JP4830844B2 - Engine mechanism control device - Google Patents

Description

  The present invention relates to an engine mechanism control device that controls engine operation.

The engine is provided with various electric control mechanisms for controlling engine operation. For example, Patent Document 1 discloses a device that controls an electric throttle that is an electric control mechanism for controlling engine operation. In Patent Document 1, a current command value for achieving the target opening is calculated, and the current command value is corrected with a deviation of the actual opening from the target opening as a disturbance, thereby controlling the actual opening. It matches the opening.
Japanese Patent Laid-Open No. 9-158864

  However, in the conventional control device described above, if the reference response of the feedback type model matching compensation unit is accelerated in order to improve the response, the disturbance resistance is improved as a result, but there is a trade-off relationship between the disturbance resistance and the disturbance. Robust stability is reduced. In addition, when the cutoff frequency of the disturbance compensation unit is increased in order to improve the disturbance resistance, the robust stability is similarly lowered. In other words, there is a limit to improving the response and disturbance resistance while maintaining appropriate robust stability, and there is a problem that higher response and high disturbance resistance cannot be realized.

  The present invention has been made paying attention to such a conventional problem, and by controlling an electric control mechanism for controlling engine operation with a command value that can be actually output, high responsiveness is achieved. An object of the present invention is to provide an engine mechanism control device capable of obtaining high disturbance resistance.

  The present invention solves the above problems by the following means. In addition, in order to make an understanding easy, although the code | symbol corresponding to embodiment of this invention is attached | subjected, it is not limited to this.

The present invention is an engine mechanism control apparatus that controls an engine mechanism that controls engine operation, and is for inputting a control target value and controlling the engine mechanism (30, 10) to be controlled according to the control target value. A model reference type control unit (B31) that outputs a reference control signal of the model, a first control target model unit that inputs a signal output from the model reference type control unit, and the first reference target model unit that is output from the model reference type control unit. A control target model unit including a limit model unit that limits the upper and lower limit values of a signal input from the control target model unit; a second control target model unit that calculates a normative response value based on the signal limited by the limit model unit; And a feedforward compensator (B3) including: an output control for controlling the engine mechanism based on the reference response value and an actual response value of the engine mechanism A feedback compensator that outputs No. (B4), and wherein the obtaining Bei a.

  According to the present invention, the engine mechanism is controlled by the reference control signal that is output from the model reference control unit and limited until it is input to the control target model unit, so that the actual control target can be controlled. The control target model part can be calculated by the output. Therefore, it is more realistic and high responsiveness and high disturbance resistance can be obtained.

Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings.
(First embodiment)
FIG. 1 is a diagram showing a configuration of a first embodiment of a control device for an engine mechanism according to the present invention.

  In the present embodiment, a variable valve timing control (hereinafter referred to as “VTC”) as an engine mechanism is controlled.

  The engine mechanism control apparatus 1 according to the present embodiment includes a controller 70 and a solenoid valve 40. The solenoid valve 40 switches an oil path to adjust the amount of hydraulic oil supplied to the VTC, thereby converting the VTC conversion angle θ. To control.

  Since the structure of the VTC 30 is known, it will be briefly described here.

  The VTC 30 includes a camshaft 31 and a camshaft drive sprocket 33 that is coaxial with the camshaft 31 and rotates synchronously with the crankshaft of the engine via a belt or chain. By changing the relative angle (conversion angle) with the drive sprocket 33, the opening / closing timing of the intake valve or exhaust valve is controlled to be advanced / retarded.

  The camshaft 31 includes a plurality of vanes 32 that rotate integrally with the camshaft 31.

  The camshaft drive sprocket 33 is provided with a space that allows the vane 32 to rotate. The space is made into an advance hydraulic chamber 33a and a retard hydraulic chamber 33b by the vane 32.

  The advance hydraulic chamber 33a is connected to a passage switching solenoid valve 40 via an advance oil passage 43a. The retard hydraulic chamber 33b is connected to a solenoid valve 40 for switching the passage via a retard oil passage 43b.

  In addition to the advance oil passage 43a and the retard oil passage 43b, the solenoid valve 40 includes an oil supply passage 42 provided with an oil pump 41 that pumps hydraulic oil of the oil pan 45 in the middle, and an oil pan 45 to the oil pan 45. A drain passage 44 for returning the hydraulic oil is connected.

  The engine mechanism control device 1 changes and maintains the hydraulic pressure to the advance hydraulic chamber 33a and the retard hydraulic chamber 33b as appropriate by controlling the amount of current supplied to the solenoid valve 40 and switching the oil passage, and changes the conversion angle. ,Hold. As a result, the VTC 30 controls the advance / retard of the opening / closing timing (valve timing) of the intake valve or the exhaust valve.

  Specifically, when the energization amount to the solenoid valve 40 is increased, the passage is switched to the passage A, and the hydraulic oil in the oil pan 45 is supplied to the advance hydraulic chamber 33a through the advance oil passage 43a. On the other hand, the hydraulic oil in the retarded hydraulic chamber 33 b is discharged to the oil pan 45 through the retarded oil passage 43 b and the drain passage 44. Thereby, the hydraulic pressure in the advance hydraulic chamber 33a becomes relatively high, and the valve timing is advanced.

  When the energization amount to the solenoid valve 40 is decreased, the passage is switched to the passage B, and the hydraulic oil in the oil pan 45 is supplied to the advance hydraulic chamber 33a through the retard oil passage 43b. On the other hand, the hydraulic oil in the advance hydraulic chamber 33 a is discharged to the oil pan 45 through the advance oil passage 43 a and the drain passage 44. As a result, the hydraulic pressure in the retarded hydraulic chamber 33b becomes relatively high, and the valve timing is retarded.

  Control of the energization amount to the solenoid valve 40 is executed by the controller 70. A crank angle sensor 71, a cam angle sensor 72, and a water temperature sensor 73 are connected to the controller 70. The crank angle sensor 71 outputs an angle signal of the crankshaft and outputs a reference crank position signal at the reference rotational position of the crankshaft. The cam angle sensor 72 outputs a reference cam position signal at the reference rotation position of the camshaft 31. The water temperature sensor 73 outputs the engine water temperature.

The controller 70 determines the current conversion angle (hereinafter referred to as “actual conversion angle”) θ of the VTC 30 based on the deviation angle of the reference rotational position between the crankshaft and the camshaft 31 detected by the crank angle sensor 71 and the cam angle sensor 72. Is detected. Then, the energization amount to the solenoid valve 40 is controlled so that the actual conversion angle θ follows the target conversion angle θ _com set based on the operating condition of the engine.

  FIG. 2 is a block diagram showing functions related to engine mechanism control of the controller. Each block is numbered with a number corresponding to a step number in the flowchart described later with B added at the beginning. Details of specific control contents of each block will be described later along a flowchart.

The controller 70 outputs a current command value (output control signal) I _com for controlling the solenoid valve 40 based on the target conversion angle θ _com and the actual throttle opening θ. The controller 70 includes a feedforward compensator B3 and a feedback compensator B4.

The feedforward compensator B3 receives the target conversion angle θ _com and outputs the reference response conversion angle θ _sim . Although a specific configuration of the feedforward compensator B3 will be described later, the feedforward compensator B3 has a limit model B302 therein. This limit model B302 uses the limit value calculated by the current limit value calculator B2.

The current limit value calculator B2 inputs the engine speed and the water temperature, and outputs an angular velocity upper limit value ω _{LMT_H} and an angular velocity lower limit value ω _{LMT_L} .

The feedback compensator B4 receives the reference response conversion angle θ _sim and the actual conversion angle θ, and outputs a current command value I _com so that the actual conversion angle θ matches the reference response conversion angle θ _sim .

  FIG. 3 is a diagram illustrating a detailed configuration of the feedforward compensator B3 of the present embodiment.

The feedforward compensator B3 of the present embodiment includes a model reference control unit B31 and a control target model B30. The feedforward compensator B3 inputs the previous values of the target conversion angle θ _com and the norm response conversion angle θ _sim and outputs the current value of the norm response conversion angle θ _sim .

  The control target model B30 includes a control block B301, an internal restriction block B302, and a control block B303.

The control block B301 calculates the conversion angular velocity ω ₁ based on the output of the model reference control unit B31. The transfer function of the control block B301 is G _p1 (s).

The internal restriction block B302 calculates a limit conversion angular velocity ω _limited based on the conversion angular velocity ω ₁ . The VTC 30 controls the conversion angle by the hydraulic oil pressure as described above. Since the hydraulic pressure of the hydraulic oil varies depending on the rotational speed of the engine, the rotational angular speed of the VTC 30 is influenced by the rotational speed of the engine, and the rotational angular speed of the VTC 30 is limited by the rotational speed of the engine. Further, the temperature of the hydraulic oil changes depending on the engine water temperature, and the viscosity of the hydraulic oil also changes. Accordingly, the conversion angular velocity of the VTC 30 is limited by the engine water temperature. An internal restriction block B302 simulates such a restriction structure.

The control block B303 outputs the current value of the normative response conversion angle _θsim based on the limit conversion angular velocity _ωlimited . The transfer function of the control block B303 is G _p2 (s).

  FIG. 4 is a diagram illustrating a detailed configuration of model matching compensation that is an example of the model reference control unit B31.

  The model matching compensation includes a control block B311, a control block B312, a subtractor B313, and a control block B314.

The control block B311 is composed of Bmf, the control block B312 is composed of L (z ⁻¹ ), and the control block B314 is composed of 1 / R (z ⁻¹ ). Details are as follows.

These will be supplementarily described. In this case, the continuous system transfer characteristic G _p (s) to be controlled from the current command value I _com to the actual conversion angle θ is (K / (as ² + bs + c)) (hereinafter, expressed as 0th order / secondary). . The transfer characteristic obtained by discretizing this becomes G _p (z ⁻¹ ), which is expressed by the following equation (2).

The zero point of the ^{_{G p (z -1) (-bp1}} / bp0) Since converges to -1 Smaller sampling time, become unstable when using the inverse system G _p (z ^-1) to the compensator End up. In order to avoid this, the model matching compensator is designed as follows.

A desired response characteristic is given by a continuous system reference model transfer characteristic G _M 0 (s) (0th order / second order). _Assuming that this is a discretized reference model transfer characteristic G _M 0 (z ⁻¹ ), the zero point that converges to −1 when the sampling time is reduced is the same as the transfer characteristic G _p (z ⁻¹ ) of the controlled object. Have. Therefore, the zero point of the reference model transfer characteristic G _M 0 (z ⁻¹ ) is replaced with the zero point of the controlled object transfer characteristic G _p (z ⁻¹ ) for the purpose of canceling both when designing the model matching compensator. G _M (z ⁻¹ ) is used as the reference model transfer characteristic. If the sampling time is sufficiently small, there is almost no difference between G _M (z ⁻¹ ) and G _M 0 (z ⁻¹ ), and there is no practical problem.

  From the equations (2.1) and (3), the model matching compensation control block B311, control block B312 and control block B314 are configured as described above.

  The subtractor B313 subtracts the output signal value of the control block B312 from the output signal value of the control block B311.

A current command value (normative control signal) I _com0 is output from the control block _B314 .

  Below, the concrete control logic of the controller 70 is demonstrated along a flowchart. FIG. 5 is a flowchart of a main routine for engine mechanism control. The controller 70 repeatedly executes this process in a minute time (for example, 10 milliseconds) cycle.

  In step S1, the controller 70 reads the rotational speed and water temperature of the engine and the actual conversion angle θ.

The controller 70 in step S2 computes the converted angular velocity upper limit omega _LMT _ _H and a conversion angular velocity lower limit omega _LMT _ _L. Specifically, finding a conversion angular velocity upper limit omega _LMT _ _H and a conversion angular velocity lower limit omega _LMT _ _L based on a map of the characteristic shown in FIG. 8 which is stored in advance in ROM. FIG. 8 shows an example of the conversion angular velocity upper limit map, but a similar conversion angular velocity lower limit map is also stored in the ROM. These maps are set in advance through experiments.

  In step S3, the controller 70 executes a feed forward process. Specific processing contents will be described later.

In step S4, the controller 70 executes a feedback process. Specifically, as described above, the feedback response compensator B4 inputs the reference response conversion angle θ _sim and the actual conversion angle θ, and the current command value I _com so that the actual conversion angle θ matches the reference response conversion angle θ _sim. Is output.

  FIG. 6 is a flowchart showing a subroutine of feedforward processing.

  In step S31, the controller 70 performs model matching processing. Specifically, the model matching compensation process described in FIG. 4 is performed.

In step S302, the controller 70 performs a limit process to calculate a limit conversion angular velocity ω _limited . A specific processing routine will be described later.

In step S303, the controller 70 inputs the limit conversion angular velocity ω _limited and calculates the throttle reference response opening θ _sim in the control target model B303.

  FIG. 7 is a flowchart showing a subroutine of restriction processing.

Controller 70 in step S3021 determines whether the converted angular velocity omega ₁ is smaller than the conversion velocity limit value ω _LMT _ _L. If it is smaller, the process proceeds to step S3022, and if not, the process proceeds to step S3023.

Controller 70 in step S3022 limits the limit conversion angular velocity omega _Limited conversion angular velocity lower limit omega _LMT _ _L.

Controller 70 in step S3023 determines whether the converted angular velocity omega ₁ greater than the conversion velocity upper limit value ω _LMT _ _H. If so, the process proceeds to step S3025; otherwise, the process proceeds to step S3024.

In step S3024, the controller 70 sets the conversion angular velocity ω ₁ as the limit conversion angular velocity ω _limited .

Controller 70 in step S3025 limits the limit conversion angular velocity omega _Limited conversion angular velocity upper limit value ω _LMT _ _H.

  As described above, conventionally, the current command value for achieving the control target value is larger than the current that can be actually output, and the calculated current command value may not actually be output. In such a case, the actual value did not match the control target value, and a response delay or overshoot occurred (see FIG. 9A).

However, according to the present embodiment, the controlled object model B30 having the restriction model B302 is configured inside the feedforward compensator B3. The reference response conversion angle θ _sim output from the control target model B30 is fed back to the model reference control unit B31. By configuring the limit model B302 in this way, the deviation of the normative response conversion angle θ _sim from the actual conversion angle is reduced, the accuracy is improved, and response delay and overshoot are eliminated (FIG. 9B )reference).

(Second Embodiment)
FIG. 10 is a diagram showing a configuration of a second embodiment of the control device for the engine mechanism according to the present invention. In the following description, the same reference numerals are given to portions that perform the same functions as those in the above-described embodiment, and overlapping descriptions are omitted as appropriate.

Current limit value calculator B2 of the present embodiment includes an angular velocity limiting value calculating unit B201 and the time constant calculating unit B 202, inputs the rotational speed and the water temperature of the engine, the angular velocity upper limit omega _LMT _ _H and the angular velocity lower limit omega _LMT to calculate the _ _L, to calculate the constant T ₁ time. The angular velocity upper limit omega _LMT _ _H and the angular velocity lower limit omega _LMT _ _L calculated is input to the constraint model B302, constant T ₁ when calculated, Model Reference control unit B31 and the control block B301 and control block Input to B303.

  By doing so, it becomes possible to control the conversion angle of the VTC with higher accuracy.

(Third embodiment)
FIG. 11 is a diagram showing a configuration of a third embodiment of the engine mechanism control apparatus according to the present invention.

In the first embodiment and the second embodiment described above, the VTC as the engine mechanism having the limiting element has been exemplified and described. However, another example of an engine mechanism having a limiting element is an electric throttle. That is, since the power supply voltage V _B for driving the throttle drive motor is limited and the current is also limited depending on the vehicle state, the throttle valve opening may not be controlled according to the command value. Even in such a case, it is possible to obtain the effect of improving the responsiveness and disturbance resistance by controlling in the same manner as described above. Hereinafter, a case where the opening degree of a throttle valve as an engine mechanism having a limiting element is controlled will be described.

  In this embodiment, an electric throttle as an engine mechanism is controlled.

  The engine mechanism control device 1 of the present embodiment includes a controller 70, a current control amplifier 11, and a throttle drive motor 12, and adjusts the actual opening θ of the throttle valve 10 by the throttle drive motor 12.

The controller 70 inputs the power supply voltage V _B , the throttle target opening θ _com and the throttle actual opening θ, and controls the throttle drive motor 12 so that the throttle actual opening θ matches the throttle target opening θ _com. Current command value I _com is output. The throttle target opening θ _com is calculated from the amount of depression of the driver's accelerator pedal. The controller 70 includes a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). The controller 70 may be composed of a plurality of microcomputers.

The current control amplifier 11 controls the switching time of the power transistor so that the actual current flowing through the throttle drive motor 12 matches the current command value I _com from the controller 70.

  The throttle drive motor 12 is a DC motor, for example. The throttle drive motor 12 is decelerated by the gear 13 and drives the shaft 10 a of the throttle valve 10. An angle sensor 14 is installed at one end of the shaft 10a.

  The angle sensor 14 detects the actual opening degree θ of the throttle valve 10. The angle sensor 14 is, for example, a potentiometer that outputs an analog signal. The angle sensor 14 may be an optical encoder instead of a potentiometer. If an optical encoder is used, the actual opening θ of the throttle valve 10 can be detected with higher accuracy. The analog signal output from the potentiometer is amplified by a sensor signal processing circuit including an amplifier and an A / D converter, converted into a digital signal, and input to the controller 70.

  The throttle valve 10 is provided with a valve closing spring that operates to close the throttle valve 10 and a valve opening spring that operates to open the valve. Both springs hold the throttle valve 10 at the default opening when there is no driving force by the throttle drive motor 12. In this way, the throttle valve 10 has a fail-safe structure that is maintained at a constant default opening degree and can travel while ensuring intake air even if a current does not flow through the throttle drive motor 12. Yes.

  FIG. 12 is a block diagram illustrating functions related to engine mechanism control of the controller. The configuration of the controller of this embodiment is basically the same as that of the first embodiment shown in FIG. 2, but a disturbance compensator is further added.

  The controller 70 of the present embodiment differs from the first embodiment in the detailed configuration of the current limit value calculator B2, the feedforward compensator B3, and the disturbance compensator B6, and this will be described below.

The current limit value calculator B2 inputs the actual throttle opening θ, the power supply voltage V _{B and the} like, and outputs a current limit value I _LMT .

The feedforward compensator B3 inputs the throttle target opening θ _com and outputs the throttle reference response opening θ _sim . Although a specific configuration of the feedforward compensator B3 will be described later, the feedforward compensator B3 has a limit model B32 therein. This limit model B32 uses the limit value calculated by the current limit value calculator B2.

The disturbance compensator B5 receives the current command value I _com and the actual throttle opening θ, and outputs a disturbance compensation value I _dis based on both. A specific configuration of the disturbance compensator B6 will be described later.

The subtractor B6 subtracts the disturbance compensation value I _dis from the current command value I _com1, thereby outputting a current command value I _{com from} which influences due to disturbance and parameter fluctuations are eliminated. The throttle drive motor 12 is actuated by the current command value I _com and the actual opening θ of the throttle valve 10 is adjusted.

  FIG. 13 is a diagram illustrating a detailed configuration of the feedforward compensator B3.

The feedforward compensator B3 includes a model reference control unit B31, a limit model B32, and a controlled object model B33. In the feedforward compensator B3 of the first embodiment shown in FIG. 3, if the transfer function of the control block B301 is G _p1 (s) = 1, the feedforward compensator B3 of this embodiment is obtained. The feedforward compensator B3 inputs the throttle target opening θ _com and outputs the throttle reference response opening θ _sim .

The model reference control unit B31 inputs the throttle target opening θ _com and the throttle reference response opening θ _sim and outputs a current command value I _com0 . The model reference control unit B31 may use, for example, the model matching compensation shown in FIG. 4 described above.

The restriction model B32 is a model simulating a structure that restricts the current that flows to the controlled object (mechanism from the current control amplifier 11 to the throttle valve 10). That is, the power supply voltage V _B for driving the throttle drive motor 12 is limited depending on the vehicle state, and the current is also limited. In addition, a counter electromotive force is generated in the DC motor, which also limits the current. Furthermore, the current drive circuit has an internal resistance such as a winding resistance of the motor, which also limits the current. A model imitating such a current limiting structure is the limiting model B32.

The control target model B33 is a model in which a control target (mechanism from the current control amplifier 11 to the throttle valve 10) is a transfer function. The control target model B33 inputs the output of the limit model B32 and outputs the throttle reference response opening _θsim . The transfer function of the control block B33 is G _p (s).

  FIG. 14 is a diagram illustrating a detailed configuration of the disturbance compensator B5.

The disturbance compensator B5 receives the current command value I _com and the actual throttle opening θ, and outputs a disturbance compensation value I _dis based on both. The disturbance compensator B5 includes a control block B51, a control block B52, a control block B53, and a subtractor B54.

The control block B51 is a limiter that inputs the current command value I _com and limits the upper and lower limits of the current flowing through the electric motor 12. The control block B51 limits the input to the disturbance compensator B5 when the motor current is saturated, thereby preventing an error from accumulating in the disturbance compensation value I _dis and preventing the response performance from deteriorating. As the limit value, by using the input limit value _ILMT calculated by the current limit value calculator B2 shown in FIG. 12, accumulation of errors due to the input limit can be prevented more accurately.

The control block B52 inputs the current value limited by the control block B51 and outputs a current command value I _com2 . The control block B52 is a filter H (z ^-1 ) obtained by adding Q (z ^-1 ) having a zero point of G _p (z ^-1 ) to a low-pass filter H0 (z ^-1 ) having a steady gain of 1. is there. The control block B52 performs a low-pass filter process on the current command value limited by the control block B51 and outputs a current command value _Icom2 .

The control block B53 is a filter H (z ⁻¹ ) / G _p (z ⁻¹ ). Therefore, the zero point that converges to -1 is canceled out, so that the control block B53 becomes a stable digital filter. Control block B53 includes a current command value I discrete system transfer characteristic of the controlled object from _com to the throttle opening degree θ G _p (z ^-1), the current command value I _com on the basis of the actual opening theta of the throttle valve 10 _Is reverse-calculated and further subjected to low-pass filtering to output a current command value I _com3 .

The subtracter B54, subtracts the current command value I _com2 from the current command value I _com3, deviation amount of the current command value I _com by the control target of the disturbance and parameter variation from the current amplifier to the sensor signal processing circuit (disturbance compensation value) I _dis is calculated.

The disturbance compensation value I _dis is zero when there is no disturbance or parameter fluctuation in the controlled object. On the other hand, when there is a disturbance d or a parameter variation Δ in the controlled object, the throttle valve opening θ is expressed by the following equation (4).

In a frequency band where the gain characteristic of H (z ⁻¹ ) is 1, it is expressed by the following equation (5).

That is, the influence of the disturbance d and the parameter fluctuation Δ is completely canceled, and the dynamic characteristic of the controlled object is made constant to the nominal model G _p (z ⁻¹ ). Increasing the cut-off frequency of H (z ⁻¹ ) provides the same effect up to the high frequency range, but conversely becomes a high gain feedback, and the stability margin is reduced, so a trade-off design is required.

  Below, the concrete control logic of the controller 70 is demonstrated along a flowchart. FIG. 15 is a flowchart of a main routine for engine mechanism control. The controller 70 repeatedly executes this process in a minute time (for example, 10 milliseconds) cycle.

In step S1, the controller 70 reads the actual throttle opening θ and the power supply voltage V _B.

In step S2, the controller 70 calculates a current limit value I _LMT . A specific calculation routine will be described later.

  In step S3, the controller 70 executes a feed forward process. Specific processing contents will be described later.

  In step S4, the controller 70 executes a feedback process.

In step S5, the controller 70 calculates a disturbance compensation value I _dis . Specifically, the calculation is performed based on the block diagram of FIG.

In step S6, the controller 70 subtracts the disturbance compensation value I _dis from the current command value I _com1 to calculate the current command value I _com .

  FIG. 16 is a flowchart showing a subroutine for calculating a current limit value.

In step S21, the controller 70 calculates the back electromotive force V _REV of the DC motor. Specifically, the throttle valve angular velocity ωθ is first calculated by subjecting the actual throttle opening θ to an approximate differential process represented by the transfer function of the following equation (6.1). The counter electromotive force V _REV is calculated by multiplying the calculated angular velocity ωθ by a constant K _REV determined from the gear ratio of the speed reducer and the torque constant of the motor. The approximate differentiation process is expressed by the transfer function of the following equation (6.1), but in actuality, it is calculated using a recurrence formula obtained by discretization by Tustin approximation or the like.

In this embodiment, the back electromotive force is estimated using approximate differentiation, but the angular velocity ωθ is calculated using an observer using the throttle opening θ, the previous current command value I _com, and the mathematical model of the control target. Thus, the back electromotive force V _REV may be estimated.

In step S22, the controller 70 estimates the internal resistance _Rsim of the current drive circuit. Actually, estimation is performed using an adaptive digital filter or an extended Kalman filter using the throttle opening θ, the current command value I _com, and the following mathematical model of the control target.

The internal resistance R obtained by these is used as the internal resistance estimated value _Rsim of the current drive circuit.

In step S23, the controller 70 calculates a current limit value _ILMT . Specifically, it is calculated by the following equation (8).

  FIG. 17 is a flowchart showing a subroutine of feedforward processing.

In Step S330, the controller 70 inputs the feed forward current command value I _com00 and calculates the throttle reference response opening θ _sim in the control target model B33.

  In step S31, the controller 70 performs model matching processing. Specifically, the model matching compensation process described in FIG. 4 is performed.

In step S32, the controller 70 performs a current limiting process to calculate a current command value I _com00 . A specific processing routine will be described later.

  FIG. 18 is a flowchart showing a subroutine of current limiting processing.

Step controller 70 in S321 determines whether the before limitation current command value I _com0 is smaller than the negative value of the current limit value I _LMT (-I _LMT). If it is smaller, the process proceeds to step S322; otherwise, the process proceeds to step S323.

The controller 70 in step S322 limits the current command value I _Com00 a negative value of the current limit value I _LMT (-I _LMT).

The controller 70 in step S323 determines whether the before limitation current command value I _com0 is greater than the current limit value I _LMT. If so, the process proceeds to step S325; otherwise, the process proceeds to step S324.

In step S324, the controller 70 sets the current command value I _com0 before limitation as the current command value I _com00 .

The controller 70 in step S325 limits the current command value I _Com00 current limiting value I _LMT.

  As described above, conventionally, the current command value for achieving the control target value may become uselessly larger than the current that can actually be output. In such a case, the actual value did not match the control target value, and a response delay or overshoot occurred (see FIG. 19A).

However, according to the present embodiment, the limit model B32 is configured inside the feedforward compensator B3. The throttle reference response opening θ _sim output from the control target model B33 is fed back to the model reference control unit B31. By configuring the limit model B32 in this way, the difference between the throttle reference response opening θ _sim and the actual opening is reduced, the accuracy is improved, and response delay and overshoot are eliminated (FIG. 19 ( See B)).

(Fourth embodiment)
The electric throttle valve is held at a predetermined default opening degree by a valve opening spring and a valve closing spring if no current flows through the throttle drive motor 12 as described above. In such a structure, the throttle valve is a default valve. Stop temporarily at the default opening when passing through the opening.

The relationship between the load torque of the actuator and the throttle opening is as shown in FIG. Since the load torque of the actuator is substantially proportional to the current, it can be considered that this figure shows the relationship between the current flowing to the actuator and the throttle opening. As can be seen from FIG. 20, the opening of the throttle valve increases or decreases in proportion to the current if it is other than the default opening, but does not increase or decrease when the current is increased or decreased at the default opening. Thus, there is a discontinuous step centering on the default opening. The magnitude of the open load torque T_ _OP in default opening (absolute value) is not necessarily the same as the size of the closed load torque T_ _CL (absolute value).

  Therefore, in this embodiment, in order to further improve the accuracy, the current limit value is changed depending on whether the opening degree is higher or lower than the default opening degree.

  FIG. 21 is a flowchart illustrating a subroutine for calculating a current limit value according to the fourth embodiment.

  Since step S21 and step S22 are the same as those in the third embodiment, detailed description thereof is omitted.

The controller 70 in step S23 calculates the upper limit value I _LMT _ _HIGH _ _FIN and the lower limit I _LMT _ _LOW _ _FIN.

Specifically, first, the upper limit reference value I _{LMT_HIGH} and the lower limit reference value I _{LMT_LOW} are calculated by the following equations (9.1) and (9.2).

When the throttle opening exceeds the default opening, the opening correction value I _{LMT_OP} is calculated by the following equation (10.1) based on the torque characteristics of the actuator, and the upper limit value I _{LMT_HIGH_FIN} is calculated by the following equations (10.2) (10.3). And the lower limit value I _{LMT_LOW_FIN} is calculated.

On the other hand, when the throttle opening does not exceed the default opening, the closing correction value I _{LMT_CL} is calculated by the following equation (11.1) based on the torque characteristics of the actuator, and the upper limit value I _{LMT_HIGH_FIN} is calculated by the following equations (11.2) (11.3). And the lower limit value I _{LMT_LOW_FIN} is calculated.

As this manner illustrated in limit processing routine (S32) in FIG. 22 by using the upper limit value I _{LMT_HIGH_FIN} and the lower limit I _{LMT_LOW_FIN} obtained, it calculates the current command value I _Com00 with current limiting process.

If current command value I _com0 before limitation is smaller than lower limit value I _{LMT_LOW_FIN} (Yes in step S321), current command value I _com00 is limited to lower limit value I _{LMT_LOW_FIN} (step S322).

If current command value I _com0 before limitation is larger than upper limit value I _{LMT_HIGH_FIN} (Yes in step S323), current command value I _com00 is limited to upper limit value I _{LMT_HIGH_FIN} (step S325).

And before limitation current command value I _com0 is a lower limit value I _{LMT_LOW_FIN} or more and not more than the upper limit I _{LMT_HIGH_FIN,} sets the before limitation current command value I _com0 as the current command value _I com00 (step S324).

  By doing so, the throttle valve could be controlled more precisely and the accuracy could be improved. That is, as seen in FIG. 23A, according to the comparative example, the convergence was deteriorated when the throttle valve was opened stepwise. However, according to the present embodiment, the convergence is improved as seen in FIG.

(Fifth embodiment)
FIG. 24 is a diagram showing the configuration of a fifth embodiment of the engine mechanism control apparatus according to the present invention.

  As illustrated in FIG. 24, the current limit value calculator B2 of the present embodiment includes a throttle valve steady state determination unit B21 and a limit value calculation unit B22.

  The throttle valve steady state determination unit B21 determines whether or not the throttle valve is in a steady state. The steady state is a state where the throttle valve maintains a constant opening, and a typical steady state is an idle state.

The limit value calculation unit B22 receives the disturbance compensation value I _dis and outputs an upper limit value I _{LMT_HIGH_FIN} and a lower limit value I _{LMT_LOW_FIN} .

  FIG. 25 is a flowchart showing a subroutine for calculating a current limit value.

In step S201, the controller 70 performs low-pass filter processing of the following equation (12) on the disturbance compensation value I _DIS . Here, T _DIS is a low-pass filter time constant, and is set in consideration of a disturbance compensation value fluctuation margin when the throttle opening is in a steady state. Actually, it is calculated using a recurrence formula obtained by discretization by Tustin approximation or the like. Note that s is a Laplace operator.

In step S202, the controller 70 determines whether or not the throttle valve is in a steady state from the deviation between the target throttle opening θ _com and the actual throttle opening θ. If the deviation is smaller than a predetermined value determined from the steady characteristic of the throttle servo performance, the steady state is determined. Otherwise, the transient state is determined. When in a steady state, the process proceeds to step S203, and when in a transient state, the process proceeds to step S204.

The controller 70 in step S203 sets the I _{DIS_LPF} as I _{DIS_LMT.}

  In step S204, the controller 70 determines the current opening range of the throttle valve. That is, if the actual throttle opening θ is larger than the default opening, the process proceeds to step S205, and if not, the process proceeds to step S209.

The controller 70 in step S205 determines whether or not the absolute value of I _{DIS_LMT} is larger than the opening correction value I _{LMT_OP.} If so, the process proceeds to step S206; otherwise, the process proceeds to step S207.

In step S206, the controller 70 _sets the absolute value of I _{DIS_LMT} as I _{LMT_OP_FIN} .

In step S207, the controller 70 sets the open correction value I _{LMT_OP} as I _{LMT_OP_FIN} .

The controller 70 in step S208 is configured to set as I _{LMT_HIGH_FIN} by subtracting the I _{LMT_OP_FIN} from I _{LMT_HIGH,} set as I _{LMT_LOW_FIN} by subtracting the I _{LMT_OP_FIN} from I _{LMT_LOW.}

The controller 70 in step S209, the negative value of the absolute values of the _{I DIS_LMT (- | I DIS_LMT |} ) is equal to or less than or closing the correction value I _{LMT_CL.} If it is smaller, the process proceeds to step S210, and if not, the process proceeds to step S211.

The controller 70 in step S210, the negative value of the absolute values of the I _{DIS_LMT} - sets as _{I LMT_CL_FIN (| | I DIS_LMT)} .

In step S211, the controller 70 sets the closing correction value I _{LMT_CL} as I _{LMT_CL_FIN} .

The controller 70 at step S212 serves to set as I _{LMT_HIGH_FIN} by subtracting the I _{LMT_CL_FIN} from I _{LMT_HIGH,} set as I _{LMT_LOW_FIN} by subtracting the I _{LMT_CL_FIN} from I _{LMT_LOW.}

  By doing so, the throttle valve could be controlled more precisely and the accuracy could be improved. That is, as seen in FIG. 26A, according to the comparative example, the convergence was deteriorated when the throttle valve was opened stepwise. However, according to the present embodiment, the convergence is improved as seen in FIG.

(Sixth embodiment)
FIG. 27 is a diagram showing a configuration of a sixth embodiment of the control device for the engine mechanism according to the present invention.

In the fifth embodiment described above, the limit value calculation unit B22 inputs the disturbance compensation value I _dis and outputs the upper limit value I _{LMT_HIGH_FIN} and the lower limit value I _{LMT_LOW_FIN} . However, in this embodiment, the limit value calculation unit B22 inputs the feedback current command value I _{com_FB} . Then, the upper limit value I _{LMT_HIGH_FIN} and the lower limit value I _{LMT_LOW_FIN} are output.

  Even if it is such a structure, the effect similar to the above can be acquired.

  Without being limited to the embodiments described above, various modifications and changes are possible within the scope of the technical idea, and it is obvious that these are also included in the technical scope of the present invention.

It is a figure which shows the structure of 1st Embodiment of the control apparatus of the engine mechanism by this invention. It is a block diagram which shows the function regarding the engine mechanism control of a controller. It is a figure explaining the detailed structure of feedforward compensator B3 of this embodiment. It is a figure explaining the detailed structure of the model matching compensation which is an example of model norm control part B31. It is a flowchart of the main routine of engine mechanism control. It is a flowchart which shows the subroutine of a feedforward process. It is a flowchart which shows the subroutine of a restriction | limiting process. It is the figure which showed an example of the conversion angular velocity upper limit map. It is a figure explaining the effect of a 1st embodiment. It is a figure which shows the structure of 2nd Embodiment of the control apparatus of the engine mechanism by this invention. It is a figure which shows the structure of 3rd Embodiment of the control apparatus of the engine mechanism by this invention. It is a block diagram which shows the function regarding the engine mechanism control of a controller. It is a figure explaining the detailed structure of feedforward compensator B3. It is a figure explaining the detailed structure of disturbance compensator B5. It is a flowchart of the main routine of engine mechanism control. It is a flowchart which shows the subroutine of electric current limit value calculation. It is a flowchart which shows the subroutine of a feedforward process. It is a flowchart which shows the subroutine of an electric current limitation process. It is a figure explaining the effect of 2nd Embodiment. It is a figure which shows the relationship between the load torque of an actuator, and throttle opening. It is a flowchart which shows the subroutine of the current limiting value calculation of 4th Embodiment. It is a flowchart which shows the subroutine of the restriction | limiting process of 4th Embodiment. It is a figure explaining the effect of 4th Embodiment. It is a figure which shows the structure of 5th Embodiment of the control apparatus of the engine mechanism by this invention. It is a flowchart which shows the subroutine of electric current limit value calculation. It is a figure explaining the effect of 5th Embodiment. It is a figure which shows the structure of 6th Embodiment of the control apparatus of the engine mechanism by this invention.

Explanation of symbols

10 Throttle valve (engine mechanism)
30 Variable valve mechanism VTC (Engine mechanism)
70 Controller B2 Current limit value calculator B3 Feed forward compensator B32 Limit model B33 Control target model part B4 Feedback compensator B5 Disturbance compensator

Claims (12)

An engine mechanism control device for controlling an engine mechanism for controlling engine operation,
A model reference type control unit that inputs a control target value and outputs a reference control signal for controlling the engine mechanism to be controlled according to the control target value, and a signal output from the model reference type control unit are input. Based on the first controlled object model unit, the limited model unit that limits the upper and lower limit values of the signal that is output from the model reference type control unit and input from the first controlled model unit, and the signal that is limited by the limited model unit A control target model unit including a second control target model unit that calculates a reference response value , and a feedforward compensator,
A feedback compensator that outputs an output control signal for controlling the engine mechanism based on the reference response value and an actual response value of the engine mechanism;
Engine mechanism control apparatus characterized by obtaining Bei a. The engine mechanism to be controlled is a variable valve mechanism that adjusts the amount of hydraulic oil and controls the conversion angle by moving a solenoid valve.
The engine mechanism control apparatus according to claim 1 . The limit model unit limits the reference control signal with a limit value set based on the hydraulic pressure of the hydraulic oil.
The engine mechanism control device according to claim 2 . The limit model unit limits the reference control signal with a limit value set based on the engine speed.
The engine mechanism control device according to any one of claims 1 to 3 , wherein the engine mechanism control device is provided. The limit model unit limits the reference control signal with a limit value set based on the engine water temperature or the engine oil temperature.
The engine mechanism control device according to any one of claims 1 to 4 , wherein the engine mechanism control device is provided. The limit model unit limits the normative control signal with a limit value set based on an estimated internal resistance value of the current drive circuit.
The engine mechanism control device according to any one of claims 1 to 5 , wherein the engine mechanism control device is provided. The limit model unit limits the normative control signal with a limit value set based on a power supply voltage.
The engine mechanism control device according to any one of claims 1 to 6 , wherein the engine mechanism control device is provided. The engine mechanism to be controlled is an electric throttle that is opened and closed by a motor.
The engine mechanism control apparatus according to claim 1 . The limit model unit limits the reference control signal with a limit value set based on a back electromotive force of the motor.
The engine mechanism control apparatus according to claim 8 . The limit model unit limits the reference control signal with a limit value set based on a load torque that starts when the throttle valve further opens from a default opening.
The engine mechanism control device according to claim 8 or 9 , wherein The limit model unit limits the normative control signal with a limit value set based on a load torque at the start of closing when the throttle valve is further closed from the default opening.
The engine mechanism control device according to any one of claims 8 to 10 , wherein the engine mechanism control device is provided. The limit model unit updates the limit value when the throttle valve is in a steady state.
The engine mechanism control device according to any one of claims 8 to 11 , wherein the engine mechanism control device is provided.