JPH03117653A - Power train control device - Google Patents

Abstract

PURPOSE:To perform proper control of a power train responding to the solid difference of an object to be controlled by a method wherein by using a normative model, the target response characteristics of the object to be controlled are determined, the actual response characteristics of the object to be controlled are caused to coincide with the target response characteristics. CONSTITUTION:A normative model program B determines target response characteristics of an object (u) to be controlled according to a program D in response to a change in environment from an input (r), for example, the target number of idle revolutions, and sets the parameter of a controller program so that response of an engine 1 is brought into an optimum state in terms of quick response and stability. A program C sets a controller parameter regulating value to a controller program A so that an engine output according to the normative model program B is caused to coincide with an actual output (the number of revolutions) (y) of an engine 1 according to a program A. This constitution performs proper control of a power train according to the solid difference of an object to be controlled.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to control parameter adjusting means in a powertrain control device.

(Prior Art) In powertrain control devices, learning control has conventionally been used as a means for adjusting control parameters.

(Problem to be solved by the invention) In learning control, a parameter adjustment algorithm is given in advance.Depending on variations in the characteristics of the controlled object such as the engine, the adjustment algorithm itself may be inappropriate and the control may become unstable. For example, when using idle speed control to control the bypass valve opening with rotation speed PI feedback, we have added a function to adjust the gain using learning control, but depending on engine variations, the P gain may be adjusted. However, adjusting the I gain actually made the engine rotation unstable.Also, when there are multiple operation targets for the characteristic you want to control, it is difficult to find the optimal operation target or the optimal one of the operation targets. It was not possible to select combinations with conventional learning control.For example, in idle speed control, in addition to the bypass valve opening, the air-fuel ratio and ignition timing are controlled in order to control the engine speed. However, it has not been possible to optimally select these operation targets using conventional learning control.

Therefore, the present invention provides power that can adjust appropriate ones among a plurality of control parameters and can adjust appropriate ones among a plurality of operation targets, thereby enabling appropriate control according to individual differences in the control targets. The purpose is to provide a train control device.

(Means for Solving the Problems) In order to solve the above problems, the present invention includes means for determining a target response characteristic of a controlled object using a reference model;
A powertrain control device is provided, comprising: means for matching an actual response characteristic of a controlled object to a target response characteristic of the controlled object obtained by the reference model.

(Operation) In the present invention, in the process of matching the actual response characteristics of the controlled object to the target response characteristics of the controlled object obtained by the reference model, appropriate ones among the plurality of control parameters are adjusted; An appropriate one among the multiple operation targets is adjusted.

(Example) Hereinafter, the present invention will be described in detail based on the accompanying drawings.

FIG. 1 shows the entire system of an engine equipped with a control device according to an embodiment of the present invention.

In FIG. 1, an injector 3, a throttle valve 4, an air flow meter 5, and a bypass passage 6' for supplying idle air are arranged in an intake passage 2 of an engine 1 toward the upstream side of the intake air. A bypass valve 7 is installed inside to adjust the amount of bypass air supplied. A throttle opening signal and an air flow signal are input to the control unit 8 from a throttle opening sensor 4a and an air flow meter 5 attached to the throttle valve 4, respectively. Further, an engine rotation speed signal is input to the control unit 8 from a rotation sensor 9 attached to the crankshaft of the engine 1. The control unit 8 outputs a bypass valve control signal to the bypass valve 7, an injector signal to the injector 3, and an ignition signal to the spark plug IO.

The control unit 8 includes an input interface for receiving and receiving each of the above signals, a microcomputer consisting of a CPU, ROM, and RAM, an output interface, a bypass valve 7, an injector 3, and a spark plug lO.
The ROM is provided with an engine control program, and the RAM is provided with various memories necessary to execute the control.

FIG. 2 shows the structure of a control program inside the control unit of FIG. 1. The control program consists of conventional engine control programs such as idle speed control and sudden acceleration control, and a control parameter adjustment program that adjusts control parameters used for each engine control.

FIG. 3 is a block diagram showing the structure of the control parameter adjustment program of FIG. 2. The control parameter adjustment program includes a controller program A that performs feedback control of the operation target U such as the ignition advance angle and fuel increase rate, a reference model program B, and a controller parameter adjustment program C that adjusts the control parameters of the controller program A. Consists of. In the figure, r and y are an input and an actual engine output, respectively, and for example, in idle speed control, they correspond to the target engine rotation speed and the actual rotation speed of the engine l. Normative model program B
is a simulation program that is set to provide the desired response characteristics of the engine 1 and, in turn, the desired output y in response to changes in the input r or changes in the engine load in the environment, and is a controller program that performs feedback control of the operating target. A and a simulation program D for engine response to changes in the operating target surface. The engine response simulation program D identifies the engine 1. The parameters of the controller program A are set so that the response of the engine 1 is optimal in terms of distance performance, stability, etc. The controller parameter adjustment program C is based on the input r
The engine output obtained as a result of the simulation by the reference model program B in response to a change in input r or a change in the environment, that is, the desired output for the engine 1 in response to a change in input r or a change in the environment;
Based on the difference e in the actual output y of the engine 1 with respect to a change in the input r or a change in the environment, the reference model program B This program adjusts the control parameters of the controller program A so that the output y approaches the output y of the controller program A.

Next, the control parameter adjustment program will be explained in detail based on FIG. 4, taking the case of idle speed control as an example.

The controller program A is the ignition advance angle U which is the operation target U in the case of idle control. , the bypass valve opening degree u1, and the fuel increase rate u2 are feedback-controlled, respectively. , aa2, and the ignition advance angle U. an ignition control routine a3 for outputting an ignition signal based on;
The injector control routine a4 is provided for outputting an injector signal based on the fuel increase rate u2.

Routine a. sal and a2 are composed of a transfer function having a proportional element and an integral element for PI control. In controller program A, k Op, koi, kl,, kk 2p,
kz+ is a controller parameter generally called PI gain, and DBo, DBI, and DB□ are engine control parameters U, respectively. , is a constant that determines the base of Uu2.

The standard model program B consists of a controller program A that performs feedback control of the operating objects, and an engine response simulation program D for changes in the operating objects. The controller program λ is the ignition advance angle which is the object of operation. , the bypass valve opening ul, and the fuel increase weight are feedback-controlled by a routine an and 8 stones. It is equipped with Routine ao, a+,
a2 consists of a transfer function having a proportional element and an integral element for PI control. During controller program A, kop,
kol, k l 9% k l i, kl,, i+ are controller parameters, I) Bo, D BISD
B2 is an engine control parameter stone. , is a constant that determines the base of stone 1 and stone 2. As mentioned above, the parameter k. p% k Dis k +p, k 1. , k
2p and k2+ are set so that the response of the engine 1 is optimal in terms of distance performance, stability, etc. The engine response simulation program D identifies the engine 1 as described above, and analyzes the response of the engine 1 to changes in the ignition advance angle u0, the bypass valve opening ul, and the fuel increase weight 2, more specifically, changes in engine torque. Routines S.% SI S
2, a routine S3 for simulating a phase delay in engine torque change, a routine S4 for simulating conversion from torque to engine rotation, and a routine S for simulating torque consumption due to changes in engine load. There is. Stone to be manipulated. , the response speed of the engine to changes in ul and u2 is amazing. , ulsu2 are sequentially delayed (1. Routine S is a transfer function consisting of proportional elements, routine $1 is a transfer function consisting of first-order lag elements, and routine S2 is a transfer function consisting of second-order lag elements). In addition, routine S is a transfer function consisting of a dead time element expressing phase delay, and routine S4 is a transfer function consisting of an integral element since the integral value of torque becomes the rotation speed. , routine S, are each composed of a transfer function consisting of a proportional element.In the engine response simulation program D, 0, kl
, i, a, b, 0% T, and kgsk LOAD are constants. Here, ignition advance angle ■. , a routine S for simulating the response of the engine to changes in the bypass valve opening degree stone 1 and the fuel increase rate π2. , S.I.
, S2 constants ko, kl k2, as
bz C is set to give the best tuned engine 1 response. In other words, the engine response simulation program D is identified with the engine 1 adjusted to the best condition.

The controller parameter adjustment program C includes a routine w that calculates the difference between the output ■ of the reference model program B and the actual output y of the engine 1 as a time function e, and a routine w that calculates the difference between the output ■ of the reference model program B and the actual output y of the engine 1 as a time function e, and a routine that adjusts the difference to approach zero based on the time function e. In other words, the actual output y of engine l is the standard model program B
The controller parameters kop, kot, k lp in controller program A are set so that the output V approaches the output V of controller program A.
, kk2p, and a routine w2 for modifying k 2+. In routine w2, time T of time function e. , T
The value eo at I T2 (TO<T, <T2)
, eI, C2, the controller parameters are modified. Here, the influence of the proportional element appears on the engine output y earlier than the influence of the integral element, and also that the ignition advance angle U
. The influence of the bypass valve opening degree u1 appears on the engine output y earlier than the influence of the bypass valve opening degree u1, and the influence of the bypass valve opening degree u1 appears on the engine output y earlier than the influence of the fuel increase rate u2.
Taking into account that it appears in
k2t has been modified. With this function of the routine w2, a plurality of controller parameters (k03, ) (
o+, k lp, k 11% k 2P, k21), the most appropriate one is adjusted, and in turn, the most appropriate one among the multiple engine control parameters (ignition advance angle U, bypass valve opening uls fuel increase rate us) is adjusted. The most appropriate one will be adjusted. For example, e out of eo and eo2. is large and the others are small, ko and klp, and thus the ignition advance angle U. and the bypass valve opening degree u1 are adjusted. As a result, the cause of the large eo was
The poor responsiveness of the engine 1 to changes in the ignition advance angle UO and the bypass valve opening degree u1 is the ignition advance angle U. This is compensated by adjusting the bypass valve opening degree u1. In addition, in routine w2 Cap, cap, C2p, co
Cz C2+ is a constant of the controller parameter adjustment program C.

The operation of the engine parameter adjustment program configured as above will be explained below.

Now, the input r is fixed to a predetermined value, that is, the target engine rotation speed is set to the predetermined rotation speed r. When the idle control is performed by fixing it to
Assume that the result is N.

At this time, the controller program A sets the ignition advance angle U in order to compensate for the engine torque consumed by the cooler and maintain the engine speed at the target speed. , the bypass valve opening degree u+, and the fuel increase rate u2 are feedback-controlled (routine a6, al C2) to perform idle control of the engine 1. As a result, the output y1, that is, the actual rotational speed of the engine 1 changes as shown by the solid line in FIG.

On the other hand, the standard model program B operates simultaneously with the engine control by the controller program A. That is, the controller program A should compensate for the engine torque consumed by the cooler and maintain the engine speed at the target speed. Next routine 10, M182), feedback controlled ignition advance angle. The engine response simulation program D simulates the engine response based on the bypass valve opening ul and the fuel increase weight 2. ss
l, s2), the resulting engine torques are added together, and the routine Sa, Ss) is converted into an engine rotational speed, taking into account the phase delay of the generated torque and the torque consumption by the cooler (routine 84). The output V obtained by feedback control on the standard model program B, that is, the virtual engine rotation speed that minimizes the influence of environmental changes such as cooler ○N to the minimum possible range changes as shown by the broken line in Fig. 5. do.

The controller parameter adjustment program C determines the difference between the output V of the reference model program B and the output y of the actual engine as a time function e (routine W,), and adjusts the difference so that the difference approaches zero based on the time function e. In other words, the controller parameters in the controller program A are modified so that the actual engine output y approaches the output V of the reference model program B (routine W2). Note that in consideration of control efficiency, the routine W2 sets the maximum value e of e,
, 8 exceeds a predetermined value.

As can be seen from the above description, in the control device according to the present embodiment, the control parameters of the controller of the actual engine are adjusted so that the response of the actual engine matches the response of the reference model, so the control parameters of the controller of the actual engine are adjusted. k o=, k oik Ips k l+
k 2p, k2. ), and in turn, it is possible to adjust appropriate ones among a plurality of operation targets (ignition advance angle uo, bypass valve opening ul, fuel increase rate u2). Therefore, appropriate control parameters can be set according to individual differences between engines.

Next, another embodiment of the present invention will be described. FIG. 6 is a configuration diagram of the control parameter adjustment program of this embodiment, and corresponds to FIG. 4 of the first embodiment. As shown in FIG. 6, in this embodiment, the ignition advance angle and fuel increase rate are controlled as before, and only the bypass valve opening u1' is adjusted by the standard model program B'. .

The configuration of the controller program A' and the standard model program B' is as follows: bypass valve opening degree u, /T1
．． This embodiment is the same as the first embodiment except that only I is subject to feedback control.

In the first embodiment, the controller parameters were adjusted using torque fluctuations caused by turning on the cooler, but in this embodiment, the load on the alternator was intentionally varied under the control of the IC regulator, as shown in FIG. A periodic torque fluctuation TL is generated as shown in FIG.
,k, are adjusted to the controller parameters for the bypass valve opening u1'. The controller parameters, ,k, are adjusted as follows. That is, the routine w of the controller parameter adjustment program C'
1', the difference between the output V' of the reference model program B' and the output y' of the actual engine is calculated for a predetermined time (t o -t
o + τ) as a time function e' and the squared cumulative value E of e' within the predetermined time period.
, the predetermined time (t o −t o+τ) of ,k,
The controller parameters, k, ,k, are corrected using the difference between E and the previous predetermined time (to-τ~to) so that E is smaller than the current value. After such correction, the next predetermined time (to+τ~t.

+2τ), the routine w1 and the routine w2' are executed. By repeating this process until E becomes equal to or less than a predetermined value, the controller parameter kp
, is adjusted.

In this embodiment, compared to the first embodiment, torque fluctuations are generated at any time and the controller parameters are changed to ,k,
It has the advantage of being able to adjust.

In the first embodiment, as shown in FIG. 2, a control parameter adjustment program was provided for each of various engine controls such as idle speed control and sudden acceleration control.
If this is done, the control program as a whole becomes huge, which is undesirable in terms of program creation and maintenance. By the way, the control parameter adjustment program can be commonly used for various engine controls by simply changing parameters and constants. Therefore, by converting the control parameter adjustment program into a subroutine and sharing the subroutine control parameter adjustment program for various engine controls, the overall scale of the engine control program can be reduced. Furthermore, as shown in FIG. 8, it is also possible to employ a multi-CPU system. In other words, a CPU dedicated to executing the control parameter adjustment program is provided separately from the main CPU that executes various engine controls such as idle speed control and sudden acceleration control, and is connected to the main CPU and dedicated to control parameter adjustment via dual port RAM. C
Controller parameters are received and passed between the PU and the PU. In this system, the control parameter adjustment CPU executes the control parameter adjustment program as appropriate independent of the main CPU, and writes the adjusted controller parameters to the dual-baud RAM.
Depending on the type of engine control to be performed, the controller reads the necessary adjusted controller parameters from the dual-port RAM and performs the desired control. Also in this system, since a main CPU and a CPU dedicated to adjusting control parameters are provided, it is possible to reduce the size of the engine control system as a whole.

Although the present invention has been described in detail above, it goes without saying that the present invention is not limited to the above-mentioned embodiments, and that various modifications can be made within the scope of the invention described in the claims. For example, in the above embodiment, the means for determining the target response characteristics of the controlled object and the means for matching the actual response characteristics of the controlled object to the target response characteristics of the controlled object are named the reference model program and the control parameter adjustment program. Although the system is constructed using a computer program, it may also be constructed using other mechanical means.

(Effects) As described above, in the present invention, in the process of matching the actual response characteristics of the controlled object to the target response characteristics of the controlled object obtained by the reference model, multiple control parameters are
An appropriate one among the plurality of control means is adjusted.

Therefore, the present invention provides a powertrain control device that can perform appropriate control depending on individual differences in the controlled object.

[Brief explanation of drawings]

FIG. 1 is an overall system diagram of an engine equipped with a control device according to an embodiment of the present invention. FIG. 2 is a configuration diagram of a control program inside the control unit of FIG. 1. FIG. 3 is a configuration diagram of the control parameter adjustment program of FIG. 2. FIG. 4 is a configuration diagram of a control parameter adjustment program in the case of idle speed control. FIG. 5 is a diagram showing the relationship between the engine speed obtained by feedback control of the standard model program and the actual engine speed. FIG. 6 is a configuration diagram of a control parameter adjustment program according to another embodiment. FIG. 7 is a diagram showing periodic torque fluctuations TL intentionally caused by varying the load on the alternator under the control of the IC regulator. FIG. 8 is an overall configuration diagram of an engine control system when a multi-CPU system is adopted. 1. φ engine, 8. as control unit, A, A' ... controller program, B, B'
... Normative model program, c, c' ...
Control parameter adjustment program, D-Fist engine response simulation program. Figure 2

Claims (1)

[Claims] characterized by comprising means for determining a target response characteristic of a controlled object using a reference model, and means for matching the actual response characteristic of the controlled object to the target response characteristic of the controlled object obtained by the reference model, Powertrain control device.