so that the fuel of the acquired current target fuel injection amount TQ (k) is injected from the fuel injection valve 21. Here, according to the routine of FIG. 5, the target fuel injection amount input to the current target fuel injection amount TQ (k) in step 102 is the target fuel calculated in step 101 of FIG. This is the injection amount TQ. Accordingly, the amount of fuel injected from the fuel injection valve 21 by the control in step 401 in FIG. 9 is the target fuel calculated in step 101 in FIG. 5 four intervals before the current execution time of the routine in FIG. This is the injection amount TQ. That is, the target fuel injection amount TQ calculated based on the current accelerator pedal opening Acc (k) by the current execution of the routine of FIG. 5 is the target fuel injection in the control of the fuel injection valve at the time point after four calculation intervals. It will be used as a quantity.

  Next, when the routine of FIG. 6 and FIG. 7 is started in step 20 of FIG. 4, in step 200 of FIG. 6, the fuel injection amount TQ4 (k) after four computation intervals is input in step 102 of FIG. The target fuel injection amount (that is, the target fuel injection amount TQ calculated in step 101 in FIG. 5) is acquired. Next, in step 201, the target boost pressure TPim and the target EGR rate TRegr for achieving a predetermined air-fuel ratio are calculated based on the fuel injection amount TQ4 (k) after the four calculation intervals acquired in step 200. The

  Next, in step 202, the target boost pressure TPim1 (k-1) set to the boost pressure after one calculation interval in step 202 of the previous main routine is input to the current target boost pressure TPim (k). The target boost pressure TPim2 (k-1) set to the boost pressure after two calculation intervals in step 202 of the previous routine is input to the boost pressure TPim1 (k) after one calculation interval, In step 202 of this routine, the target boost pressure TPim3 (k-1) set to the boost pressure after 3 calculation intervals is input to the supercharging pressure TPim2 (k) after 2 calculation intervals, and the previous In step 202, the target boost pressure TPim4 (k-1) set to the boost pressure after the four calculation intervals is input to the supercharging pressure TPim3 (k) after the three calculation intervals. Calculated target boost pressure Pim is input to the supercharging pressure TPim4 (k) after four calculation intervals, and the target EGR rate TRegr1 (k-1) set to the EGR rate after one calculation interval in step 202 of the previous routine is the current time. Target EGR rate TRegr (k), and the target EGR rate TRegr2 (k−1) set to the EGR rate after two calculation intervals in step 202 of the previous routine is the EGR rate TRegr1 (1) after one calculation interval. k), and the target EGR rate TRegr3 (k−1) set in the EGR rate after 3 calculation intervals in step 202 of the previous main routine is input to the EGR rate TRegr2 (k) after 2 calculation intervals, The target EGR rate TRegr4 (k−1) set as the EGR rate after 4 calculation intervals in step 202 of the previous main routine is equal to the EGR rate TRegr3 after 3 calculation intervals. Is input to the k), the target EGR rate TRegr calculated in step 201 of this cycle of the routine is entered to the EGR rate TRegr4 (k) after 4 operation interval.

  Note that the target supercharging pressure input to the current target supercharging pressure TPim (k) in step 202 of FIG. 6 and the target EGR rate input to the current target EGR rate TRegr (k) are shown in step 301 of FIG. , The current target supercharging pressure TPim (k) and the current target EGR rate TRegr (k) are obtained and used in the routine of FIG. Here, according to the routine of FIG. 6, the target supercharging pressure and the target EGR rate inputted to the current target supercharging pressure TPim (k) and the current target EGR rate TRegr (k) in step 202 are calculated by four operations. The target boost pressure TPim and the target EGR rate TRegr calculated in step 201 in FIG. 6 before the interval. Accordingly, the target supercharging pressure TPim and the target EGR rate TRegr calculated by the current execution of the routine of FIG. 6 are the target supercharging pressure in the control of the throttle valve, the EGR control valve, and the vane after four computation intervals. And the target EGR rate.

  Next, in step 203, the target boost pressure (that is, the target boost pressure TPim calculated in step 201) input to the boost pressure TPim4 (k) after four calculation intervals in step 202 and four calculations in step 202 are calculated. Based on the target EGR rate input to the EGR rate TRegr4 (k) after the interval (that is, the target EGR rate TRegr calculated in step 201), the reference throttle valve opening degree Dthb, the reference EGR control valve opening degree Degrb, Then, the reference vane opening Dvnb is calculated.

  Next, at step 204, the reference throttle valve opening degree Dthb1 (k-1) set to the reference throttle valve opening degree after one calculation interval in step 204 of the previous routine is the current reference throttle valve opening degree Dthb (k-1). ) And the reference throttle valve opening Dthb2 (k−1) set to the reference throttle valve opening after two calculation intervals in step 204 of the previous routine is the reference throttle valve opening Dthb1 after one calculation interval. The reference throttle valve opening Dthb3 (k−1) input to (k) and set to the reference throttle valve opening after three calculation intervals in step 204 of the previous main routine is the reference throttle valve opening after two calculation intervals. Degree Dthb2 (k), and the reference throttle valve opening set at the reference throttle valve opening after four calculation intervals in step 204 of the previous routine. The valve opening Dthb4 (k-1) is input to the reference throttle valve opening Dthb3 (k) after three calculation intervals, and the reference throttle valve opening Dthb calculated in step 203 of this routine is four calculation intervals. The subsequent reference throttle valve opening Dthb4 (k) is input, and these reference throttle valve openings Dthb (k) and Dthb1 to 4 (k) are stored in the electronic control unit 60.

  In step 204, the reference EGR control valve opening degree Degrb1 (k-1) set to the reference EGR control valve opening degree after one calculation interval in step 204 of the previous main routine is the current reference EGR control valve opening degree. The reference EGR control valve opening degree Degrb2 (k−1), which is input to Degrb (k) and set to the reference EGR control valve opening degree after two calculation intervals in step 204 of the previous main routine, is the reference after one calculation interval. The reference EGR control valve opening degree Degrb3 (k−1), which is input to the EGR control valve opening degree Degrb1 (k) and set to the reference EGR control valve opening degree after the three calculation intervals in step 204 of the previous main routine, is 2. The reference EGR control valve opening degree Degrb2 (k) after the calculation interval is inputted to the reference EGR control valve opening degree after the four calculation intervals in the previous step 204 of this routine. The GR control valve opening degree Degrb4 (k−1) is input to the reference EGR control valve opening degree Degrb3 (k) after three calculation intervals, and the reference EGR control valve opening degree Degrb calculated in step 203 of this routine is calculated. The reference EGR control valve opening degree Degrb4 (k) after four computation intervals is input, and the reference EGR control valve opening degree Degrb (k) and Degrb1 to 4 (k) are stored in the electronic control unit 60.

  In step 204, the reference vane opening Dvnb1 (k-1) set to the reference vane opening after one calculation interval in step 204 of the previous routine is input to the current reference vane opening Dvnb (k). The reference vane opening Dvnb2 (k−1) set as the reference vane opening after two calculation intervals in step 204 of the previous routine is input to the reference vane opening Dvnb1 (k) after one calculation interval. The reference vane opening Dvnb3 (k−1) set to the reference vane opening after 3 calculation intervals in step 204 of the previous routine is input to the reference vane opening Dvnb2 (k) after 2 calculation intervals, In step 204 of the previous routine, the reference vane opening Dvnb4 (k−1) set to the reference vane opening after 4 calculation intervals is the reference vane opening Dvnb3 ( ) And the reference vane opening degree Dvnb calculated in step 203 of this routine is input to the reference vane opening degree Dvnb4 (k) after four calculation intervals, and these reference vane opening degrees Dvnb (k) and Dvnb1 ˜4 (k) is stored in the electronic control unit 60.

  In step 204 of FIG. 6, the reference throttle valve opening input to the current reference throttle valve opening Dthb (k) and the reference EGR control valve opening input to the current reference EGR control valve opening Degrb (k). 8 and the reference vane opening input to the current reference vane opening Dvnb (k) are determined based on the current reference throttle valve opening Dthb (k) and the current reference EGR control valve opening in step 302 of FIG. Degree Degrb (k) and the current reference vane opening degree Dvnb (k) are obtained and used in the routine of FIG. Here, according to the routine of FIG. 6, in step 204, the current reference throttle valve opening Dthb (k), the current reference EGR control valve opening Degrb (k), and the current reference vane opening Dvnb (k) The reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening that are input to the reference throttle valve opening Dthb and the reference EGR control calculated in step 203 of FIG. The valve opening degree Degrb and the reference vane opening degree Dvnb. Accordingly, the reference throttle valve opening degree Dthb, the reference EGR control valve opening degree Degrb, and the reference vane opening degree Dvnb calculated by the current execution of the routine of FIG. The target EGR control valve opening and the target vane opening are used for calculation.

  Next, in step 205 of FIG. 7, it is determined whether or not the constraint condition is satisfied based on the state of the internal combustion engine 10 after five calculation intervals. That is, in step 205, the current reference throttle valve opening degree Dthb (k), reference EGR control valve opening degree Degrb (k), and reference vane opening degree Dvnb (k) stored in the electronic control unit 60 in step 204. Accordingly, the throttle valve 33, the EGR control valve 52, and the vane 35D are operated, and then the reference throttle valve opening Dthb1 (k), the reference EGR control valve opening Degrb1 (k), and the reference The throttle valve 33, the EGR control valve 52, and the vane 35D are operated according to the vane opening Dvnb1 (k), and then the reference throttle valve opening Dthb1 (k) and the reference EGR control valve opening Degrb1 after two computation intervals. (K) and the reference vane opening Dvnb1 (k), the throttle valve 33 and the EGR control valve 5 , And the vane 35D is operated, and then the throttle according to the reference throttle valve opening Dthb1 (k), the reference EGR control valve opening Degrb1 (k), and the reference vane opening Dvnb1 (k) after three calculation intervals. The valve 33, the EGR control valve 52, and the vane 35D are operated, and then the reference throttle valve opening degree Dthb1 (k), the reference EGR control valve opening degree Degrb1 (k), and the reference vane opening degree after four computation intervals. According to Dvnb1 (k), possible states of the internal combustion engine 10 when the throttle valve 33, the EGR control valve 52, and the vane 35D are operated are predicted, and restrictions are made based on the predicted state of the internal combustion engine 10. It is determined whether or not the condition is satisfied after 5 calculation intervals.

  If it is determined that the constraint condition is satisfied, the routine proceeds to step 206. On the other hand, when it is determined that the constraint condition is not satisfied, the routine proceeds to step 208.

  When it is determined in step 205 that the constraint condition is satisfied and the routine proceeds to step 206, the throttle throttle valve opening, the constraint EGR control valve opening, and the constraint vane opening are calculated, and the routine proceeds to step 207. In this case, the restricted throttle valve opening, the restricted EGR control valve opening, and the restricted vane opening are the same values as the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening, respectively. It is said.

  On the other hand, when it is determined in step 205 that the constraint condition is not satisfied and the routine proceeds to step 208, the throttle throttle valve opening, the constraint EGR control valve opening, and the constraint vane opening are calculated, and the routine proceeds to step 207. move on.

  When the routine proceeds from step 206 to step 207, in step 207, the restricted throttle valve opening degree is based on the restricted throttle valve opening degree DthL calculated in step 206 and the reference throttle valve opening degree Dthb calculated in step 203. A deviation ΔDthL is calculated, and a constraint EGR control valve opening degree deviation ΔDegrL is calculated based on the restriction EGR control valve opening degree DegrL calculated in step 206 and the reference EGR control valve opening degree Degrb calculated in step 203. Based on the restricted vane opening degree DvnL calculated in 206 and the reference vane opening degree Dvnb calculated in step 203, a restricted vane opening degree deviation ΔDvnL is calculated. In this case, the restricted throttle valve opening, the restricted EGR control valve opening, and the restricted vane opening are the same values as the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening, respectively. Accordingly, the restricted throttle valve opening deviation ΔDthL, the restricted EGR control valve opening deviation ΔDegrL, and the restricted vane opening deviation ΔDvnL calculated in step 207 are each zero.

  On the other hand, when the routine proceeds from step 208 to step 207, in step 207, the restricted throttle valve opening DthL calculated in step 208 and the reference throttle valve opening Dthb calculated in step 203 are controlled. An opening degree deviation ΔDthL is calculated, and a restricted EGR control valve opening degree deviation ΔDegrL is calculated based on the restricted EGR control valve opening degree DegrL calculated in step 208 and the reference EGR control valve opening degree Degrb calculated in step 203. The restricted vane opening degree deviation ΔDvnL is calculated based on the restricted vane opening degree DvnL calculated in step 208 and the reference vane opening degree Dvnb calculated in step 203.

  Next, in step 208, the restriction throttle valve opening deviation ΔDthL1 (k−1) set in the restriction throttle valve opening deviation after one calculation interval in step 208 of the previous routine is the current restriction throttle valve opening deviation. The restriction throttle valve opening deviation ΔDthL2 (k−1), which is input to ΔDthL (k) and set as the restriction throttle valve opening deviation after two calculation intervals in step 208 of the previous main routine, is the restriction after one calculation interval. The restricted throttle valve opening deviation ΔDthL3 (k−1), which is input to the throttle valve opening deviation ΔDthL1 (k) and set to the restricted throttle valve opening deviation after three calculation intervals in step 208 of the previous routine, is 2. Input to restriction throttle valve opening deviation ΔDthL2 (k) after calculation interval, and after 4 calculation intervals in step 208 of the previous routine. The restricted throttle valve opening deviation ΔDthL4 (k−1) set as the restricted throttle valve opening deviation is input to the restricted throttle valve opening deviation ΔDthL3 (k) after three computation intervals, and in step 207 of this routine this time The calculated restricted throttle valve opening deviation ΔDthL is input to the restricted throttle valve opening deviation ΔDthL4 (k) after four calculation intervals.

  Note that the restricted throttle valve opening deviation input to the current restricted throttle valve opening deviation ΔDthL (k) in step 208 in FIG. 7 is the current restricted throttle valve opening deviation ΔDthL (k) in step 303 in FIG. ) And used in the routine of FIG. Here, according to the routine of FIG. 7, the restricted throttle valve opening deviation input to the current restricted throttle valve opening deviation ΔDthL (k) in step 208 is calculated in step 207 of FIG. The restricted throttle valve opening deviation ΔDthL. Therefore, the restricted throttle valve opening deviation ΔDthL calculated by the current execution of the routine of FIG. 7 is the target throttle valve opening, the target EGR control valve opening, and the target vane opening at the time point after four calculation intervals. It will be used for calculation.

  In step 208, the restriction EGR control valve opening deviation ΔDegrL1 (k−1) set in the restriction EGR control valve opening deviation after one calculation interval in step 208 of the previous routine is the current restriction EGR control valve. The restriction EGR control valve opening deviation ΔDegrL2 (k−1), which is input to the opening deviation ΔDegrL (k) and set to the restriction EGR control valve opening deviation after two calculation intervals in step 208 of the previous routine, is 1. Constraint EGR control valve opening deviation ΔDegrL1 (k) input after the calculation interval, and set in the restriction EGR control valve opening deviation after three calculation intervals in step 208 of the previous routine. ΔDegrL3 (k−1) is input to the constraint EGR control valve opening deviation ΔDegrL2 (k) after two calculation intervals, and four calculations are performed in step 208 of the previous routine. The restriction EGR control valve opening deviation ΔDegrL4 (k−1) set in the restriction EGR control valve opening deviation after the separation is input to the restriction EGR control valve opening deviation ΔDegrL3 (k) after three calculation intervals, and this time The restriction EGR control valve opening degree deviation ΔDegrL calculated in step 207 of this routine is input to the restriction EGR control valve opening degree deviation ΔDegrL4 (k) after four calculation intervals.

  Note that the constraint EGR control valve opening deviation input to the current constraint EGR control valve opening deviation ΔDegrL (k) in step 208 in FIG. 7 is the current constraint EGR control valve opening deviation in step 304 in FIG. It is acquired as ΔDegrL (k) and used in the routine of FIG. Here, according to the routine of FIG. 7, the constraint EGR control valve opening deviation input to the current constraint EGR control valve opening deviation ΔDegrL (k) in step 208 is equal to step 207 of FIG. The constraint EGR control valve opening degree deviation ΔDegrL calculated in step S2. Therefore, the constraint EGR control valve opening deviation ΔDegrL calculated by the current execution of the routine of FIG. 7 is the target throttle valve opening, the target EGR control valve opening, and the target vane opening at the time point after four calculation intervals. It will be used for the calculation of.

  In step 208, the restricted vane opening deviation ΔDvnL1 (k−1) set in the restricted vane opening deviation after one calculation interval in step 208 of the previous routine is changed to the current restricted vane opening deviation ΔDvnL (k). The constraint vane opening deviation ΔDvnL2 (k−1), which is input and set in the constraint vane opening deviation after two calculation intervals in step 208 of the previous routine, is the constraint vane opening deviation ΔDvnL1 (k ) And the restricted vane opening deviation ΔDvnL3 (k−1) set in the restricted vane opening deviation after three calculation intervals in step 208 of the previous routine is the restricted vane opening deviation ΔDvnL2 after two calculation intervals. Constraint vane opening degree deviation ΔDvnL4 (k) input to (k) and set in step 208 of the previous routine as the restriction vane opening degree deviation after four calculation intervals. 1) is input to the restricted vane opening degree deviation ΔDvnL3 (k) after three calculation intervals, and the restricted vane opening degree deviation ΔDvnL calculated in step 207 of this routine is the restricted vane opening degree deviation ΔDvnL4 after four calculation intervals. Input to (k).

  The constraint vane opening deviation input to the current restricted vane opening deviation ΔDvnL (k) in step 208 in FIG. 7 is acquired as the current restricted vane opening deviation ΔDvnL (k) in step 304 in FIG. And used in the routine of FIG. Here, according to the routine of FIG. 7, the constraint vane opening deviation input to the current restricted vane opening deviation ΔDvnL (k) in step 208 is calculated in step 207 of FIG. The constraint vane opening degree deviation ΔDvnL. Therefore, the constraint vane opening deviation ΔDvnL calculated by the current execution of the routine of FIG. 7 is the calculation of the target throttle valve opening, the target EGR control valve opening, and the target vane opening at the time point after four calculation intervals. Will be used.

  Next, when the routine of FIG. 8 is started in step 30 of FIG. 4, the current supercharging pressure Pim (k) and the current EGR rate Regr (k) are acquired in step 300. Next, at step 301, the current target boost pressure TPim (k) and the current target EGR rate TRegr (k) set at step 202 of FIG. 6 are acquired. Next, at step 302, the current reference throttle valve opening Dthb (k), the current reference EGR control valve opening Degrb (k) set at step 204 of FIG. 6, and the current reference vane opening Dvn ( k) is obtained. Next, at step 303, the current restricted throttle valve opening deviation ΔDthL (k), the current restricted EGR control valve opening deviation ΔDegrL (k) set at step 208 in FIG. 7, and the current restricted vane opening. Deviation ΔDvnL (k) is acquired.

  Next, in step 304, the deviation of the supercharging pressure Pim (k) acquired in step 300 with respect to the target supercharging pressure TPim (k) acquired in step 301 is calculated as the actual supercharging pressure deviation ΔPim (k). At the same time, the deviation of the EGR rate Regr (k) acquired in step 300 with respect to the target EGR rate TRegr (k) acquired in step 301 is calculated as the actual EGR rate deviation ΔRegr (k). Next, in step 305, the deviation is acquired in step 302 so that these deviations become zero by PID control based on the actual boost pressure deviation ΔPim (k) calculated in step 304 and the actual EGR rate deviation ΔRegr (k). Correction coefficients for correcting the reference throttle valve opening Dthb (k), the reference EGR control valve opening Degrb (k), and the reference vane opening Dvnb (k) are throttle valve opening correction coefficients Kdth (k), respectively. , EGR control valve opening correction coefficient Kdegr (k) and vane opening correction coefficient Kdvn (k).

  Next, in step 306, PID based on the restricted throttle valve opening deviation ΔDthL (k), restricted EGR control valve opening deviation ΔDegrL (k), and restricted vane opening deviation ΔDvnL (k) acquired in step 303. The reference throttle valve opening degree Dthb (k), the reference EGR control valve opening degree Degrb (k), and the reference vane opening degree Dvn (k) acquired in step 302 are corrected so that these deviations become zero by control. Are calculated as a restricted throttle valve opening correction coefficient KdthL (k), a restricted EGR control valve opening correction coefficient KdegrL (k), and a restricted vane opening correction coefficient KdvnL (k), respectively.

  Next, in step 307, the reference throttle valve opening degree Dthb (k), the reference EGR control valve opening degree Degrb (k), and the reference vane opening degree Dvnb (k) acquired in step 302 are calculated in step 305. Throttle valve opening correction coefficient Kdth (k), EGR control valve opening correction coefficient Kdegr (k), vane opening correction coefficient Kdvn (k), and restricted throttle valve opening correction coefficient calculated in step 306 The target supercharging pressure TPim (k) acquired in step 301 and KdthL (k), the restricted EGR control valve opening correction coefficient KdegrL (k), and the restricted vane opening correction coefficient KdvnL (k) The throttle valve opening, the EGR control valve opening, and the vane opening for achieving the target EGR rate TRegr (k) are respectively Target throttle valve opening TDth (k), the target EGR control valve opening TDegr (k), and is calculated as the target vane opening TDvn (k), the routine is terminated.

  When the routine of FIG. 9 is started in step 40 of FIG. 4, in step 400, the final target throttle valve opening TDth (k) calculated in step 307 of FIG. 8 and the final target EGR control are performed. The valve opening degree TDegr (k) and the final target vane opening degree TDvn (k) are acquired. Next, in step 401, the target throttle valve opening TDth (k), the target EGR control valve opening TDegr (k), and the target vane opening TDvn (k) acquired in step 400 are achieved. The throttle valve 33, the EGR control valve 52, and the vane 35D, which are control targets, are operated.

  Next, an example of the prediction of the state of the internal combustion engine 10 after five calculation intervals in the constraint deviation calculation of the above-described embodiment will be introduced.

A plurality of components of the internal combustion engine (throttle valve, EGR control valve, and vane in the above-described embodiment) are controlled objects, and the internal state of the internal combustion engine at the present time is represented by an internal state vector “x”. The operation amount input to each control object in order to obtain an operation state that targets the operation state (in the above-described embodiment, the reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening) When expressed by the operation amount vector “u”, the internal state of the internal combustion engine when the operation amount corresponding to each control object is input, that is, the state vector “ “x ⁺ ” can be expressed by a state equation of the following equation 1 using a constant matrix (or coefficient matrix) Ai and Bi.

  In Equation 1, “x” is assumed to be included in the divided state space “Xi”.

In addition, the control amount when the operation amount corresponding to each control target that sets the operation state of each control target as the target operation state is input (that is, in the above-described embodiment, the supercharging pressure, the EGR rate, the engine The control amount vector “y” representing the output torque and the emission amount in the exhaust gas) can be expressed by an output equation of the following equation 2 using a constant matrix (or coefficient matrix) Ci and Di.

Here, a vector (hereinafter referred to as a “constrained signal vector”) “c” representing a constraint related to the internal state vector x, a constraint related to the manipulated variable vector u, and a constraint related to the controlled variable vector y is expressed by the following equation: Defined as 3

When the constrained signal vector c is defined as in the above equation 3, the constrained signal vector c is expressed by the following equation 4 from the above equation 1 and the above equation 2.

Here, a constant matrix (or coefficient matrix) Cc is defined as in the following expression 5, and a constant matrix (or coefficient matrix) Dc is defined as in the following expression 6.

Then, when the constant matrices Cc and Dc are defined as in the above formulas 5 and 6, the above formula 4 is expressed by the following formula 7.

  As described above, the state space model related to the controlled object is expressed by the above equation 1, the above equation 2, and the above equation 7.

Here, the constraint on the internal state of each control object represented by the internal state vector x is represented by a bounded closed set “X”, and the constraint on the operation amount input to each control object represented by the operation amount vector u. The bounded closed set “U”, the constraint on the control amount output from each control target represented by the control amount vector y is represented by the bounded closed set “Y”, and the bounded closed set “C” is expressed by the following equation: Defined as 8 When the internal state vector x is an m-dimensional vector, the manipulated variable vector u is an n-dimensional vector, the controlled variable vector y is a p-dimensional vector, and q = m + n + p, the bounded closed The set C belongs to the vector space ^Rq .

  If the constrained signal vector c belongs to the bounded closed set C, the internal state vector x belongs to the bounded closed set X, the manipulated variable vector u belongs to the bounded closed set U, and the controlled variable vector y belongs to the bounded closed set Y. Therefore, the manipulated variable vector u (that is, each manipulated variable) is modified so that the constrained signal vector c belongs to the bounded closed set C, and the manipulated variable according to the modified manipulated variable vector u is changed to each control object. Each of the constraints related to the internal state of each control target, the constraints related to the operation amount input to each control target, and the constraints related to the control amount output from each control target are satisfied. The controlled variable to be controlled is controlled.

  Based on the above assumptions, the internal state feedback by the internal state observation of a plurality of components of the internal combustion engine including the throttle valve 33, the EGR control valve 52, and the vane 35D, and the actual supercharging pressure with respect to the target supercharging pressure When the following error integration control based on the deviation (that is, the supercharging pressure deviation) and the deviation of the actual EGR rate with respect to the target EGR rate (that is, EGR rate deviation) is performed, the target fuel injection amount is as follows: The reference throttle valve opening, the reference EGR control valve opening, and the reference vane opening that are calculated based on the target boost pressure and the target EGR rate that are calculated based on The restricted throttle valve opening, the restricted EGR control valve opening, and the restricted vane opening that can be performed are obtained.

That is, the feedback gain relating to the internal state feedback is represented by “K _xi ”, the feedback gain relating to the tracking error integration control is represented by “K _vi ”, and the internal state vector representing the internal states of the plurality of components of the internal combustion engine is represented by “x”. The tracking error integral value vector representing the tracking error integral value in the tracking error integration control is represented by “v”, the operation amount input to the throttle valve 33, the operation amount input to the EGR control valve 52, and the vane When the operation amount vector representing the operation amount input to 35D is represented by “u”, the operation amount vector u is expressed by the following Expression 9.

Further, a target value vector representing the target supercharging pressure and the target EGR rate is represented by “r”, and a control amount vector representing the supercharging pressure and the EGR rate that is the controlled variable to be controlled is represented by “y”. When the tracking error vector representing the deviation of the actual supercharging pressure with respect to the pressure (that is, the tracking error) and the deviation of the actual EGR rate with respect to the target EGR rate (that is, the tracking error) is represented by “e”, the tracking error vector e Is expressed by the following equation (10).

Further, when the tracking error integration value vector at the present time is represented by “v” and the tracking error integration value vector at the time when the next calculation is performed is represented by “v ⁺ ”, the tracking error integration value vector at the time when the next calculation is performed. v ⁺ is expressed by the following equation 11.

Then, by substituting the above formulas 10 and 11 into the above formulas 1, 2 and 7 and transforming them, a closed-loop state space model of the following formulas 12 to 14 is obtained.

Here, the above equation 12 represents the following tracking error integral value (represented by the tracking error integral value vector v) regarding the supercharging pressure and the EGR rate, and the current internal state of the components of the internal combustion engine ( These are represented by the internal state vector x) and the current execution time of the next calculation based on the target supercharging pressure and the target EGR rate (which are represented by the target value vector r) at the present time. tracking error integral value at (these are tracking error integral value represented by the vector v ⁺⁾ internal states at the time of execution the next operation of the components and of the internal combustion engine (these are represented by internal state vector x ⁺ It is a formula for obtaining.

  Further, the above equation 13 is based on the following error integrated value related to the supercharging pressure and the EGR rate, and the internal state of the constituent elements of the internal combustion engine, and the supercharging pressure and the EGR rate that are the controlled variables to be controlled (these are This is a formula for obtaining a control amount vector y).

  Further, the above equation 14 is an equation for obtaining the above-described restricted signal vector c based on the tracking error integrated value relating to the supercharging pressure and the EGR rate and the internal states of the components of the internal combustion engine.

  And the state space model shown by the above formulas 12 to 14 corresponds to a model used for predicting the state of the internal combustion engine 10 of the above-described embodiment.

On the other hand, “ξ”, “Φ”, “G”, “H”, and “Hc” are defined as the following Expression 15 to Expression 19, respectively.

Then, using the above “ξ”, “Φ”, “G”, “H”, and “Hc”, the above expression 12 to expression 14 can be expressed as the following expression 20 to expression 22: The

The time interval at which the calculation is performed is referred to as “step”, and when the target supercharging pressure and the target EGR rate are given as the target value vector r, the target supercharging pressure and the target that satisfy the constraint condition of the h step ahead are satisfied. When obtaining the EGR rate, when the initial target value vector representing the target boost pressure and the target EGR rate set based on the target fuel injection amount is represented by “r ₀ ”, this should be obtained for the initial target value vector r ₀ this time. The target value vector r is obtained by solving the optimization problem shown in (23) below to obtain the minimum absolute value of the deviation of the target value vector r representing the target boost pressure and the target EGR rate. The target supercharging pressure and the target EGR rate that can control the supercharging pressure and the EGR rate in a state where all the constraints are satisfied.

  That is, the reference throttle valve opening, the reference EGR control valve opening calculated based on the target boost pressure and the target EGR rate obtained by sequentially solving the optimization problem shown in (23) above, and The target throttle valve opening, the target EGR control valve opening, and the target vane opening are calculated using the reference vane opening as the restricting throttle valve opening, the restricting EGR control valve opening, and the restricting vane opening. If the throttle valve 33, the EGR control valve 52, and the vane 35D are operated based on the target throttle valve opening, the target EGR control valve opening, and the target vane opening, all the constraints are satisfied. become.

Here, in the optimization problem shown in (23) above, “c _{k + j | k} ” represents an estimated value of “c” at time k + j when necessary information at time k is known. , “Ξ _{k + j | k} ” represents an estimated value of “ξ” at time k + j when necessary information at time k is known.

  In the above-described embodiment, since the state of the internal combustion engine 10 after five calculation intervals is predicted, the “h” is “5”.

  In the example introduced above, the target supercharging pressure and the target EGR rate set based on the target fuel injection amount are corrected using the state space model so that all the constraint conditions are satisfied, and these corrections are made. The target boost pressure and the target EGR rate are used for setting the target throttle valve opening, the target EGR control valve opening, and the target vane opening. Therefore, in the example introduced above, the reference throttle valve opening, the reference EGR control valve opening calculated based on the target boost pressure and the target EGR rate set based on the target fuel injection amount, and the reference vane The supercharging pressure, the EGR rate, the operating state of the throttle valve, the operating state of the EGR control valve, and the operating state of the vane when the throttle valve 33, the EGR control valve 52, and the vane 35D are operated according to the opening degree are as follows: Predicted by the state space model, it is determined whether or not all the constraint conditions are satisfied based on the prediction result, and the reference throttle valve opening and the reference EGR control valve opening are determined until it is determined that all the constraint conditions are satisfied. And the reference vane opening, and the reference throttle valve opening, the reference EGR control valve opening, and the , The reference vane opening each constraint throttle valve opening, constraints EGR control valve opening, and said to those used as a constraint vane opening.

  When solving the optimization problem of Equation 23 above, an optimal solution may be obtained. However, when the time required for one operation is relatively short, or when a solution needs to be obtained quickly. An approximate solution may be obtained.

  In the above, the embodiment of the present invention has been described by taking as an example the case where the control device of the present invention is applied to a compression ignition type internal combustion engine, but the present invention is also applicable to a spark ignition type internal combustion engine.

  DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 21 ... Fuel injection valve, 35 ... Supercharger, 35A ... Compressor, 35B ... Exhaust turbine, 35D ... Vane, 50 ... EGR device, 52 ... EGR control valve, 60 ... Electronic control device, 72 ... Excess Supply pressure sensor, 74 ... crank position sensor, 75 ... accelerator pedal opening sensor

Claims (10)

A control device for an internal combustion engine comprising a first control object for controlling a first control amount and a second control object for controlling a second control amount, wherein the first control amount is in response to a request for the internal combustion engine at the present time. The target first control amount setting means for setting the target value of the target as the target first control amount, and the target of the first control target based on the target first control amount set by the target first control amount setting means A target first operation state setting means for setting the operation state as a target first operation state, and a target value of the second control amount based on the target first control amount set by the target first control amount setting means. A target second control amount setting means for setting as a second control amount, and a second operation target based on the target second control amount set by the target second control amount setting means based on a second reference Criteria to be set as operation status A second operation state setting unit, and a target second operation state that sets a target operation state of the second control target as a target second operation state based on the reference second operation state set by the reference second operation state setting unit. Operating state setting means, and the operating state of the first controlled object is controlled so that the target first operating state is achieved according to the target first operating state set by the target first control amount setting means. A control device for an internal combustion engine in which the operation state of the second control object is controlled so that the target second operation state is achieved according to the target second operation state set by the target second control object setting means.
The operation state of the first control target is controlled so that the target first operation state is achieved according to the target first operation state set by the target first control amount setting means before a predetermined time from the present time. The second control object in the order of setting of the reference second operation state according to the reference second operation state set by the reference second operation state setting means between the time point before the current time and the current time point. The state of the internal combustion engine after the predetermined time from the current time when the operation state is controlled is predicted as the state of the future internal combustion engine,
When the predicted future state of the internal combustion engine is in a state that satisfies the constraint condition regarding the internal combustion engine, the reference second operation state setting means set by the reference second operation state setting means before the predetermined time from the present time. A target second operation state is set by the target second operation state setting means based on the operation state, and the target second operation state is achieved according to the set target second operation state. The operating state is controlled,
When the predicted future state of the internal combustion engine is not in a state in which the constraint condition regarding the internal combustion engine is satisfied, the state of the future internal combustion engine can be changed into a state in which the constraint condition regarding the internal combustion engine is satisfied. The operation state of the controlled object is calculated as the restricted second operation state, the target second operation state is set based on the calculated restriction second operation state, and the target second operation state is set according to the set target second operation state. A control device for an internal combustion engine in which an operation state of a second control object is controlled so that the operation state is achieved. The actual second control amount at the time when the operation state of the second control target is controlled according to the target second operation state set by the target second operation state setting means is acquired, and is determined in advance from the current time. A deviation from the acquired actual second control amount with respect to the target second control amount set before time is calculated as a second control amount deviation, and the calculated second control amount deviation is integrated to obtain a second value. A controlled variable deviation integrated value is calculated, and the calculated second controlled variable deviation integrated value is reflected in the setting of the target second operation state so that the second controlled variable deviation becomes zero,
When the state of the future internal combustion engine is not in a state in which the constraint condition is satisfied, the deviation of the constraint second operation state calculated at the present time from the reference second operation state set by the reference second operation state setting means at the present time Is calculated as a restricted second operating state deviation, and the calculated restricted second operating state deviation is reflected in the second controlled variable deviation integrated value so as to decrease the second controlled variable deviation integrated value. The control apparatus of the internal combustion engine described in 1.   Of the restricted second operation state that can make the state of the internal combustion engine in the future satisfy the restriction condition, the reference second operation state setting means is set before the predetermined time before the present time. The control device for an internal combustion engine according to claim 1 or 2, wherein a constrained second operation state that is as close as possible to the reference second operation state is used for setting the target second operation state.   The first control target is a fuel injection valve, the first control amount is an amount of fuel injected from the fuel injection valve, and the target first control amount is required as a torque output from the internal combustion engine. The control device for an internal combustion engine according to any one of claims 1 to 3, wherein the control device is set based on torque. Control of an internal combustion engine further comprising a third control target for controlling the third control amount, wherein the change in the operation state of the second control target affects the third control amount when the operation state of the second control target is changed. A device,
Target third control amount setting means for setting a target value of the third control amount as a target third control amount based on the target first control amount set by the target first control amount setting means; and the target third control Based on the target third control amount set by the amount setting means and the target second control amount set by the target second control amount setting means, the operation state to be set as the target of the third control target is the reference third operation. Based on a reference third operation state setting means set as a state, a reference third operation state setting means set as the reference third operation state, and a reference third operation state set by the reference third operation state setting means And a target third operation state setting means for setting the operation state to be set as the target of the third control target as the target third operation state,
According to the reference second operation state set by the reference second operation state setting means between the time point before the predetermined time and the current time point, the second control target is set in the order of setting of the reference second operation state. These reference third operation states are controlled in accordance with the reference third operation state set by the reference third operation state setting means between the time point before the current time and the current time point before the current time. The state of the internal combustion engine after the predetermined time from the current time when the operation state of the third control target is controlled in the set order of is predicted as the state of the future internal combustion engine,
When the predicted future state of the internal combustion engine is in a state of satisfying the constraint condition regarding the internal combustion engine, the reference third operation state setting means set by the reference third operation state setting means before the predetermined time from the present time. Based on the operating state, a target third operating state is set by the target third operating state setting means, and the target third operating state is achieved according to the set target third operating state. The operating state is controlled,
When the predicted future state of the internal combustion engine is not in a state in which the constraint condition relating to the internal combustion engine is satisfied, the state of the future internal combustion engine can be changed to a state in which the restriction condition regarding the internal combustion engine is satisfied. The operating state of the controlled object is calculated as the restricted third operating state, a target third operating state is set based on the calculated restricted third operating state, and the target third operating state is set according to the set target third operating state. The control device for an internal combustion engine according to any one of claims 1 to 4, wherein the operation state of the third control target is controlled so that the operation state is achieved. The actual third control amount at the time when the operation state of the third control target is controlled according to the target third operation state set by the target third operation state setting means is acquired, and is determined in advance from the current time. A deviation from the acquired actual third control amount with respect to the target third control amount set before time is calculated as a third control amount deviation, and the calculated third control amount deviation is integrated to obtain a third control amount deviation. A controlled variable deviation integrated value is calculated, and the calculated third controlled variable deviation integrated value is reflected in the setting of the target third operation state so that the third controlled variable deviation becomes zero,
When the state of the future internal combustion engine is not in a state of satisfying the constraint condition, the deviation of the constraint third operation state calculated at the present time from the reference third operation state set by the reference third operation state setting means at the present time Is calculated as a restricted third operating state deviation, and the calculated restricted third operating state deviation is reflected in the third controlled variable deviation integrated value so as to decrease the third controlled variable deviation integrated value. The control apparatus of the internal combustion engine described in 1. The actual second control amount at the time when the operation state of the second control target is controlled according to the target second operation state set by the target second operation state setting means is acquired, and is determined in advance from the current time. A deviation from the acquired actual second control amount with respect to the target second control amount set before time is calculated as a second control amount deviation,
The actual third control amount at the time when the operation state of the third control target is controlled according to the target third operation state set by the target third operation state setting means is acquired, and is determined in advance from the current time. A deviation from the acquired actual third control amount with respect to the target third control amount set before time is calculated as a third control amount deviation,
The calculated second controlled variable deviation is integrated to calculate a second controlled variable deviation integrated value, and the calculated third controlled variable deviation is integrated to calculate a third controlled variable deviation integrated value. The target second operation state and the target third operation state so that the second control amount deviation integrated value and the third control amount deviation integrated value thus made zero the second control amount deviation and the third control amount deviation. Is reflected in the settings of
When the state of the future internal combustion engine is not in a state in which the constraint condition is satisfied, the deviation of the constraint second operation state calculated at the present time from the reference second operation state set by the reference second operation state setting means at the present time Is calculated as the restricted second operating state deviation, and the deviation of the restricted third operating state calculated at the present time with respect to the reference third operating state set by the reference third operating state setting means is the restricted third operating state deviation And the second controlled variable deviation and the calculated third controlled variable deviation decrease the second controlled variable deviation integrated value and the third controlled variable deviation integrated value. The control apparatus for an internal combustion engine according to claim 5, which is reflected in the integral and the third control amount deviation integrated value.   A reference third operation state set by the reference third operation state setting means before the predetermined time before the present time among the restricted third operation states that can establish a restriction condition for the state of the internal combustion engine in the future The control device for an internal combustion engine according to any one of claims 5 to 7, wherein a restricted third operation state that is as close as possible to the state is used for setting the target third operation state. A control device for an internal combustion engine in which a change in the operation state of the third control object affects the second control amount when the operation state of the third control object is changed,
According to the reference second operation state set by the reference second operation state setting means between the time point before the predetermined time and the current time point, the second control target is set in the order of setting of the reference second operation state. These reference third operation states are controlled in accordance with the reference third operation state set by the reference third operation state setting means between the time point before the current time and the current time point before the current time. The state of the internal combustion engine after the predetermined time from the current time when the operation state of the third control target is controlled in the set order of is predicted as the state of the future internal combustion engine,
When the predicted future state of the internal combustion engine is in a state that satisfies the constraint condition regarding the internal combustion engine, the reference second operation state setting means set by the reference second operation state setting means before the predetermined time from the present time. A target second operation state is set by the target second operation state setting means based on the operation state, and the target second operation state is achieved according to the set target second operation state. The operating state is controlled,
When the predicted future state of the internal combustion engine is not in a state in which the constraint condition regarding the internal combustion engine is satisfied, the state of the future internal combustion engine can be changed into a state in which the constraint condition regarding the internal combustion engine is satisfied. The operation state of the controlled object is calculated as the restricted second operation state, the target second operation state is set based on the calculated restriction second operation state, and the target second operation state is set according to the set target second operation state. The control device for an internal combustion engine according to any one of claims 5 to 8, wherein the operation state of the second control target is controlled so that the operation state is achieved.   The second control object is a supercharger capable of variably controlling the pressure of gas flowing in the intake passage of the internal combustion engine, and the target second control amount is controlled by the supercharger. A pressure of gas flowing in the passage, and the third control target is an exhaust gas recirculation device capable of introducing the exhaust gas discharged from the combustion chamber of the internal combustion engine into the intake passage, and the target third control amount The control device for an internal combustion engine according to any one of claims 5 to 9, wherein is an amount of exhaust gas introduced into the intake passage by the exhaust gas recirculation device.

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