WO2010024007A1 - 内燃機関の制御装置 - Google Patents
内燃機関の制御装置 Download PDFInfo
- Publication number
- WO2010024007A1 WO2010024007A1 PCT/JP2009/059834 JP2009059834W WO2010024007A1 WO 2010024007 A1 WO2010024007 A1 WO 2010024007A1 JP 2009059834 W JP2009059834 W JP 2009059834W WO 2010024007 A1 WO2010024007 A1 WO 2010024007A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- actuator
- control
- value
- request value
- torque
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
- F02D2041/1434—Inverse model
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
Definitions
- the present invention relates to a control device for an internal combustion engine, and more particularly, to a control device for realizing various performance requirements of an internal combustion engine by cooperative control of a plurality of actuators.
- the operation of the internal combustion engine is controlled by a plurality of actuators.
- the operation can be controlled by adjusting the intake air amount by the throttle, adjusting the ignition timing by the ignition device, and adjusting the air-fuel ratio by the fuel supply device.
- the control amounts (or operation amounts) of the plurality of actuators may be determined individually for each actuator. However, if torque demand control as disclosed in Japanese Patent Laid-Open No. 10-325348 is used, torque control accuracy can be increased by cooperative control of a plurality of actuators.
- Torque demand control is a kind of feed-forward control that expresses a request related to the performance of an internal combustion engine by torque and controls the operation of each actuator so as to realize the required torque.
- a model for deriving the control amount of each actuator from the required torque specifically, an inverse model of the internal combustion engine is required.
- the engine inverse model can be configured by a map, a function, or a combination thereof.
- Japanese Patent Laid-Open No. 10-325348 discloses that torque demand control can be performed using a common model (expressed as control target amount calculation means in the above-mentioned publication) when the internal combustion engine is idle and non-idle. This technique is disclosed.
- the relationship between the control amount of each actuator and the torque in the internal combustion engine varies depending on the operating state and operating conditions of the internal combustion engine. Therefore, in order to accurately calculate the control amount for realizing the required torque, the operating state and operating conditions are required as information. However, necessary information may not be obtained depending on the situation where the internal combustion engine is installed. For example, the amount of air sucked into the cylinder can be calculated using the throttle opening and the output value of the air flow sensor, but at the time of start-up, since air already exists in the intake pipe, accurate intake Calculation of air volume is difficult. When the reliability of the engine information used in torque demand control is low, the torque control accuracy cannot be ensured.
- Some internal combustion engines can change the in-cylinder combustion mode. For example, there is an internal combustion engine that can be operated by homogeneous combustion at medium and high loads, and can be operated by stratified combustion at low loads.
- the relationship between the control amount of each actuator and the torque is completely different between homogeneous combustion and stratified combustion. For this reason, when the engine inverse model is designed on the assumption of homogeneous combustion, torque control cannot be performed using the engine inverse model during stratified combustion.
- the present invention has been made in order to solve the above-described problems, and can compensate for weak points in so-called torque demand control and accurately reflect the requirements regarding the performance of the internal combustion engine in the control amount of each actuator.
- An object of the present invention is to provide a control device for an internal combustion engine.
- a first invention provides a control device for an internal combustion engine, the operation of which is controlled by one or more actuators.
- Engine request value acquisition means for acquiring a request value (hereinafter referred to as engine request value) of one or more predetermined physical quantities for determining the operation of the internal combustion engine;
- Engine information acquisition means for acquiring information on the current operating state or operating conditions of the internal combustion engine (hereinafter referred to as engine information);
- An engine inverse model for deriving each control amount of the one or more actuators for realizing them in the internal combustion engine from each value of the one or more predetermined physical quantities, each requested engine value and engine information;
- Actuator request value calculation means for calculating a control amount (hereinafter referred to as actuator request value) required for each of the one or more actuators by inputting to the engine inverse model
- Actuator direct request value acquisition means for acquiring a control amount (hereinafter referred to as actuator direct request value) directly required for each of the one or more actuators;
- Switching means for switching
- the system further comprises switching instruction means for selecting whether the control is based on the actuator request value or the actuator direct request value based on the engine information and instructing the switching means to switch to the selected control.
- the switching instruction means selects control based on the actuator direct request value when the reliability of the acquired engine information is low.
- the switching instruction means selects the control based on the actuator direct request value when the current operating state and operating conditions of the internal combustion engine are not included in the conditions for establishing the engine inverse model.
- any one of the second to fourth inventions Further comprising engine realization value acquisition means for acquiring the value of the one or more predetermined physical quantities realized by the internal combustion engine (hereinafter, engine realization value);
- engine realization value acquisition means for acquiring the value of the one or more predetermined physical quantities realized by the internal combustion engine (hereinafter, engine realization value);
- the engine realization value acquisition means calculates the engine realization value from the engine information acquired by the engine information acquisition means.
- the engine realization value acquisition means comprises an engine model for deriving the value of the one or more predetermined physical quantities realized in the internal combustion engine from the control amounts of the one or more actuators, and each actuator direct request
- the engine realization value is calculated by inputting the value into the engine model.
- the switching instruction means is configured such that the deviation of the actuator request value from the actuator direct request value is within an allowable range for each of the plurality of actuators.
- the switching means is instructed to switch from the control based on the actuator direct request value to the control based on the actuator request value.
- the switching means is characterized by gradually switching between the control based on the actuator request value and the control based on the actuator direct request value.
- the control device is a control device whose operation is controlled by a plurality of actuators
- the switching means is configured to individually switch the control of the plurality of actuators between control by an actuator request value and control by an actuator direct request value, Further, the control device individually selects, for each of the plurality of actuators, control based on the actuator request value or control based on the actuator direct request value based on the engine information, and instructs the switching means to switch to the selected control.
- a switching instruction means is a switching instruction means.
- the switching instructing means controls the control of each actuator to be switched when a switching condition from control by the actuator direct request value to control by the actuator request value is satisfied for all or some of the plurality of actuators.
- the switching means is instructed to sequentially switch to control based on the actuator request value according to a preset switching order.
- the switching order is characterized in that the priority order of each actuator is determined by the high response sensitivity of the torque with respect to the change in the control amount.
- the switching instructing unit controls the control of each actuator to be switched when a switching condition from the control by the actuator request value to the control by the actuator direct request value is satisfied for all or some of the plurality of actuators.
- the switching means is instructed to sequentially switch to the control based on the actuator direct required value in accordance with a preset reverse switching order.
- the priority of each actuator is determined according to the high torque control capability.
- the fifteenth aspect of the invention is the invention according to any one of the eleventh to fourteenth aspects,
- the switching instruction means instructs the switching means to simultaneously switch control of all actuators to be switched when a predetermined simultaneous switching condition is satisfied.
- the switching means is characterized by gradually switching between the control based on the actuator request value and the control based on the actuator direct request value.
- a seventeenth aspect of the invention is any one of the tenth to sixteenth aspects of the invention,
- the actuator request value calculation means is configured to directly request an actuator so that a relationship between control amounts of the plurality of actuators does not exceed a combustion limit when a part of the plurality of actuators is controlled by an actuator direct request value It is characterized by having a correction means for correcting the actuator requirement value for at least one of the remaining actuators not controlled by the value.
- the correcting means corrects an actuator request value having a low realization priority based on an actuator direct request value and an actuator request value having a high realization priority.
- One of the one or more predetermined physical quantities is a torque
- the engine request value acquired by the engine request value acquisition means includes a torque request value
- the plurality of actuators include an intake actuator that adjusts the intake air amount and an ignition actuator that adjusts the ignition timing
- the engine inverse model includes means for calculating an intake actuator request value required for the intake actuator based on a torque request value, and means for estimating a torque value realizable by operation of the intake actuator based on engine information.
- the switching instruction means controls the ignition actuator from the control based on the ignition actuator direct request value. Is it possible to instruct the switching means to switch to the control based on the ignition actuator request value and to compensate for the torque deviation calculated from the deviation between the current intake actuator direct request value and the intake actuator request value by adjusting the ignition timing?
- the intake actuator control is changed from the control based on the intake actuator direct request value to the intake actuator request value. Is characterized by instructing the switching means to switch gradually to control with.
- the switching instructing means is configured to perform intake air compensation when adjusting the ignition timing in the process of gradually changing the intake actuator control amount from the intake actuator direct required value to the intake actuator required value.
- the switching means is instructed to promptly switch to control based on the actuator request value.
- the switching instruction means switches the control of the ignition actuator to the control based on the ignition actuator request value when the predetermined early switching condition is satisfied, and the control of the intake actuator to the control based on the intake actuator request value.
- the switching means is instructed to switch.
- the twenty-second invention is the tenth invention
- One of the one or more predetermined physical quantities is a torque
- the engine request value acquired by the engine request value acquisition means includes a torque request value
- the plurality of actuators include an intake actuator that adjusts the intake air amount and an ignition actuator that adjusts the ignition timing
- the engine inverse model includes means for calculating an intake actuator request value required for the intake actuator based on a torque request value, and means for estimating a torque value realizable by operation of the intake actuator based on engine information.
- the switching instruction means controls the intake actuator from the control based on the intake actuator request value to the intake air. Instructing the switching means to switch to the control based on the actuator direct request value, and thereafter instructing the switching means to switch the control of the ignition actuator from the control based on the ignition actuator request value to the control based on the ignition actuator direct request value. It is said.
- the switching instruction means is configured such that, after the control of the intake actuator is switched from the control by the intake actuator request value to the control by the intake actuator direct request value, the difference between the actual value by the intake actuator and the intake actuator request value is within an allowable range. Then, the switching means is instructed to switch the control of the ignition actuator from the control based on the ignition actuator request value to the control based on the ignition actuator direct request value.
- the switching instruction means switches the control of the intake actuator to the control based on the intake actuator request value and the control of the ignition actuator to control based on the ignition actuator request value.
- the switching means is instructed to switch.
- one or a plurality of engine request values for determining the operation of the internal combustion engine are acquired, and each engine request value is input to the engine inverse model together with the engine information to request each actuator to request an actuator. A value is generated. In addition, an actuator direct request value that is directly requested to each actuator is also acquired.
- the former control based on the actuator requirement value is feedforward control using an engine inverse model, and has an advantage that the actuators can be operated in cooperation with each other in order to realize the requirements regarding the performance of the internal combustion engine.
- the accuracy of the required actuator value decreases, or an effective actuator
- the required value cannot be obtained, and as a result, the requirements regarding the performance of the internal combustion engine cannot be realized.
- the latter control based on the actuator direct requirement value allows the actuator to accurately execute a predetermined operation based on a request regarding the performance of the internal combustion engine without being affected by the operation state or operation conditions of the internal combustion engine.
- the advantages of one control are complementary to the disadvantages of the other control, and the advantages of the other control are complementary to the disadvantages of one control. Therefore, as in the first aspect of the invention, if switching between the control based on the actuator required value and the control based on the actuator direct required value can be switched, the control of the internal combustion engine is selected by selecting the more advantageous control. The performance requirement can be accurately reflected in the control amount of each actuator.
- the engine information used for calculating the actuator required value in the engine inverse model is used as a decision material for selecting whether the control is based on the actuator required value or the actuator direct required value. From this engine information, it is possible to predict the situation in which the control based on the actuator requirement value will be advantageous or disadvantageous. Therefore, by making a switching decision based on the engine information, the more advantageous control can be accurately determined. It becomes possible to select.
- the accuracy of the actuator request value calculated using the engine information with low reliability is also low. If the sensor for acquiring the engine information is not activated, if the sensing target of the sensor is not stable, or if the calculation conditions for calculating the engine information are not sufficient, Included when the property is low. According to the third invention, in such a case, the control based on the actuator direct requirement value is selected instead of the control based on the actuator requirement value, so that the low reliability of the engine information adversely affects the operation of the actuator. Can be prevented.
- the engine inverse model cannot be used for calculating the control amount of the actuator.
- the engine inverse model is designed on the assumption of homogeneous combustion, the engine inverse model will not be established if stratified combustion is selected as the operation mode.
- the engine inverse model includes a physical model, the engine inverse model does not hold even when the operating state or operating condition of the internal combustion engine deviates from the preconditions of the physical model.
- the engine inverse model includes a statistical model, the engine inverse model does not hold even when the operating state of the internal combustion engine deviates significantly from the data range of the statistical model.
- the control based on the actuator direct request value is selected instead of the control based on the actuator request value, so that the operation of the actuator in a situation where the engine inverse model is not established can be ensured. .
- the actuator request value is changed from the actuator direct request value.
- the operation of the internal combustion engine fluctuates discontinuously with the switching to.
- the deviation between the engine actual value realized by the control using the actuator direct required value and the engine required value that is the basis for calculating the actuator required value is within an allowable range. Therefore, the engine realization value is continuously connected before and after the switching. That is, according to the fifth aspect, it is possible to prevent the operation of the internal combustion engine from changing discontinuously with the switching. For example, when torque is included in the predetermined physical quantity, it is possible to prevent a torque step from occurring at the time of switching.
- the engine actual value actually realized at that time can be accurately calculated by using the engine information when the control based on the actuator direct required value is performed.
- an engine model corresponding to the inverse model of the engine inverse model is prepared, and each actuator direct required value is input to the engine model, thereby realizing the control by the actuator direct required value.
- the engine realization value can be accurately predicted and calculated.
- the condition for switching is that the deviation of the actuator request value from the actuator direct request value is within an allowable range for each of the plurality of actuators. Will be connected continuously. That is, according to the eighth aspect of the invention, it is possible to prevent the operation of the actuator from being discontinuous due to the switching and thereby causing the operation of the internal combustion engine to fluctuate discontinuously.
- the actuator includes a throttle valve, it is possible to prevent a torque step due to a sudden change in the throttle valve opening.
- the switching between the control based on the actuator request value and the control based on the actuator direct request value is performed gradually, it is assumed that there is a deviation between the actuator request value and the actuator direct request value.
- the operation of the internal combustion engine caused by the deviation Discontinuity can be suppressed.
- switching between the control based on the actuator request value and the control based on the actuator direct request value can be performed individually for each of the plurality of actuators, so that it is possible to select more advantageous control for each actuator. It becomes.
- each of the plurality of actuators can be appropriately operated, thereby increasing the accuracy of realizing the requirements related to the performance of the internal combustion engine.
- the switching condition from the control by the actuator direct requirement value to the control by the actuator requirement value is established for all or some of the plurality of actuators, the switching is not performed at a time. However, since the switching is sequentially performed according to a preset switching order, discontinuity in the operation of the internal combustion engine caused by the switching of the control of each actuator can be suppressed.
- the actuator that has been switched first operates so as to realize a request relating to the performance of the internal combustion engine based on the control amount of another actuator that is switched thereafter. Therefore, according to the twelfth aspect, the switching order is the order in which the response sensitivity of the torque with respect to the change in the control amount is high. Torque fluctuations caused by switching the control of the actuator can be suppressed. That is, according to the twelfth aspect, it is possible to effectively suppress the torque step caused by the switching of the control of each actuator.
- the switching is performed at once. Instead of switching sequentially according to a preset reverse switching order, discontinuity in the operation of the internal combustion engine caused by switching of the control of each actuator can be suppressed.
- the fourteenth aspect of the invention by switching from the actuator having the highest torque control capability to the control based on the actuator direct required value, while suppressing the torque step generated due to the discontinuous operation of the internal combustion engine.
- the controllability of torque at the time of switching can be ensured.
- the fifteenth aspect it is possible to simultaneously switch the control of all actuators to be switched at once.
- priority can be given to suppressing discontinuity of operation of the internal combustion engine by selecting sequential switching in some situations, and selection of simultaneous switching in other situations.
- priority can be given to switching control quickly.
- the switching between the control based on the actuator request value and the control based on the actuator direct request value is performed gradually. Therefore, even if there is a deviation between the actuator request value and the actuator direct request value, The discontinuity of the operation of the internal combustion engine caused by the deviation can be suppressed.
- the relationship between the control amounts of each actuator can be kept within the combustion limit by cooperative control via the engine inverse model.
- the control amount of the actuator is set regardless of the control amount of other actuators.
- the actuator requirement value is corrected so that the relationship between the control amounts of each actuator does not exceed the combustion limit. Is done. Therefore, according to the seventeenth aspect, even when some actuators are controlled by the actuator direct request value, each actuator is controlled in the same manner as when all actuators are controlled by the actuator request value. The relationship between the control amounts can be kept within the combustion limit.
- the actuator request value having a low realization priority is corrected, so that the actuator request value having a high realization priority can be realized as it is.
- the correction reflects the actuator requirement value and actuator direct requirement value, which have a high realization priority, so that the relationship between the control amounts of each actuator is within the combustion limit, The value can be modified appropriately.
- the ignition actuator control when the switching condition from the control using the actuator direct request value to the control using the actuator request value is established for the intake actuator and the ignition actuator, first, the ignition actuator control requires the ignition actuator direct request. The control based on the value is switched to the control based on the ignition actuator request value.
- the ignition timing is automatically adjusted so as to compensate for the torque deviation caused by the deviation. become.
- adjustment of the ignition timing is superior in torque response sensitivity than adjustment of the intake air amount, there is a limit to the adjustable torque.
- the nineteenth aspect of the invention when the compensation of the torque deviation cannot be realized by adjusting the ignition timing because of the relationship between the ignition actuator request value and the ignition timing adjustable range, Since the control of the intake actuator is gradually switched to the control by the actuator request value, even if the difference between the intake actuator direct request value and the intake actuator request value is large, it is possible to prevent the occurrence of a torque step due to the switching. Can do.
- the control of the intake actuator can be promptly switched to the control based on the required value of the intake actuator, thereby preventing the occurrence of a torque step.
- the control of the ignition actuator and the intake actuator can be simultaneously switched from the control based on the actuator direct requirement value to the control based on the actuator requirement value, thereby preventing the occurrence of a torque step when necessary. It is possible to realize a quick transition to the control based on the actuator request value with priority over the control.
- the control of the intake actuator is controlled according to the intake actuator request value.
- the control by the intake actuator is switched to the control by the required value directly.
- the ignition actuator request value is calculated by the engine inverse model so as to compensate for the torque deviation caused by the deviation, The ignition timing is automatically adjusted. Therefore, even if the difference between the intake actuator request value and the intake actuator direct request value is large, it is possible to prevent the occurrence of a torque step due to the switching. Further, by switching the intake actuator having a high torque control capability to the control based on the actuator direct request value first, it is possible to ensure the controllability of the torque until all the switching is completed.
- the control of the ignition actuator is switched from the control by the ignition actuator required value to the control by the ignition actuator direct required value because the difference between the actual value by the intake actuator and the intake actuator required value is within an allowable range. Therefore, it is possible to prevent the occurrence of a torque step due to the switching of the ignition actuator control.
- the control of the intake actuator and the ignition actuator can be simultaneously switched from the control based on the actuator required value to the control based on the actuator direct required value, thereby preventing the occurrence of a torque step when necessary. Therefore, it is possible to realize a quick transition to the control based on the actuator direct request value with priority over the control.
- Embodiment 1 of this invention It is a block diagram which shows the structure of the control apparatus of the internal combustion engine as Embodiment 1 of this invention. It is a block diagram which shows the structure of the torque mediation part concerning Embodiment 1 of this invention. It is a block diagram which shows the structure of the efficiency arbitration part concerning Embodiment 1 of this invention. It is a block diagram which shows the structure of the torque implementation part concerning Embodiment 1 of this invention. It is a block diagram which shows the structure of the switch instruction
- Embodiment 1 FIG.
- Embodiment 1 of the present invention will be described with reference to FIGS.
- the internal combustion engine according to the present embodiment is a spark ignition type internal combustion engine, and includes an actuator for adjusting the intake air amount, the ignition timing, and the air-fuel ratio. Further, it is assumed that the internal combustion engine is normally operated by homogeneous combustion, but can be operated by stratified combustion in a limited situation such as at a very low load. Note that the specifications of the internal combustion engine according to the present embodiment are common to the second to ninth embodiments described later.
- control device of the present embodiment is configured as shown in the block diagram of FIG. In FIG. 1, each element of the control device is indicated by a block, and signal transmission (main) between the blocks is indicated by an arrow.
- signal transmission (main) between the blocks is indicated by an arrow.
- the control device is roughly composed of five parts 10, 20, 30, 40, 50.
- the performance request generator 10 is positioned at the top.
- An engine requirement value generation unit 20 is provided below the performance request generation unit 10, and a torque realization unit 30 is provided below that.
- an actuator direct requirement value generation unit 40 is also provided below the performance requirement generation unit 10 in parallel with the engine requirement value generation unit 20 and the torque achievement unit 30.
- a selection switching unit 50 is provided below the torque achievement unit 30 and the actuator direct required value generation unit 40.
- Actuators 2, 4, and 6 that control the operation of the internal combustion engine are connected to the selection switching unit 50.
- the internal combustion engine according to the present embodiment includes a throttle valve 2, an ignition device 4, and a fuel injection device 6 as actuators.
- the throttle valve 2 is an actuator that adjusts the intake air amount
- the ignition device 4 is an actuator that adjusts the ignition timing
- the fuel injection device 6 is an actuator that adjusts the air-fuel ratio.
- various signals are flowing in the control device in addition to the transmission signals between the blocks indicated by arrows in FIG.
- An example of such a signal is a signal including information (hereinafter referred to as engine information) relating to the operating condition and operating state of the internal combustion engine supplied from the external information transmission source 12.
- the engine information transmitted by the information transmission source 12 includes the engine speed, the output value of the throttle valve opening sensor, the output value of the air flow sensor, the output value of the air-fuel ratio sensor, the current actual ignition timing, the coolant temperature, the intake air
- the valve timing of the valve and the exhaust valve, the operation mode and the like are included.
- the information transmission source 12 acquires at least a part of the engine information by a sensor provided inside and outside the internal combustion engine.
- the performance request generator 10 quantifies and outputs a request regarding the performance of the internal combustion engine.
- the performance of an internal combustion engine includes drivability, exhaust gas, fuel consumption, noise, vibration, and the like. These can be rephrased as functions of the internal combustion engine. Since the control amounts of the actuators 2, 4, and 6 are determined by calculation, the performance requirements can be reflected in the control amounts of the actuators 2, 4, and 6 by quantifying the performance requirements.
- the performance request generator 10 quantifies the performance request by expressing various performance requests by physical quantities that are divided into the following two groups.
- the first group used by the performance request generation unit 10 for expressing the performance request is a group including three kinds of physical quantities: torque, efficiency, and air-fuel ratio (hereinafter, A / F).
- the efficiency is the ratio of the torque actually output to the potential torque that can be output by the internal combustion engine.
- heat and exhaust gas are included in the output of the internal combustion engine, and various performances of the internal combustion engine such as drivability, exhaust gas, and fuel consumption are determined based on the entire output.
- Parameters for controlling these outputs can be summarized into three types of physical quantities: torque, efficiency, and A / F. Therefore, by expressing the performance requirements using the three physical quantities of torque, efficiency, and A / F, it becomes possible to accurately reflect the performance requirements in the output of the internal combustion engine.
- the requirements for exhaust gas can be expressed in terms of efficiency and A / F. Specifically, if the requirement is warming up of the catalyst, the requirement can be expressed by efficiency (specifically, efficiency reduction), and can also be expressed by A / F. According to the efficiency reduction, the exhaust gas temperature can be raised, and according to the A / F, an atmosphere in which the reaction with the catalyst is easy can be made.
- Requirement related to fuel consumption can be expressed in terms of efficiency and A / F. Specifically, if the request is an increase in combustion efficiency, the request can be expressed by efficiency (specifically, efficiency increase). If the requirement is a reduction in pump loss, the requirement can be expressed by A / F (specifically lean burn).
- the second group used by the performance request generation unit 10 to express the performance request is a group composed of physical quantities that directly define the operation of the actuators 2, 4, 6.
- a physical quantity is, for example, a physical quantity such as the throttle valve opening degree and the intake air quantity in the case of the throttle valve 2.
- physical quantities such as an ignition delay amount and efficiency correspond to it.
- the fuel injection device 6 physical quantities such as the air-fuel ratio and the fuel injection amount correspond to it.
- the direct parameters for controlling the output of the internal combustion engine are the torque, efficiency, and A / F, which are physical quantities of the first group.
- the physical quantity of the second group is a parameter for directly controlling the torque, efficiency and air-fuel ratio, and is indirectly related to the output of the internal combustion engine through the operation of the actuators 2, 4 and 6. . Therefore, as an expression for reflecting the performance requirement on the output of the internal combustion engine, the expression based on the physical quantity of the first group has a higher degree of freedom and reflection accuracy is also high. However, according to the expression by the physical quantity of the second group, it is possible to cause each actuator 2, 4, 6 to accurately execute a predetermined operation based on the performance requirement.
- the performance request generation unit 10 represents the same performance request as a physical quantity of the first group and a physical quantity of the second group, and quantifies them.
- the performance requirement quantified by the physical quantity of the first group is supplied to the engine requirement value generation unit 20, and the performance requirement quantified by the physical quantity of the second group is supplied to the actuator direct requirement value generation unit 40.
- the numerical value of the performance requirement based on the physical quantity of the first group is always performed, the numerical value based on the physical quantity of the second group is performed only when a predetermined condition is satisfied.
- Examples of the predetermined condition include a case where the performance requirement to be issued is related to specific control such as start-up control and fuel cut control.
- the predetermined condition when the operation in a specific operation mode such as the stratified combustion mode is selected, the predetermined condition may be mentioned. Further, the case where the reliability of the engine information is low, such as when the sensor is not activated, can be cited as the predetermined condition.
- the performance request generator 10 outputs a plurality of performance requests expressed in torque, efficiency, or A / F.
- torque efficiency
- a / F efficiency
- all of these requirements cannot be fully realized at the same time. This is because only one torque can be realized even if there are a plurality of torque requests.
- one efficiency can be realized for a plurality of efficiency requests, and one A / F can be realized for a plurality of A / F requests. For this reason, a process of request arbitration is required.
- the engine request value generation unit 20 arbitrates requests (request values) output from the performance request generation unit 10.
- the engine request value generation unit 20 is provided with arbitration units 22, 24, and 26 for each physical quantity that is a request classification.
- the torque arbitration unit 22 mediates a plurality of request values expressed by torque to obtain one torque request value.
- the efficiency arbitration unit 24 arbitrates a plurality of required values expressed by efficiency to obtain one efficiency required value.
- the A / F arbitration unit 26 arbitrates a plurality of request values expressed by A / F to obtain one A / F request value.
- Each mediation unit 22, 24, 26 performs mediation according to a predetermined rule.
- the rule here is a calculation rule for obtaining one numerical value from a plurality of numerical values, for example, maximum value selection, minimum value selection, average, or superposition, and the plurality of calculation rules are appropriately combined. It can also be. However, what kind of rule is to be determined is left to the design, and the content of the rule is not limited in the present invention.
- FIG. 2 is a block diagram illustrating a configuration example of the torque arbitration unit 22.
- the torque arbitration unit 22 in this example is composed of an overlapping element 202 and a minimum value selection element 204.
- the request values aggregated by the torque arbitration unit 22 are a driver request torque, an auxiliary machine load loss torque, a pre-fuel cut request torque, and a fuel cut return request torque.
- the finally obtained value is output from the torque arbitration unit 22 as a torque request value that has been arbitrated.
- FIG. 3 is a block diagram showing a configuration example of the efficiency arbitration unit 24.
- the efficiency arbitration unit 24 in this example is composed of three minimum value selection elements 212, 216, 220 and two maximum value selection elements 214, 218.
- the request values aggregated by the efficiency arbitration unit 24 are the drive request efficiency that is an efficiency increase request, the ISC request efficiency that is an efficiency decrease request, a high response torque request efficiency, a catalyst warm-up request efficiency, and a higher priority.
- KCS request efficiency and excessive knock request efficiency which are high efficiency down requests.
- the finally obtained value is output from the efficiency arbitration unit 24 as an arbitrated efficiency request value.
- the air-fuel ratio adjusting unit 26 performs the same process. As described above, what elements are combined to form the air-fuel ratio adjusting unit 26 is a design matter, and may be appropriately combined based on the design philosophy of the designer. Since the arbitration units 22, 24, and 26 perform the arbitration as described above, the engine request value generation unit 20 outputs one torque request value, one efficiency request value, and one A / F request value. Are output.
- the torque achievement unit 30 includes an engine inverse model that is an inverse model of the internal combustion engine.
- an engine demand value torque demand value, efficiency demand value and A / F demand value
- the control amount to be required for each of the actuators 2, 4, 6, that is, the actuator request value can be calculated.
- the engine inverse model is composed of a plurality of statistical models and physical models represented by maps and functions.
- the configuration of the engine inverse model characterizes the control characteristics of the internal combustion engine by the control device.
- the engine inverse model according to the present embodiment is configured to achieve the torque request value with the highest priority among the three engine request values supplied from the engine request value generation unit 20.
- the engine inverse model according to the present embodiment is designed on the premise of homogeneous combustion among the combustion modes that the internal combustion engine can take.
- FIG. 4 is a block diagram showing the configuration of the torque realizing unit 30, that is, the configuration of the engine inverse model.
- FIG. 4 and FIG. 1 described above are used for the description of the configuration and function of the torque realizing unit 30.
- the torque request value output from the torque arbitration unit 22 and the efficiency request value output from the efficiency arbitration unit 24 are directly signals used for throttle valve control. Further, the A / F request value output from the A / F arbitration unit 26 is directly a signal used for fuel injection control. In order to control the operation of the internal combustion engine, in addition to these signals, a signal used for ignition timing control is necessary, and the torque realization unit 30 has a function of generating the signal.
- the signal used for ignition timing control in the control device of the present embodiment is torque efficiency.
- Torque efficiency is defined as the ratio of the required torque value to the estimated torque of the internal combustion engine.
- the torque achievement unit 30 includes an estimated air amount calculation unit 308, an estimated torque calculation unit 310, and a torque efficiency calculation unit 312 as elements for calculating torque efficiency.
- the estimated air amount calculation unit 308 takes in an output signal of a throttle valve opening sensor (hereinafter referred to as a TA sensor) and an output signal of an air flow sensor.
- the actual throttle valve opening can be obtained from the output signal of the TA sensor, and the air flow rate of the intake pipe can be obtained from the output signal of the air flow sensor.
- the estimated air amount calculation unit 308 calculates an air amount estimated to be realizable at the current throttle valve opening (hereinafter, estimated air amount) using an air model.
- the air model is a physical model of the intake system, and the air model is a model of the response of the intake air amount to the operation of the throttle valve 2 based on fluid dynamics and the like.
- the output signal of the air flow sensor is used as correction data for correcting the calculation of the intake air amount by the air model.
- the estimated torque calculation unit 310 converts the estimated air amount into torque.
- a torque map is used to convert the estimated air amount into torque.
- the torque map is a statistical model showing the relationship between the torque and the intake air amount, and is a multidimensional map with a plurality of parameters including the intake air amount as axes.
- a value obtained from the current institution information is input to each parameter.
- the ignition timing is set to the optimal ignition timing (ignition timing more retarded of MBT and trace knock ignition timing).
- the estimated torque calculation unit 30 calculates the torque converted from the estimated air amount as the estimated torque at the optimal ignition timing of the internal combustion engine. This estimated torque is a potential torque that the internal combustion engine can output.
- the torque efficiency calculation unit 312 calculates the ratio between the torque request value output from the torque arbitration unit 22 and the estimated torque calculated by the estimated torque calculation unit 310 as the torque efficiency.
- the throttle valve opening is controlled so as to realize a corrected torque request value that is raised by dividing the torque request value by the efficiency request value. This is to compensate for the torque that decreases by the required efficiency value by increasing the intake air amount.
- the actually outputable torque estimated torque
- the torque efficiency which is the ratio between the estimated torque and the required torque value, is a parameter for reflecting both the required efficiency value and the actual change in the intake air amount in the ignition timing control. At least in a steady state where the intake air amount is constant, theoretically, the estimated torque matches the corrected torque request value, and the torque efficiency matches the efficiency request value.
- the torque achievement unit 30 is provided with an adjustment unit 320 that adjusts the magnitude relationship between signals used for each control of the internal combustion engine so that the internal combustion engine can be properly operated.
- the adjustment unit 320 modifies a signal with a low priority based on a signal with a high priority according to a preset priority order. The signal having the highest priority is the torque request value, and the torque request value is not corrected.
- the next priority signal is determined by the operation mode of the internal combustion engine. In the present embodiment, there are an efficiency priority mode and an A / F priority mode as operation modes of the internal combustion engine, and the above-described priority order is changed according to the operation mode.
- the adjustment unit 320 includes an efficiency guard unit 322, a torque efficiency guard unit 324, and an A / F guard unit 326.
- the efficiency guard unit 322 corrects the magnitude of the required efficiency value to a range in which the internal combustion engine can be properly operated by limiting the upper and lower limits of the required efficiency value input from the efficiency arbitration unit 24.
- the torque efficiency guard unit 324 limits the upper and lower limits of the torque efficiency calculated by the torque efficiency calculation unit 312, thereby correcting the magnitude of the torque efficiency to a range in which the internal combustion engine can be properly operated.
- the A / F guard unit 326 limits the upper and lower limits of the A / F request value input from the A / F arbitration unit 26, so that the magnitude of the A / F request value can be appropriately operated. Correct the range.
- the upper and lower limit guard values of the three guard units 322, 324, and 326 constituting the adjustment unit 320 are all variable and are changed in conjunction with each other. Specifically, when the operation mode of the internal combustion engine is the efficiency priority mode, the upper and lower limit values in the entire A / F region are set as the upper and lower limit guard values of the efficiency guard unit 322 and the torque efficiency guard unit 324, respectively. Then, the upper and lower limit guard values of the A / F guard unit 326 are set based on the torque efficiency after the guard process by the torque efficiency guard unit 324. On the other hand, in the A / F priority mode, the upper / lower limit value in the entire efficiency region is set as the upper / lower limit guard value of the A / F guard unit 326. Then, the upper and lower limit guard values of the efficiency guard unit 322 and the torque efficiency guard unit 324 are set based on the A / F request value after the guard processing by the A / F guard unit 326.
- the control signal required for each actuator 2, 4 and 6, that is, the main signal used for calculating the torque realization unit required value is the torque required value, the corrected efficiency required value, and the corrected A / F required value.
- the torque achievement unit 30 calculates a torque achievement unit requirement value (hereinafter, torque achievement unit TA requirement value) to be supplied to the throttle valve 2 based on the torque requirement value and the correction efficiency requirement value. Also.
- the torque realization unit 30 calculates a torque realization unit required value (hereinafter, torque realization unit SA required value) to be supplied to the ignition device 4 based on the corrected torque efficiency. Further, the torque achievement unit 30 calculates the corrected A / F request value as a torque achievement unit request value (hereinafter, torque realization unit A / F request value) to be supplied to the fuel injection device 6.
- the torque achievement unit 30 includes a torque requirement value correction unit 302, an air amount requirement value calculation unit 304, and a TA requirement value calculation unit 306 for calculating the torque achievement unit TA requirement value.
- the torque request value and the correction efficiency request value are input to the torque request value correction unit 302.
- Torque request value correction unit 302 corrects the torque request value by dividing it by the corrected efficiency request value, and outputs the torque request value after the efficiency correction to air amount request value calculation unit 304.
- the torque request value is a torque request value that is actually output by the internal combustion engine, whereas the torque request value after the efficiency correction has a meaning of a torque request value that the internal combustion engine can potentially output. If the correction efficiency request value is smaller than 1, the torque request value is raised by division by the correction efficiency request value, and the raised correction torque request value is supplied to the air amount request value calculation unit 304.
- the required air amount calculation unit 304 converts the corrected torque request value into the intake air amount.
- An air amount map is used to convert the corrected torque request value into the intake air amount.
- the air amount map is a multi-dimensional map with a plurality of parameters including torque as axes, and various operating conditions that affect the relationship between torque and intake air amount, such as ignition timing, engine speed, A / F, and the like. Used as a parameter. Values obtained from the current engine information are input to these parameters. However, the ignition timing is the optimum ignition timing.
- the required air amount calculation unit 304 calculates the torque converted from the corrected torque request value as the required intake air amount.
- TA required value calculation unit 306 calculates the throttle valve opening for realizing the air amount required value by using an inverse model of the air model (hereinafter, air inverse model).
- air inverse model operating conditions that affect the relationship between the air amount and the throttle valve opening, such as valve timing and intake air temperature, can be set as parameters. Values obtained from the engine information are input to these parameters.
- the TA request value calculation unit 306 outputs the throttle valve opening converted from the air amount request value as the torque achievement unit TA request value.
- the torque realizing unit 30 includes an ignition retard amount calculating unit 314 and an SA required value calculating unit 316 for calculating the torque realizing unit SA required value.
- the corrected torque efficiency is input to the ignition retard amount calculation unit 314.
- the ignition retard amount calculation unit 314 calculates the retard amount with respect to the optimal ignition timing from the corrected torque efficiency.
- a map is used to calculate the retard amount. This map is a multi-dimensional map with a plurality of parameters including torque efficiency as axes, and various operating conditions that affect the determination of the ignition timing, such as engine speed, A / F, and air amount, are set as parameters. be able to. Values obtained from the current engine information are input to these parameters. In this map, the ignition delay amount is set to a larger value as the torque efficiency is smaller.
- the SA required value calculation unit 316 adds the ignition retardation amount calculated by the ignition retardation amount calculation unit 314 to the optimal ignition timing.
- the optimal ignition timing is calculated based on the operating state of the internal combustion engine. Then, the SA required value calculation unit 316 outputs the obtained final ignition timing as the torque achievement unit SA required value.
- the actuator direct requirement value generation unit 40 directly controls each of the actuators 2, 4, 6 based on the performance request issued from the performance request generation unit 10 without going through the torque realization unit 30 (hereinafter referred to as “control amount”). , Actuator direct request value). This function is realized by a TA direct request value calculation unit 42, an SA direct request value calculation unit 44, and an A / F direct request value calculation unit 46 that constitute the actuator direct request value generation unit 40.
- performance requests quantified by the physical quantities of the second group are supplied to the actuator direct request value generator 40.
- the performance requirement expressed as a physical quantity that directly defines the operation of the throttle valve 2 is input to the TA direct requirement value calculation unit 42.
- the performance requirement quantified by a physical quantity that directly defines the operation of the ignition device 4 is input to the SA direct requirement value calculation unit 44.
- the performance requirement quantified by a physical quantity that directly defines the operation of the fuel injection device 6 is input to the A / F direct requirement value calculation unit 46.
- the TA direct requirement value calculation unit 42 calculates an actuator direct requirement value (hereinafter, TA direct requirement value) to be supplied to the throttle valve 2 based on the input performance requirement.
- the SA direct requirement value calculation unit 44 calculates an actuator direct requirement value (hereinafter, SA direct requirement value) to be supplied to the ignition device 4 based on the input performance requirement.
- the A / F direct required value calculation unit 46 calculates an actuator direct required value (hereinafter, A / F direct required value) to be supplied to the fuel injection device 6 based on the input performance request.
- the performance request is issued from the performance request generation unit 10 to the actuator direct request value generation unit 40 only when a predetermined condition such as when the internal combustion engine is started is satisfied. However, when such a condition is satisfied, the actuator direct request value generating unit 40 generates the actuator direct request value in parallel with the torque realizing unit 30 calculating the torque realizing unit request value. That is, there are two types of control amounts required for the actuators 2, 4, and 6. As a matter of course, the actuators 2, 4 and 6 cannot be operated in accordance with two types of control amounts at the same time. It is necessary to be able to switch with. A configuration provided for this purpose is a selection switching unit 50 described below.
- Each torque realization unit required value and each actuator direct required value are input to the selection switching unit 50. Only one of them is selected by the selection switching unit 50 and supplied to each actuator 2, 4, 6.
- the selection switching unit 50 includes three switching units 52, 54, and 56 and a switching instruction unit 58.
- the switching unit 52 is an element for switching the required value supplied to the throttle valve 2, and the torque achievement unit TA required value and the TA direct required value are inputted.
- the switching unit 54 is an element for switching the required value supplied to the ignition device 4, and the torque achievement unit SA required value and the SA direct required value are input.
- the switching unit 56 is an element that switches the required value supplied to the fuel injection device 6, and the torque achievement unit A / F required value and the A / F direct required value are input.
- the switching of the required value in each switching unit 52, 54, 56 is performed in response to an instruction from the switching instruction unit 58.
- the switching instruction unit 58 determines which of the torque realization unit required value and the actuator direct request value is supplied to the actuators 2, 4 and 6 based on the engine information.
- the engine information such as the operating state and the operating condition of the internal combustion engine is information necessary for calculating the torque realization unit required value in the engine inverse model of the torque realization unit 30, and therefore by using this engine information, it depends on the torque realization unit required value. It is possible to predict a situation where control is advantageous or disadvantageous. Then, by determining switching based on the engine information, it becomes possible to accurately select the more advantageous control.
- the switching instruction unit 58 instructs the switching units 52, 54, and 56 to switch according to the determination result based on the engine information.
- the switching determination based on the engine information in the switching instruction unit 58 is performed, for example, as follows. First, the switching instruction unit 58 sets the supply of the torque achievement unit request value as a standard selection. Then, only when it is determined from the engine information that a predetermined direct required value supply condition is satisfied, the actuators 2, 4 and 6 are supplied to the actuators 2, 4 and 6 with respect to the switching units 52, 54 and 56. To switch. Further, when the direct required value supply condition is not satisfied, the switching units 52, 54, and 56 are instructed to switch to supply the torque realizing unit required values to the actuators 2, 4, and 6, respectively.
- the direct requirement value supply condition is included in a condition when a performance requirement is issued from the performance requirement generation unit 10 to the actuator direct requirement value generation unit 40.
- a case where the current operating state or operating condition of the internal combustion engine is not included in the conditions for establishing the engine inverse model is directly set as the required value supply condition.
- the engine inverse model cannot be used for calculating the control amount of the actuator in such a case.
- the engine inverse model is designed on the assumption of homogeneous combustion, and therefore the engine inverse model does not hold when stratified combustion is selected as the combustion mode.
- the switching instruction unit 58 also directly determines one of the requirement value supply conditions when the reliability of the acquired engine information is low. This is because when the acquired engine information has low reliability, the accuracy of the torque realization unit required value calculated using the engine information with low reliability also decreases.
- the reliability of the engine information is low, the sensor for acquiring the engine information is not activated, the sensing object by the sensor is not stable, or the calculation condition for calculating the engine information is The case where it is not arranged is mentioned. In such a case, the control based on the actuator direct requirement value is selected instead of the control based on the torque achievement unit requirement value, so that the low reliability of the engine information adversely affects the operation of the actuators 2, 4 and 6. Can be prevented.
- One of the advantages of the control device of the present embodiment is that, as described above, the control of the actuators 2, 4 and 6 can be switched between the control based on the torque realization unit required value and the control based on the actuator direct required value. It is configured. According to the torque achievement unit requirement value calculated using the engine inverse model, the actuators 2, 4 and 6 can be operated while cooperating with each other in order to realize requirements relating to various performances of the internal combustion engine. However, when the reliability of the engine information is low as described above, or when the operating state and operating conditions of the internal combustion engine are not included in the conditions for establishing the engine inverse model, the accuracy of the torque achievement unit required value greatly decreases. End up.
- control based on the actuator direct required value compensates for the disadvantage.
- the control based on the actuator direct requirement value can cause the actuators 2, 4 and 6 to accurately execute a predetermined operation based on the performance requirement without being influenced by the operation state or the operation condition of the internal combustion engine. That is, according to the control device of the present embodiment, it is possible to select a more advantageous control between the control based on the torque achievement unit required value and the control based on the actuator direct required value. Can be accurately reflected in the control amount of each actuator 2, 4, 6.
- the first embodiment of the present invention has been described above.
- the first embodiment embodies the first, second, third and fourth aspects of the present invention.
- the engine required value generation unit 20 corresponds to the “engine required value generation means” of the first invention.
- the information transmission source 12 corresponds to the “institution information acquisition means” of the first invention.
- the torque achievement unit 30 corresponds to the “actuator request value calculation means” of the first invention.
- the actuator direct required value generating unit 40 corresponds to the “actuator direct required value generating means” of the first invention.
- the switching units 52, 54 and 56 correspond to the “switching means” of the first invention.
- the switching instruction unit 58 corresponds to the “switching instruction unit” of each of the second to fourth inventions.
- Embodiment 2 FIG. Next, a second embodiment of the present invention will be described with reference to FIGS.
- FIG. 5 is a block diagram showing the configuration of the switching instruction unit 58 according to the present embodiment.
- the configuration and function of the switching instruction unit 58 which is a feature of the present embodiment, will be described with reference to FIG. 5 together with FIG.
- a functional feature of the switching instruction unit 58 according to the present embodiment is that it is possible to suppress a torque step when the control of the actuators 2, 4 and 6 is switched from the control based on the actuator direct requirement value to the control based on the torque achievement unit requirement value. It is in doing so. For example, when the control based on the actuator direct required value is performed as the start-up control of the internal combustion engine, the calculation based on the air model or the air inverse model becomes possible, and then the control is switched to the control based on the torque achievement unit required value. At that time, there is a difference between the torque, efficiency or A / F value realized by the actuator direct requirement value and the torque, efficiency or A / F value newly realized by the torque achievement unit requirement value.
- the switching instruction unit 58 includes a selection unit 520.
- the selection unit 520 selects control based on the actuator direct requirement value or control based on the torque achievement unit requirement value based on the engine information, and instructs the switching units 52, 54, and 56 to switch to the selected control. That is, the function of the switching instruction unit 58 described in the first embodiment is integrated in the selection unit 520.
- the switching instruction unit 58 is a means for obtaining the torque, efficiency, and A / F values actually realized by the internal combustion engine.
- 504 and an A / F actual value calculation unit 506 are provided. These engine actual value calculation units 502, 504, and 506 calculate the engine actual values (the torque actual value, the efficiency actual value, and the A / F actual value) using the engine information supplied from the information transmission source 12.
- an A / F realization value can be calculated using information such as an output signal of an air-fuel ratio sensor.
- the efficiency realization value can be calculated using information such as the ignition timing.
- it is a torque realization value, it can calculate using information, such as throttle valve opening degree, the output signal of an airflow sensor, engine speed, A / F, and ignition timing.
- the switching instruction unit 58 includes three deviation determination units 508, 510, and 512.
- the deviation determination unit 508 is an element that determines whether or not the deviation between the torque actual value calculated by the torque actual value calculation unit 502 and the torque request value output from the torque arbitration unit 22 is within a predetermined allowable range.
- the deviation determination unit 510 is an element that determines whether the deviation between the efficiency realized value calculated by the efficiency realized value calculation unit 504 and the efficiency requirement value output from the efficiency arbitration unit 24 is within a predetermined allowable range.
- the deviation determination unit 512 determines whether the deviation between the A / F actual value calculated by the A / F actual value calculation unit 506 and the A / F request value output from the A / F arbitration unit 26 is within a predetermined allowable range. It is an element that determines whether or not. The determination of each deviation by the deviation determination units 508, 510, and 512 is performed when the control by the actuator direct request value is selected in the selection unit 520. Then, the determination results of the deviation determination units 508, 510, and 512 are reflected in selection switching by the selection unit 520.
- the selection unit 520 measures the switching timing of the selection based on the determination results supplied from the deviation determination units 508, 510, and 512.
- the engine actual value (torque actual value, efficiency actual value, A / F actual value) and engine required value (torque required value, efficiency required value, A / F required value)
- the selection unit 520 instructs each of the switching units 52, 54, and 56 to switch from the control based on the actuator direct request value to the control based on the torque achievement unit request value. By instructing switching at such timing, it is possible to shift to control based on the torque achievement unit required value without discontinuously changing the operation of the internal combustion engine.
- FIG. 6 is a flowchart showing a switching control routine executed by the switching instruction unit 58 according to the present embodiment.
- the required torque value, the required efficiency value, and the required A / F value are acquired from the engine required value generation unit 20.
- step S104 it is determined whether the internal combustion engine is operating directly in the required region.
- the direct requirement region is an operation region in which the control based on the actuator direct requirement value is more advantageous than the control based on the torque achievement unit requirement value. For example, an operation region at the start of the internal combustion engine or stratified combustion is included in this direct requirement region.
- the process proceeds to step S112, and the control by the torque achievement unit request value is selected by the selection unit 520.
- step S106 the actual torque value, the actual efficiency value, and the actual A / F value realized by the actuator direct request values are calculated by the engine actual value calculation units 502, 504, and 506, respectively.
- step S108 deviations between the engine requirement values acquired in step S102 and the engine actual values calculated in step S106 are determined by the deviation determination units 508, 510, and 512. If any of the deviations is not within the allowable range as a result of the determination, the process proceeds to step S110 and the control based on the actuator direct required value is selected as it is.
- step 112 the control based on the torque achievement unit request value is selected by the selection unit 520, and the switching units 52, 54, and 56 are instructed to switch to the selected control.
- each engine actual value realized by the control based on the actuator direct required value, and each engine required value serving as a basis for calculation of the torque realizing unit required value Therefore, the torque, efficiency, and A / F continuity before and after switching can be maintained. Thereby, it is possible to prevent the operation of the internal combustion engine from fluctuating discontinuously with the switching, and it is possible to prevent the occurrence of torque fluctuation that impairs drivability.
- the second embodiment of the present invention has been described.
- the first, second, third, fourth, fifth and sixth inventions of the present invention are embodied.
- the torque actual value calculation unit 502, the efficiency actual value calculation unit 504, and the A / F actual value calculation unit 506 correspond to the “engine actual value acquisition means” of the fifth and sixth inventions.
- the selection unit 520 and the deviation determination units 508, 510, and 512 constitute the “switching instruction unit” according to the fifth aspect of the invention.
- the correspondence relationship with the first, second, third and fourth inventions of the second embodiment is the same as that of the first embodiment.
- the second embodiment includes an invention different from any of the first to twenty-fourth inventions.
- the invention is “in a control device for an internal combustion engine whose operation is controlled by one or more actuators, Engine request value acquisition means for acquiring a request value (hereinafter referred to as engine request value) of one or more predetermined physical quantities for determining the operation of the internal combustion engine; Engine information acquisition means for acquiring information on the current operating state or operating conditions of the internal combustion engine (hereinafter referred to as engine information); An engine inverse model for deriving each control amount of the one or more actuators for realizing them in the internal combustion engine from each value of the one or more predetermined physical quantities, each requested engine value and engine information; Actuator request value calculation means for calculating a control amount (hereinafter referred to as actuator request value) required for each of the one or more actuators by inputting to the engine inverse model Actuator direct request value acquisition means for acquiring a control amount (hereinafter referred to as actuator direct request value) directly required for each of the one or more actuators; Switching means for switching the control of the one or more actuators between the control by the
- Embodiment 3 FIG. Next, a third embodiment of the present invention will be described with reference to FIGS.
- FIG. 7 is a block diagram showing the configuration of the switching instruction unit 58 according to the present embodiment.
- the configuration and function of the switching instruction unit 58 which is a feature of the present embodiment, will be described with reference to FIG. 7 together with FIG.
- the switching instruction unit 58 according to the present embodiment includes an engine model 514.
- the engine model 514 is a model of an internal combustion engine, and is in a reverse relationship with the engine inverse model of the torque achievement unit 30. Therefore, if each actuator direct required value is input to the engine model 514, each engine actual value realized by them can be accurately predicted and calculated.
- the switching instruction unit 58 includes a selection unit 520 and deviation determination units 508, 510, and 512 in addition to the engine model 514. Since these functions are the same as those in the second embodiment, description thereof is omitted.
- the engine model 514 receives each actuator direct request value from the TA direct request value calculation unit 42, the SA direct request value calculation unit 44, and the A / F direct request value calculation unit 46.
- the engine realization values calculated by the engine model 514 are input to the corresponding deviation determination units 508, 510, and 512, respectively.
- the third embodiment of the present invention has been described.
- the first, second, third, fourth, fifth and seventh inventions of the present invention are embodied.
- the engine model 514 corresponds to “engine realized value acquisition means” of the fifth and seventh inventions.
- the selection unit 520 and the deviation determination units 508, 510, and 512 constitute the “switching instruction unit” according to the fifth aspect of the invention.
- the correspondence relationship with the first, second, third and fourth inventions of the third embodiment is the same as that of the first embodiment.
- Embodiment 4 FIG. Next, a fourth embodiment of the present invention will be described with reference to FIG. 1, FIG. 8, and FIG.
- FIG. 8 is a block diagram showing the configuration of the switching instruction unit 58 according to the present embodiment.
- the configuration and function of the switching instruction unit 58 which is a feature of the present embodiment, will be described with reference to FIG. 8 together with FIG.
- the functional aspect of the switching instruction unit 58 according to the present embodiment is common to the switching instruction unit 58 according to the first or second embodiment.
- the switching instruction unit 58 according to the present embodiment is different from that of the first or second embodiment in that there is a condition for switching the selection from the control based on the actuator direct requirement value to the control based on the torque achievement unit requirement value.
- the switching condition is that the deviation between the actuator direct requirement value and the torque achievement unit requirement value is within an allowable range. If there is a discrepancy between the actuator direct required value and the torque achievement unit required value before and after switching, the operation of the actuators 2, 4 and 6 will be discontinuous, resulting in discontinuous fluctuations in the operation of the internal combustion engine. This is because a torque step may occur.
- the switching instruction unit 58 includes a selection unit 520 and three deviation determination units 530, 532, and 534.
- the deviation determination unit 530 determines whether the deviation between the TA direct requirement value calculated by the TA direct requirement value calculation unit 42 and the torque achievement unit TA requirement value calculated by the torque achievement unit 30 is within a predetermined allowable range. It is an element to do.
- the deviation determination unit 532 determines whether the deviation between the SA direct requirement value calculated by the SA direct requirement value calculation unit 44 and the torque achievement unit SA requirement value calculated by the torque achievement unit 30 is within a predetermined allowable range. It is an element to do.
- the deviation determination unit 534 is configured such that a deviation between the A / F direct request value calculated by the A / F direct request value calculation unit 46 and the torque achievement unit A / F request value calculated by the torque realization unit 30 is a predetermined allowable value. It is an element that determines whether it is within the range. Then, the determination results of the deviation determination units 530, 532, and 534 are reflected in selection switching by the selection unit 520.
- the selection unit 520 measures the switching timing of the selection based on the determination results supplied from the deviation determination units 530, 532, and 534.
- the selection unit 520 performs the torque achievement unit requirement value from the control based on the actuator direct requirement value.
- the switching units 52, 54, and 56 are instructed to switch to the control by. By instructing switching at such a timing, it is possible to shift to control based on the torque realization unit required value without causing discontinuity in the operation of each actuator 2, 4, 6.
- FIG. 9 is a flowchart showing a switching control routine executed by the switching instruction unit 58 according to the present embodiment.
- the TA direct request value, the SA direct request value, and the A / F direct request value are acquired from the actuator direct request value generation unit 40.
- step S204 it is determined whether or not the internal combustion engine is operating directly in the required region.
- the contents of the direct request area are as described in the second embodiment.
- the process proceeds to step S212, and the control by the torque achievement unit request value is selected by the selection unit 520.
- step S206 the torque achievement unit TA requirement value, the torque achievement unit SA requirement value, and the torque achievement unit A / F requirement value calculated by the torque achievement unit 30 are acquired.
- step S208 deviations between the respective actuator direct required values acquired in step S202 and the respective torque achievement unit required values acquired in step S206 are determined by the respective deviation determination units 530, 532, and 534. As a result of the determination, if any deviation is not within the allowable range, the process proceeds to step S210, and the control based on the actuator direct required value is selected as it is.
- step S212 control based on the torque realization unit required value is selected by the selection unit 520, and switching to the selected control is instructed to the switching units 52, 54, and 56.
- the switching condition is that the deviation of the torque achievement unit required value from the actuator direct required value is within the allowable range for each of the actuators 2, 4, 6. Therefore, the continuity of operation of each actuator 2, 4, 6 before and after switching can be maintained. Thereby, it is possible to prevent the operations of the actuators 2, 4 and 6 from fluctuating discontinuously with switching, and it is also possible to prevent the occurrence of torque fluctuations that impair drivability.
- the fourth embodiment of the present invention embodies the first, second, third, fourth, and eighth inventions of the present invention. Specifically, in the configuration shown in FIG. 8, the selection unit 520 and the deviation determination units 530, 532, and 534 constitute the “switching instruction unit” of the eighth invention. The correspondence relationship with the first, second, third and fourth inventions of the fourth embodiment is the same as that of the first embodiment.
- the fourth embodiment includes an invention different from any of the first to twenty-fourth inventions.
- the invention is “in a control device for an internal combustion engine whose operation is controlled by one or more actuators, Engine request value acquisition means for acquiring a request value (hereinafter referred to as engine request value) of one or more predetermined physical quantities for determining the operation of the internal combustion engine; Engine information acquisition means for acquiring information on the current operating state or operating conditions of the internal combustion engine (hereinafter referred to as engine information); An engine inverse model for deriving each control amount of the plurality of actuators for realizing them in the internal combustion engine from each value of the one or a plurality of predetermined physical quantities, and for each engine request value and engine information Actuator request value calculation means for calculating a control amount required for each of the one or more actuators (hereinafter referred to as actuator request value) by inputting into the engine inverse model; Actuator direct request value acquisition means for acquiring a control amount (hereinafter referred to as actuator direct request value) directly required for each of the one or more actuators; Switching means for switching the control of the one or more actuator
- Embodiment 5 FIG. Embodiment 5 of the present invention will be described below with reference to FIGS. 10 to 13.
- the control device of the present embodiment is configured as shown in the block diagram of FIG. In the control device shown in FIG. 10, elements common to the control device shown in FIG. In the following, description of elements common to the control device shown in FIG. 1 will be omitted or simplified, and the configuration unique to the present embodiment will be mainly described.
- the control device shown in FIG. 10 is obtained by replacing the selection switching unit 50 of the control device shown in FIG. That is, the control device of the present embodiment is characterized by the selection switching unit 60.
- the selection switching unit 60 according to this embodiment includes three switching units 62, 64, 66 and a switching instruction unit 68.
- the switching unit 62 is an element for switching the required value supplied to the throttle valve 2, and the torque achievement unit TA required value and the TA direct required value are inputted.
- the switching unit 64 is an element that switches the required value supplied to the ignition device 4 and receives the torque achievement unit SA required value and the SA direct required value.
- the switching unit 66 is an element for switching the required value supplied to the fuel injection device 6, and the torque achievement unit A / F required value and the A / F direct required value are input.
- each switching unit 62, 64, 66 The switching of the required value in each switching unit 62, 64, 66 is performed in response to an instruction from the switching instruction unit 68. It should be noted that, in the control device shown in FIG. 1, switching instructions from the switching instruction unit 58 to the switching units 52, 54, and 56 are collectively performed, whereas in this embodiment, the switching instruction unit 68. The switching instruction to the switching units 62, 64, 66 is performed individually. In the present embodiment, the control of each actuator 2, 4, 6 is individually switched between the control based on the torque achievement unit required value and the control based on the actuator direct required value.
- FIG. 11 is a table showing combinations of control selections based on actuator direct required values that can be selected in the present embodiment.
- white circles indicate that the actuator direct requirement value is selected.
- the switching instruction unit 68 determines the most advantageous selection pattern among the eight selection patterns shown in the table of FIG. 11 based on the engine information, and individually switches to each switching unit 62, 64, 66 according to the determination result. Instruct. According to this, since each of the plurality of actuators 2, 4, 6 can be appropriately operated, it is possible to further improve the accuracy of realizing various performance requirements issued from the performance requirement generation unit 10.
- the switching instruction unit 68 instructs the switching units 62, 64, and 66 not to perform the switching at a time but to sequentially switch in accordance with a preset switching order.
- FIG. 12 shows the switching order of selection from the combination of C1 to the combination of C8 shown in the table of FIG.
- a white circle indicates that the actuator direct required value is selected
- a black circle indicates that the torque achievement unit required value is selected.
- the control is sequentially performed according to the torque realization unit required value in the order of the ignition device 4 (SA), the fuel injection device 6 (A / F), and the throttle valve 2 (TA).
- SA ignition device 4
- a / F fuel injection device 6
- TA throttle valve 2
- discontinuity of operation may occur in each of the actuators 2, 4 and 6.
- the control of each of the actuators 2, 4, 6 is sequentially switched one by one, the discontinuity of operation does not overlap between the actuators 2, 4, 6. Therefore, according to the example shown in FIG. 12, it is possible to suppress discontinuity in the operation of the internal combustion engine that occurs when switching from the control based on the actuator direct requirement value to the control based on the torque achievement unit requirement value.
- the actuator having high torque response sensitivity to the change in the control amount is switched to the control based on the torque realization unit required value first.
- the switching priority is determined by the high torque response sensitivity.
- the control amount of the other actuator that is subsequently switched is reflected in the torque realization unit request value of the actuator that has been previously switched. Therefore, by switching the actuator having high torque response sensitivity first, the torque adjustment function by the torque realization unit 30 works effectively, and as a result, the torque step caused by the subsequent switching of the other actuator is suppressed.
- the above-described sequential switching is a standard switching instruction by the switching instruction unit 68, but the switching instruction unit 68 is configured to switch all the actuators 2, 4, and 6 to control based on the torque realization unit request value at the same time. 62, 64, 66 can also be instructed. However, this is limited to when a predetermined simultaneous switching condition is satisfied.
- priority can be given to suppressing discontinuity in the operation of the internal combustion engine by selecting sequential switching under certain circumstances. And in another situation, it can give priority to switching to control by torque realization part demand value promptly by selection of simultaneous switching.
- the switching instruction unit 68 instructs the switching units 62, 64, and 66 to sequentially switch in accordance with a preset reverse switching order, rather than switching them at once.
- FIG. 13 shows an example of the switching procedure in this case, and FIG. 13 shows the switching order of selection from the combination of C8 to the combination of C1 shown in the table of FIG.
- white circles indicate that the actuator direct required value is selected, and black circles indicate that the torque achievement unit required value is selected.
- the control is sequentially switched to the actuator direct request value in the order of the throttle valve 2 (TA), the fuel injection device 6 (A / F), and the ignition device 4 (SA).
- TA throttle valve 2
- a / F fuel injection device 6
- SA ignition device 4
- the actuator having a high torque control capability is switched to the control based on the actuator direct request value first. That is, the switching priority is determined by the high torque control capability.
- the fifth embodiment of the present invention has been described above.
- the fifth embodiment embodies the first, tenth, eleventh, twelfth, thirteenth, fourteenth and fifteenth aspects of the present invention.
- the engine required value generation unit 20 corresponds to “engine required value generation means” of the first invention.
- the information transmission source 12 corresponds to the “institution information acquisition means” of the first invention.
- the torque achievement unit 30 corresponds to the “actuator request value calculation means” of the first invention.
- the actuator direct required value generating unit 40 corresponds to the “actuator direct required value generating means” of the first invention.
- the switching units 62, 64, 66 correspond to the “switching means” of the first and tenth inventions.
- the switching instruction unit 68 corresponds to the “switching instruction unit” of the tenth to fifteenth inventions.
- FIG. 12 shows the operation of the switching instruction unit 68 as “switching instruction means” of the eleventh, twelfth and fifteenth inventions.
- FIG. 13 shows the operation of the switching instruction unit 68 as the “switching instruction means” of the thirteenth, fourteenth and fifteenth inventions.
- Embodiment 6 FIG. Next, a sixth embodiment of the present invention will be described with reference to FIGS.
- the overall configuration of the control device of the present embodiment is shown in the block diagram of FIG. 10 as in the fifth embodiment.
- the difference between the control device of the present embodiment and the control device of the fifth embodiment is in the function of the selection switching unit 60 that is one element constituting the control device.
- the function of the selection switching unit 60 according to the present embodiment can be described with reference to FIG.
- the function of the selection switching unit 60 which is a feature of the present embodiment, will be described with reference to FIG. 14 together with FIG.
- a feature in the functional aspect of the selection switching unit 60 according to the present embodiment is that a linkage control for smoothly connecting the control based on the actuator direct requirement value and the control based on the torque achievement portion requirement value is performed.
- the linkage control includes the linkage control (B) performed when switching from the control based on the actuator direct requirement value (A) to the control based on the torque achievement unit requirement value (D), and vice versa.
- connection control (B) the control amount supplied to the actuators 2, 4 and 6 is gradually changed from the actuator direct requirement value to the torque achievement unit requirement value.
- the latter linkage control (C) the amount of control supplied to the actuators 2, 4, 6 is gradually changed from the torque realization unit required value to the actuator direct required value.
- connection control is individually performed by each of the switching units 62, 64, 66 in response to an instruction from the switching instruction unit 68. Whether to perform the linkage control is determined by the switching instruction unit 68 based on the engine information. Since the determination is made for each of the actuators 2, 4, and 6, the linkage control is not performed for the control of the ignition device 8 and the fuel injection device 6, and the linkage control may be performed only for the control of the throttle valve 2.
- linkage control can be implemented in combination with the sequential switching control described in the fifth embodiment. According to the combination of the linkage control and the sequential switching control, it is possible to more reliably suppress the discontinuity of the operation of the internal combustion engine that occurs at the time of switching.
- the sixth embodiment of the present invention has been described above.
- the sixth embodiment embodies the first, tenth and sixteenth aspects of the present invention.
- the operation at the time of switching shown in FIG. 14 shows the operation as the “switching means” of the sixteenth invention of the switching units 62, 64, 66.
- the correspondence relationship with the first and tenth aspects of the sixth embodiment is the same as that of the fifth embodiment.
- Embodiment 7 FIG. Next, a seventh embodiment of the present invention will be described with reference to FIG. 10, FIG. 4, FIG. 15, and FIG.
- the overall configuration of the control device of the present embodiment is shown in the block diagram of FIG. 10 as in the fifth embodiment.
- the control device of the present embodiment is characterized by switching control when switching the control of the throttle valve 2 and the ignition device 4 from control based on the actuator direct required value to control based on the torque achievement unit required value.
- the control of the fuel injection device 6 is not limited here.
- the contents of the switching system according to this embodiment can be described with reference to FIGS. 15 and 16.
- the configuration of the torque realizing unit 30 is important, and the configuration of the torque realizing unit 30 shown in FIG. 4 is assumed.
- the function of the selection switching unit 60 that is a feature of the present embodiment will be described with reference to FIGS. 15 and 16 together with FIGS.
- FIG. 15 shows the control from the TA direct requirement value and the SA direct requirement value executed by the switching instruction unit 68 of the selection switching unit 60 in this embodiment to the control by the torque achievement unit TA requirement value and the torque achievement unit SA requirement value.
- the routine of this switching control In the first step S302 of this routine, based on the engine information supplied from the information transmission source 12, a request to shift from the control region based on the actuator direct requirement value to the control region (torque realization portion control region) based on the torque achievement portion requirement value. The presence or absence of is determined. If there is no transfer request, this routine is terminated as it is, and control by the TA direct request value and the SA direct request value is continued.
- step S304 it is next determined whether or not there is an early shift request in step S304.
- the simultaneous switching condition is that the early transition request is confirmed.
- the process proceeds to step S308, and the transition to the torque achievement unit control region is promptly performed.
- the throttle valve 2 is controlled by the torque achievement unit TA request value
- the ignition device 4 is controlled by the torque achievement unit SA request value.
- step S306 a torque deviation ⁇ TQ caused by the deviation is calculated from the deviation between the current TA direct requirement value and the torque achievement unit TA requirement value.
- the torque deviation ⁇ TQ includes a torque deviation ⁇ TQa that occurs when the TA direct requirement value is larger than the torque achievement unit TA requirement value as shown in FIG. 16A, and a torque achievement unit as shown in FIG. There is a torque deviation ⁇ TQb that occurs when the TA requirement value is greater than the TA direct requirement value.
- the estimated air amount calculating unit 308 calculates the estimated air amount realized by controlling the throttle valve 2 with the TA direct request value. Then, an estimated torque corresponding to the estimated air amount is calculated by the estimated torque calculation unit 310.
- the torque achievement unit TA request value is calculated based on the torque request value supplied from the torque arbitration unit 22, and the difference between the torque request value and the estimated torque is the aforementioned torque deviation ⁇ TQ.
- the torque achievement unit SA required value is calculated based on the torque efficiency that is the ratio of the torque request value and the estimated torque so as to compensate for this torque deviation ⁇ TQ. .
- the adjustment of the ignition timing by the ignition device 4 is superior in torque response sensitivity than the adjustment of the intake air amount by the throttle valve 2. Therefore, even if the torque deviation ⁇ TQ is generated by switching from the TA direct requirement value to the torque achievement unit TA requirement value, the torque deviation ⁇ TQ is compensated by the function of automatically adjusting the ignition timing of the torque achievement unit 30. Become.
- step S306 Only when the torque deviation ⁇ TQ can be compensated by the ignition timing control, the process proceeds to step S308, and the transition to the torque achievement unit control region is promptly performed. That is, the switching to the torque achievement unit TA required value is performed at the same time as the switching to the torque achievement unit SA required value.
- step S310 gradual change control is performed for the throttle valve 2.
- the control of the ignition device 4 is quickly switched from the control based on the SA direct requirement value to the control based on the torque achievement unit SA requirement value.
- the TA direct requirement value is gradually changed toward the torque achievement unit TA requirement value. Thereby, the deviation between the TA direct requirement value and the torque achievement unit TA requirement value is gradually reduced, and the torque deviation ⁇ TQ caused by the deviation is also reduced.
- the switching control routine described above is executed by the switching instruction unit 68, even if the difference between the TA direct requirement value and the torque achievement unit TA requirement value is large, generation of a torque step due to the switching is generated. Can be prevented. Further, when the compensation of the torque deviation by adjusting the ignition timing becomes feasible, the control of the throttle valve 2 is quickly switched to the control based on the torque achievement unit TA request value. Therefore, it is possible to quickly shift from the control based on the actuator direct requirement value to the control based on the torque achievement unit requirement value while preventing the occurrence of a torque step.
- the seventh embodiment of the present invention has been described above.
- the seventh embodiment embodies the first, tenth, nineteenth, twentieth and twenty-first inventions of the present invention.
- the configuration of the torque achievement unit 30 shown in FIG. 4 corresponds to the “engine reverse model” of the nineteenth aspect of the invention.
- the switching control routine shown in FIG. 15 shows the operation of the switching instruction unit 68 as the “switching instruction means” of the nineteenth, twentieth and twenty-first inventions.
- the correspondence relationship with the first and tenth aspects of the seventh embodiment is the same as that of the fifth embodiment.
- the seventh embodiment includes an invention different from any of the first to twenty-fourth inventions.
- the invention is "in a control device for an internal combustion engine whose operation is controlled by a plurality of actuators including an intake actuator that adjusts the intake air amount and an ignition actuator that adjusts the ignition timing.
- Engine request value acquisition means for acquiring a request value (hereinafter referred to as engine request value) of one or more predetermined physical quantities including at least torque for determining the operation of the internal combustion engine;
- Engine information acquisition means for acquiring information on the current operating state or operating conditions of the internal combustion engine (hereinafter referred to as engine information);
- An intake actuator request value calculation means for calculating, as an intake actuator request value, a control amount of the intake actuator for realizing each of the one or a plurality of predetermined physical quantities and engine information in the internal combustion engine;
- Torque estimating means for estimating a torque value realizable by the operation of the intake actuator based on engine information;
- Ignition actuator request value calculation means for calculating a control amount of the ignition actuator for compensating for a deviation between the torque request value and the estimated torque value
- Embodiment 8 FIG. Next, an eighth embodiment of the present invention will be described with reference to FIG. 10, FIG. 4 and FIG.
- the overall configuration of the control device of the present embodiment is shown in the block diagram of FIG. 10 as in the fifth embodiment.
- the control device according to the present embodiment is characterized by switching control when each control of the throttle valve 2 and the ignition device 4 is switched from control based on the torque achievement unit required value to control based on the actuator direct required value.
- the control of the fuel injection device 6 is not limited here.
- the contents of the switching control according to the present embodiment can be described with reference to FIG.
- the configuration of the torque realizing unit 30 is important, and the configuration of the torque realizing unit 30 shown in FIG. 4 is assumed.
- the function of the selection switching unit 60 which is a feature of the present embodiment, will be described with reference to FIGS. 10 and 4 and FIG.
- FIG. 17 shows the control from the torque achievement unit TA required value and the torque achievement unit SA required value executed by the switching instruction unit 68 of the selection switching unit 60 in this embodiment to the control by the TA direct required value and the SA direct required value.
- the routine In the first step S402 of this routine, based on the engine information supplied from the information transmission source 12, it is determined whether or not there is a request to shift from the control region based on the torque achievement unit required value to the control region based on the actuator direct required value. When there is no shift request, this routine is ended as it is, and control by the torque achievement unit TA request value and the torque achievement unit SA request value is continued.
- step S404 it is next determined in step S404 whether there is an early shift request.
- the simultaneous switching condition is that the early transition request is confirmed.
- the process proceeds to step S410, and the transition to the actuator direct request area is promptly performed.
- the throttle valve 2 is controlled by the TA direct request value
- the ignition device 4 is controlled by the SA direct request value.
- step S406 only the throttle valve 2 is first shifted to the actuator direct request region, and the throttle valve 2 is controlled based on the TA direct request value.
- the estimated air amount realized by the throttle valve 2 being controlled by the TA direct request value is calculated by the estimated air amount calculating unit 308, and the estimated air amount Corresponding estimated torque is calculated by estimated torque calculation section 310.
- the ignition timing is automatically adjusted so as to compensate for the torque deviation between the torque request value and the estimated torque. Therefore, even if there is a deviation between the torque achievement unit TA required value and the TA direct required value at the time of switching, the torque deviation due to the deviation is compensated by the ignition timing automatic adjustment function. The occurrence of a torque step is suppressed.
- step S408 it is determined whether or not the deviation between the TA direct required value and the actually realized throttle valve opening is within a predetermined allowable range. If the deviation does not fall within the allowable range, this routine is terminated as it is, and the control based on the TA direct requirement value and the torque achievement unit SA requirement value is continued. If the required value for the intake air amount is the basis for calculating the TA direct required value, it is determined whether the deviation between the required air amount and the actual intake air amount is within an allowable range. It's okay.
- step S410 the control of the ignition device 4 is also shifted to the actuator direct request region, and the control of the ignition device 4 by the SA direct request value is started. Thereby, the switching to the control by the TA direct request value and the SA direct request value is completed.
- the switching control routine described above is executed by the switching instruction unit 68, even if the deviation between the torque achievement unit TA request value and the TA direct request value is large, the generation of a torque step due to the switching is generated. Can be prevented. Further, by switching the throttle valve 2 having a high torque control capability to the control based on the TA direct requirement value first, it is possible to ensure the controllability of the torque until the complete switching is completed.
- the embodiment 8 of the present invention has been described above.
- the eighth embodiment embodies the first, tenth, twenty-second, twenty-third and twenty-fourth aspects of the present invention.
- the configuration of the torque achievement unit 30 shown in FIG. 4 corresponds to the “engine reverse model” of the twenty-second aspect of the invention.
- the switching control routine shown in FIG. 17 shows the operation of the switching instruction unit 68 as the “switching instruction means” of the twenty-second, twenty-third, and twenty-fourth inventions.
- the correspondence relationship with the first and tenth aspects of the eighth embodiment is the same as that of the fifth embodiment.
- the eighth embodiment includes an invention different from any of the first to twenty-fourth inventions.
- the invention is "in a control device for an internal combustion engine whose operation is controlled by a plurality of actuators including an intake actuator that adjusts the intake air amount and an ignition actuator that adjusts the ignition timing.
- Engine request value acquisition means for acquiring a request value (hereinafter referred to as engine request value) of one or more predetermined physical quantities including at least torque for determining the operation of the internal combustion engine;
- Engine information acquisition means for acquiring information on the current operating state or operating conditions of the internal combustion engine (hereinafter referred to as engine information);
- An intake actuator request value calculation means for calculating, as an intake actuator request value, a control amount of the intake actuator for realizing each of the one or a plurality of predetermined physical quantities and engine information in the internal combustion engine;
- Torque estimating means for estimating a torque value realizable by the operation of the intake actuator based on engine information;
- Ignition actuator request value calculation means for calculating a control amount of the ignition actuator for compensating for a deviation between the torque request value and the estimated torque value
- Embodiment 9 FIG. Finally, Embodiment 9 of the present invention will be described with reference to FIG. 10, FIG. 18, FIG. 19, and FIG.
- FIG. 18 is a block diagram showing the configuration of the torque achievement unit 30 according to the present embodiment.
- elements common to the configuration shown in FIG. Functions of new elements added to the torque achievement unit 30 in the present embodiment can be described with reference to FIGS. 19 and 20.
- the function of the torque achievement unit 30 which is a feature of the present embodiment will be described with reference to FIGS. 18, 19 and 20 together with FIG.
- the functional feature of the torque realization unit 30 is that it is possible to prevent the deterioration of combustion that may occur when some of the actuators 2, 4, and 6 are controlled by the actuator direct requirement value. There is.
- the relationship between the control amounts of the actuators 2, 4, 6 is achieved by the adjustment function of the adjustment unit 320 of the torque realization unit 30. Is within the combustion limits.
- the control amount of the actuator is set regardless of the control amount of other actuators. There is a possibility that the relationship between the quantities will exceed the combustion limit. According to the configuration of the torque achievement unit 30 described below, such a problem can be prevented.
- the torque achievement unit 30 includes an SA requirement value correction unit 332 and an A / F requirement value correction unit 334 as new elements in the configuration of the torque achievement unit 30 shown in FIG. 4.
- the priority request switching unit 330 is added.
- the SA required value correction unit 332 limits the upper and lower limits of the torque achievement unit SA required value output from the torque achievement unit 30, so that the magnitude of the torque achievement unit SA required value is within a range where the internal combustion engine can be properly operated.
- the A / F request value correction unit 334 limits the upper and lower limits of the torque achievement unit A / F request value output from the torque achievement unit 30, thereby setting the magnitude of the torque achievement unit A / F request value of the internal combustion engine. Correct to a range where proper operation is possible.
- the torque realization unit SA required value or the torque realization unit A / F required value is a correction target, and the torque realization unit TA request value is not a correction target. This is because the torque achievement unit TA request value has the greatest influence on the torque, and therefore the realization priority is set to the highest.
- the guard by the SA required value correcting unit 332 and the guard by the A / F required value correcting unit 334 are alternatives, and the correcting units 332 and 334 whose guards are released are selected by the priority request switching unit 330. Yes.
- the priority request switching unit 330 determines a guard to be released according to the operation mode of the internal combustion engine. When the operation mode of the internal combustion engine is the efficiency priority mode, priority is given to the realization of the SA request, and a guard-off signal is supplied to the SA request value correction unit 332. Conversely, when the operation mode of the internal combustion engine is the A / F priority mode, priority is given to the realization of the A / F request, and a guard-off signal is supplied to the A / F request value correction unit 332.
- the upper and lower limit guard values of the SA request value correction unit 332 are supplied to the control amount (TA direct request value or torque achievement unit TA request value) currently supplied to the throttle valve 2 and to the current fuel injection device 6. It is set based on the control amount (A / F direct required value or torque realization unit A / F required value).
- the upper and lower limit guard values are set to invalid values, and the SA request value correcting unit 332 sets the torque realizing unit SA required value. The guard is released.
- the upper and lower limit guard values of the A / F request value correction unit 334 are supplied to the control amount (TA direct request value or torque achievement unit TA request value) currently supplied to the throttle valve 2 and to the current ignition device 4. Is set based on the control amount (SA direct requirement value or torque achievement unit SA requirement value).
- SA direct requirement value or torque achievement unit SA requirement value When a guard-off signal is supplied from the priority request switching unit 330 to the A / F request value correcting unit 334, the upper and lower limit guard values are set to invalid values, and the torque realizing unit by the A / F request value correcting unit 334 is set. The guard of the A / F request value is released.
- FIG. 19 and FIG. 20 show the operation of the torque realizing unit 30 realized by the above configuration in a flowchart.
- the flowchart of FIG. 19 shows a routine for correction control of the torque achievement unit A / F required value for combustion improvement
- the flowchart of FIG. 20 is a routine for correction control of the torque achievement unit SA required value for combustion improvement. Is shown. These routines are executed by the torque realizing unit 30 in parallel.
- step S502 of the routine shown in FIG. 19 it is determined whether the relationship between the control amounts of the actuators 2, 4, 6 exceeds the combustion limit. If the combustion limit has not been exceeded, this routine ends as it is.
- step S504 it is determined whether the realization of the A / F request has priority over the realization of the SA request. If the realization of the A / F request is prioritized, this routine is terminated as it is.
- step S506 combustion improvement control by A / F is performed.
- the guard of the torque achievement unit SA request value by the SA request value correction unit 332 is released, and the torque achievement unit A / F request value is corrected by the upper and lower limit guard values of the A / F request value correction unit 334.
- step S602 of the routine shown in FIG. 20 it is determined whether the relationship between the control amounts of the actuators 2, 4, 6 exceeds the combustion limit. If the combustion limit has not been exceeded, this routine ends as it is.
- step S604 it is determined whether the realization of the SA request has priority over the realization of the A / F request. If the implementation of the SA request is prioritized, this routine ends as it is.
- step S606 combustion improvement control based on the ignition timing is performed. That is, the guard of the torque achievement unit A / F request value by the A / F request value correction unit 334 is released, and the torque achievement unit SA request value is corrected by the upper and lower limit guard values of the SA request value correction unit 332.
- the ninth embodiment of the present invention has been described above.
- the ninth embodiment embodies the tenth, seventeenth and eighteenth aspects of the present invention.
- the SA required value correcting unit 332, the A / F required value correcting unit 334, and the priority request switching unit 330 constitute the “correcting means” of the seventeenth and eighteenth aspects of the invention.
- the correspondence between the ninth embodiment and the tenth invention is the same as that of the fifth embodiment.
- the actuator to be controlled is not limited to the throttle, the ignition device, and the fuel injection device.
- a lift variable mechanism, a valve timing variable mechanism (VVT), and an external EGR device can also be controlled actuators.
- VVT valve timing variable mechanism
- an engine including a cylinder stop mechanism and a variable compression ratio mechanism these mechanisms can be used as actuators to be controlled.
- MAT motor-assisted turbocharger
- MAT may be used as an actuator to be controlled.
- the output of the engine can be indirectly controlled by an auxiliary machine driven by the engine such as an alternator, these auxiliary machines can be used as an actuator.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
前記内燃機関の動作を決定する1又は複数の所定物理量の要求値(以下、機関要求値)を取得する機関要求値取得手段と、
前記内燃機関の現在の運転状態或いは運転条件に関する情報(以下、機関情報)を取得する機関情報取得手段と、
前記1又は複数の所定物理量の各値から前記内燃機関においてそれらが実現されるための前記1又は複数のアクチュエータの各制御量を導出する機関逆モデルを具備し、各機関要求値と機関情報とを前記機関逆モデルに入力することによって前記1又は複数のアクチュエータのそれぞれに要求する制御量(以下、アクチュエータ要求値)を算出するアクチュエータ要求値算出手段と、
前記1又は複数のアクチュエータのそれぞれに直接要求する制御量(以下、アクチュエータ直接要求値)を取得するアクチュエータ直接要求値取得手段と、
前記1又は複数のアクチュエータの制御を、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との間で切り替える切替手段と、
を備えることを特徴としている。
機関情報に基づいてアクチュエータ要求値による制御かアクチュエータ直接要求値による制御かを選択し、選択した制御への切り替えを前記切替手段に指示する切替指示手段をさらに備えることを特徴としている。
前記切替指示手段は、取得された機関情報の信頼性が低い場合にアクチュエータ直接要求値による制御を選択することを特徴としている。
前記切替指示手段は、前記内燃機関の現在の運転状態や運転条件が前記機関逆モデルの成立条件に含まれない場合にアクチュエータ直接要求値による制御を選択することを特徴としている。
前記内燃機関によって実現されている前記1又は複数の所定物理量の値(以下、機関実現値)を取得する機関実現値取得手段をさらに備え、
前記切替指示手段は、前記複数のアクチュエータがアクチュエータ直接要求値によって制御されているとき、前記1又は複数の所定物理量のそれぞれについて機関実現値の機関要求値に対するずれが許容範囲内になった場合に、アクチュエータ直接要求値による制御からアクチュエータ要求値による制御への切り替えを前記切替手段に指示することを特徴としている。
前記機関実現値取得手段は、前記機関情報取得手段により取得される機関情報から機関実現値を算出することを特徴としている。
前記機関実現値取得手段は、前記1又は複数のアクチュエータの各制御量からそれらにより前記内燃機関において実現される前記1又は複数の所定物理量の値を導出する機関モデルを具備し、各アクチュエータ直接要求値を前記機関モデルに入力することによって機関実現値を算出することを特徴としている。
前記切替指示手段は、前記1又は複数のアクチュエータがアクチュエータ直接要求値によって制御されているとき、前記複数のアクチュエータのそれぞれについてアクチュエータ要求値のアクチュエータ直接要求値に対するずれが許容範囲内になった場合に、アクチュエータ直接要求値による制御からアクチュエータ要求値による制御への切り替えを前記切替手段に指示することを特徴としている。
前記切替手段は、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との切り替えを徐々に行うことを特徴としている。
前記制御装置は、複数のアクチュエータによって動作を制御される制御装置であり、
前記切替手段は、前記複数のアクチュエータの制御を、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との間で個別に切り替えるように構成され、
また、前記制御装置は、機関情報に基づいてアクチュエータ要求値による制御かアクチュエータ直接要求値による制御かを前記複数のアクチュエータのそれぞれについて個別に選択し、選択した制御への切り替えを前記切替手段に指示する切替指示手段をさらに備えることを特徴としている。
前記切替指示手段は、前記複数のアクチュエータの全部或いは一部のアクチュエータについてアクチュエータ直接要求値による制御からアクチュエータ要求値による制御への切替条件が成立した場合には、切替対象となった各アクチュエータの制御を予め設定された切替順序に従いアクチュエータ要求値による制御へ順次切り替えていくように前記切替手段に指示することを特徴としている。
前記切替順序では、制御量の変化に対するトルクの応答感度の高さによって各アクチュエータの優先順位が決められていることを特徴としている。
前記切替指示手段は、前記複数のアクチュエータの全部或いは一部のアクチュエータについてアクチュエータ要求値による制御からアクチュエータ直接要求値による制御への切替条件が成立した場合には、切替対象となった各アクチュエータの制御を予め設定された逆切替順序に従いアクチュエータ直接要求値による制御へ順次切り替えていくように前記切替手段に指示することを特徴としている。
前記逆切替順序では、トルク制御能力の高さによって各アクチュエータの優先順位が決められていることを特徴としている。
前記切替指示手段は、所定の同時切替条件が成立した場合には、切替対象となった全アクチュエータの制御を一度に同時に切り替えるように前記切替手段に指示することを特徴としている。
前記切替手段は、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との切り替えを徐々に行うことを特徴としている。
前記アクチュエータ要求値算出手段は、前記複数のアクチュエータのうちの一部がアクチュエータ直接要求値によって制御される場合、前記複数のアクチュエータの制御量間の関係が燃焼限界を超えないように、アクチュエータ直接要求値によって制御されていない残りのアクチュエータのうち少なくとも1つのアクチュエータについてそのアクチュエータ要求値を修正する修正手段を有することを特徴としている。
前記修正手段は、アクチュエータ直接要求値と実現優先順位が高いアクチュエータ要求値とに基づいて実現優先順位が低いアクチュエータ要求値を修正することを特徴としている。
前記1又は複数の所定物理量の1つはトルクであって、前記機関要求値取得手段によって取得される機関要求値にはトルク要求値が含まれ、
前記複数のアクチュエータには吸入空気量を調整する吸気アクチュエータと点火時期を調整する点火アクチュエータとが含まれ、
前記機関逆モデルには、トルク要求値に基づいて前記吸気アクチュエータに要求する吸気アクチュエータ要求値を算出する手段と、前記吸気アクチュエータの動作によって実現可能なトルク値を機関情報に基づいて推定する手段と、トルク要求値と推定したトルク値との偏差を補償するように前記点火アクチュエータに要求する点火アクチュエータ要求値を算出する手段とが設けられ、
前記切替指示手段は、前記吸気アクチュエータ及び点火アクチュエータについてアクチュエータ直接要求値による制御からアクチュエータ要求値による制御への切替条件が成立した場合には、前記点火アクチュエータの制御を点火アクチュエータ直接要求値による制御から点火アクチュエータ要求値による制御へ切り替えるよう前記切替手段に指示するとともに、現時点での吸気アクチュエータ直接要求値と吸気アクチュエータ要求値との偏差から算出されるトルク偏差の補償を点火時期の調整によって実現可能かどうか点火アクチュエータ要求値と点火時期の調整可能範囲との関係に基づいて判定し、実現不可能と判定したときには前記吸気アクチュエータの制御を吸気アクチュエータ直接要求値による制御から吸気アクチュエータ要求値による制御へ徐々に切り替えるよう前記切替手段に指示することを特徴としている。
前記切替指示手段は、前記吸気アクチュエータの制御量を吸気アクチュエータ直接要求値から吸気アクチュエータ要求値へ徐々に変化させている過程において点火時期の調整によるトルク偏差の補償が実現可能になったときには、吸気アクチュエータ要求値による制御へ速やかに切り替えるよう前記切替手段に指示することを特徴としている。
前記切替指示手段は、所定の早期切替条件が成立した場合には、前記点火アクチュエータの制御を点火アクチュエータ要求値による制御へ切り替えるのとあわせて、前記吸気アクチュエータの制御を吸気アクチュエータ要求値による制御へ切り替えるよう前記切替手段に指示することを特徴としている。
前記1又は複数の所定物理量の1つはトルクであって、前記機関要求値取得手段によって取得される機関要求値にはトルク要求値が含まれ、
前記複数のアクチュエータには吸入空気量を調整する吸気アクチュエータと点火時期を調整する点火アクチュエータとが含まれ、
前記機関逆モデルには、トルク要求値に基づいて前記吸気アクチュエータに要求する吸気アクチュエータ要求値を算出する手段と、前記吸気アクチュエータの動作によって実現可能なトルク値を機関情報に基づいて推定する手段と、トルク要求値と推定したトルク値との偏差を補償するように前記点火アクチュエータに要求する点火アクチュエータ要求値を算出する手段とが設けられ、
前記切替指示手段は、前記吸気アクチュエータ及び点火アクチュエータについてアクチュエータ要求値による制御からアクチュエータ直接要求値による制御への切替条件が成立した場合には、前記吸気アクチュエータの制御を吸気アクチュエータ要求値による制御から吸気アクチュエータ直接要求値による制御へ切り替えるよう前記切替手段に指示し、その後、前記点火アクチュエータの制御を点火アクチュエータ要求値による制御から点火アクチュエータ直接要求値による制御へ切り替えるよう前記切替手段に指示することを特徴としている。
前記切替指示手段は、前記吸気アクチュエータの制御が吸気アクチュエータ要求値による制御から吸気アクチュエータ直接要求値による制御へ切り替えられた後、前記吸気アクチュエータによる実現値と吸気アクチュエータ要求値との差が許容範囲内になったら、前記点火アクチュエータの制御を点火アクチュエータ要求値による制御から点火アクチュエータ直接要求値による制御へ切り替えるよう前記切替手段に指示することを特徴としている。
前記切替指示手段は、所定の早期切替条件が成立した場合には、前記吸気アクチュエータの制御を吸気アクチュエータ要求値による制御へ切り替えるのとあわせて、前記点火アクチュエータの制御を点火アクチュエータ要求値による制御へ切り替えるよう前記切替手段に指示することを特徴としている。
以下、本発明の実施の形態1について図1乃至図4の各図を用いて説明する。
次に、本発明の実施の形態2について図1、図5及び図6を用いて説明する。
前記内燃機関の動作を決定する1又は複数の所定物理量の要求値(以下、機関要求値)を取得する機関要求値取得手段と、
前記内燃機関の現在の運転状態或いは運転条件に関する情報(以下、機関情報)を取得する機関情報取得手段と、
前記1又は複数の所定物理量の各値から前記内燃機関においてそれらが実現されるための前記1又は複数のアクチュエータの各制御量を導出する機関逆モデルを具備し、各機関要求値と機関情報とを前記機関逆モデルに入力することによって前記1又は複数のアクチュエータのそれぞれに要求する制御量(以下、アクチュエータ要求値)を算出するアクチュエータ要求値算出手段と、
前記1又は複数のアクチュエータのそれぞれに直接要求する制御量(以下、アクチュエータ直接要求値)を取得するアクチュエータ直接要求値取得手段と、
前記1又は複数のアクチュエータの制御を、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との間で切り替える切替手段と、
前記内燃機関によって実現されている前記1又は複数の所定物理量の値(以下、機関実現値)を取得する機関実現値取得手段と、
前記1又は複数のアクチュエータがアクチュエータ直接要求値によって制御されているとき、前記1又は複数の所定物理量のそれぞれについて機関実現値の機関要求値に対するずれが許容範囲内になった場合に、アクチュエータ直接要求値による制御からアクチュエータ要求値による制御への切り替えを前記切替手段に指示する切替指示手段と、
を備えることを特徴とする内燃機関の制御装置。」である。
次に、本発明の実施の形態3について図1及び図7を用いて説明する。
次に、本発明の実施の形態4について図1、図8及び図9を用いて説明する。
前記内燃機関の動作を決定する1又は複数の所定物理量の要求値(以下、機関要求値)を取得する機関要求値取得手段と、
前記内燃機関の現在の運転状態或いは運転条件に関する情報(以下、機関情報)を取得する機関情報取得手段と、
前記1又は複数の所定物理量の各値から前記内燃機関においてそれらが実現されるための前記複数のアクチュエータの各制御量を導出する機関逆モデルを具備し、各機関要求値と機関情報とを前記機関逆モデルに入力することによって前記1又は複数のアクチュエータのそれぞれに要求する制御量(以下、アクチュエータ要求値)を算出するアクチュエータ要求値算出手段と、
前記1又は複数のアクチュエータのそれぞれに直接要求する制御量(以下、アクチュエータ直接要求値)を取得するアクチュエータ直接要求値取得手段と、
前記1又は複数のアクチュエータの制御を、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との間で切り替える切替手段と、
前記1又は複数のアクチュエータがアクチュエータ直接要求値によって制御されているとき、前記1又は複数のアクチュエータのそれぞれについてアクチュエータ要求値のアクチュエータ直接要求値に対するずれが許容範囲内になった場合に、アクチュエータ直接要求値による制御からアクチュエータ要求値による制御への切り替えを前記切替手段に指示する切替指示手段と、
を備えることを特徴とする内燃機関の制御装置。」である。
以下、本発明の実施の形態5について図10乃至図13の各図を用いて説明する。
次に、本発明の実施の形態6について図10及び図14を用いて説明する。
次に、本発明の実施の形態7について図10、図4、図15及び図16を用いて説明する。
前記内燃機関の動作を決定する少なくともトルクを含む1又は複数の所定物理量の要求値(以下、機関要求値)を取得する機関要求値取得手段と、
前記内燃機関の現在の運転状態或いは運転条件に関する情報(以下、機関情報)を取得する機関情報取得手段と、
前記1又は複数の所定物理量の各値と機関情報とから前記内燃機関においてそれらが実現されるための前記吸気アクチュエータの制御量を吸気アクチュエータ要求値として算出する吸気アクチュエータ要求値算出手段と、
前記吸気アクチュエータの動作によって実現可能なトルク値を機関情報に基づいて推定するトルク推定手段と、
トルク要求値と推定されたトルク値との偏差を補償するための前記点火アクチュエータの制御量を点火アクチュエータ要求値として算出する点火アクチュエータ要求値算出手段と、
前記吸気アクチュエータに直接要求する制御量を吸気アクチュエータ直接要求値として取得する吸気アクチュエータ直接要求値取得手段と、
前記点火アクチュエータに直接要求する制御量を点火アクチュエータ直接要求値として取得する点火アクチュエータ直接要求値生成手段と、
前記吸気アクチュエータ及び点火アクチュエータの制御を、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との間で個別に切り替える切替手段と、
前記吸気アクチュエータ及び点火アクチュエータについてアクチュエータ直接要求値による制御からアクチュエータ要求値による制御への切替条件が成立した場合には、前記点火アクチュエータの制御を点火アクチュエータ直接要求値による制御から点火アクチュエータ要求値による制御へ切り替えるよう前記切替手段に指示するとともに、現時点での吸気アクチュエータ直接要求値と吸気アクチュエータ要求値との偏差から算出されるトルク偏差の補償を点火時期の調整によって実現可能かどうか点火アクチュエータ要求値と点火時期の調整可能範囲との関係に基づいて判定し、実現不可能と判定したときには前記吸気アクチュエータの制御を吸気アクチュエータ直接要求値による制御から吸気アクチュエータ要求値による制御へ徐々に切り替えるよう前記切替手段に指示する切替指示手段と、
を備えることを特徴とする内燃機関の制御装置。」である。
次に、本発明の実施の形態8について図10、図4及び図17を用いて説明する。
前記内燃機関の動作を決定する少なくともトルクを含む1又は複数の所定物理量の要求値(以下、機関要求値)を取得する機関要求値取得手段と、
前記内燃機関の現在の運転状態或いは運転条件に関する情報(以下、機関情報)を取得する機関情報取得手段と、
前記1又は複数の所定物理量の各値と機関情報とから前記内燃機関においてそれらが実現されるための前記吸気アクチュエータの制御量を吸気アクチュエータ要求値として算出する吸気アクチュエータ要求値算出手段と、
前記吸気アクチュエータの動作によって実現可能なトルク値を機関情報に基づいて推定するトルク推定手段と、
トルク要求値と推定されたトルク値との偏差を補償するための前記点火アクチュエータの制御量を点火アクチュエータ要求値として算出する点火アクチュエータ要求値算出手段と、
前記吸気アクチュエータに直接要求する制御量を吸気アクチュエータ直接要求値として取得する吸気アクチュエータ直接要求値取得手段と、
前記点火アクチュエータに直接要求する制御量を点火アクチュエータ直接要求値として取得する点火アクチュエータ直接要求値取得手段と、
前記吸気アクチュエータ及び点火アクチュエータの制御を、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との間で個別に切り替える切替手段と、
前記吸気アクチュエータ及び点火アクチュエータについてアクチュエータ要求値による制御からアクチュエータ直接要求値による制御への切替条件が成立した場合には、前記吸気アクチュエータの制御を吸気アクチュエータ要求値による制御から吸気アクチュエータ直接要求値による制御へ切り替えるよう前記切替手段に指示し、その後、前記点火アクチュエータの制御を点火アクチュエータ要求値による制御から点火アクチュエータ直接要求値による制御へ切り替えるよう前記切替手段に指示切替指示手段と、
を備えることを特徴とする内燃機関の制御装置。」である。
最後に、本発明の実施の形態9について図10、図18、図19及び図20を用いて説明する。
本発明において制御対象となるアクチュエータは、スロットル、点火装置、燃料噴射装置には限定されない。例えば、リフト量可変機構やバルブタイミング可変機構(VVT)や外部EGR装置も制御対象のアクチュエータとすることができる。気筒停止機構や圧縮比可変機構を備えるエンジンでは、それらの機構を制御対象のアクチュエータとすることもできる。モータアシスト付きターボチャージャ(MAT)を備えるエンジンでは、MATを制御対象のアクチュエータとして用いてもよい。また、オルタネータ等、エンジンによって駆動される補機によっても間接的にエンジンの出力を制御することができるので、これら補機をアクチュエータとして用いることもできる。
4 点火装置
6 燃料噴射装置
10 性能要求発生部
12 情報発信源
20 機関要求値生成部
22 トルク調停部
24 効率調停部
26 空燃比調停部
30 トルク実現部(機関逆モデル)
40 アクチュエータ直接要求値生成部
42 TA直接要求値算出部
44 SA直接要求値算出部
46 A/F直接要求値算出部
50,60 選択切替部
52,62 切替部(TA)
54,64 切替部(SA)
56,66 切替部(A/F)
58,68 切替指示部
302 トルク要求値補正部
304 空気量要求値算出部
306 TA要求値算出部
308 推定空気量算出部
310 推定トルク算出部
312 トルク効率算出部
314 点火遅角量算出部
316 SA要求値算出部
320 調整部
322 効率ガード部
324 トルク効率ガード部
326 A/Fガード部
330 優先要求切替部
332 SA要求値修正部
334 A/F要求値修正部
502 トルク実現値算出部
504 効率実現値算出部
506 A/F実現値算出部
508 トルク偏差判定部
510 効率偏差判定部
512 A/F偏差判定部
514 機関モデル
520 制御方法選択部
530 TA偏差判定部
532 SA偏差判定部
534 A/F偏差判定部
Claims (24)
- 1又は複数のアクチュエータによって動作を制御される内燃機関の制御装置において、
前記内燃機関の動作を決定する1又は複数の所定物理量の要求値(以下、機関要求値)を取得する機関要求値取得手段と、
前記内燃機関の現在の運転状態或いは運転条件に関する情報(以下、機関情報)を取得する機関情報取得手段と、
前記1又は複数の所定物理量の各値から前記内燃機関においてそれらが実現されるための前記1又は複数のアクチュエータの各制御量を導出する機関逆モデルを具備し、各機関要求値と機関情報とを前記機関逆モデルに入力することによって前記1又は複数のアクチュエータのそれぞれに要求する制御量(以下、アクチュエータ要求値)を算出するアクチュエータ要求値算出手段と、
前記1又は複数のアクチュエータのそれぞれに直接要求する制御量(以下、アクチュエータ直接要求値)を取得するアクチュエータ直接要求値取得手段と、
前記1又は複数のアクチュエータの制御を、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との間で切り替える切替手段と、
を備えることを特徴とする内燃機関の制御装置。 - 機関情報に基づいてアクチュエータ要求値による制御かアクチュエータ直接要求値による制御かを選択し、選択した制御への切り替えを前記切替手段に指示する切替指示手段をさらに備えることを特徴とする請求の範囲1に記載の内燃機関の制御装置。
- 前記切替指示手段は、取得された機関情報の信頼性が低い場合にアクチュエータ直接要求値による制御を選択することを特徴とする請求の範囲2に記載の内燃機関の制御装置。
- 前記切替指示手段は、前記内燃機関の現在の運転状態や運転条件が前記機関逆モデルの成立条件に含まれない場合にアクチュエータ直接要求値による制御を選択することを特徴とする請求の範囲2又は3に記載の内燃機関の制御装置。
- 前記内燃機関によって実現されている前記1又は複数の所定物理量の値(以下、機関実現値)を取得する機関実現値取得手段をさらに備え、
前記切替指示手段は、前記複数のアクチュエータがアクチュエータ直接要求値によって制御されているとき、前記1又は複数の所定物理量のそれぞれについて機関実現値の機関要求値に対するずれが許容範囲内になった場合に、アクチュエータ直接要求値による制御からアクチュエータ要求値による制御への切り替えを前記切替手段に指示することを特徴とする請求の範囲2乃至4の何れか1項に記載の内燃機関の制御装置。 - 前記機関実現値取得手段は、前記機関情報取得手段により取得される機関情報から機関実現値を算出することを特徴とする請求の範囲5に記載の内燃機関の制御装置。
- 前記機関実現値取得手段は、前記1又は複数のアクチュエータの各制御量からそれらにより前記内燃機関において実現される前記1又は複数の所定物理量の値を導出する機関モデルを具備し、各アクチュエータ直接要求値を前記機関モデルに入力することによって機関実現値を算出することを特徴とする請求の範囲5に記載の内燃機関の制御装置。
- 前記切替指示手段は、前記1又は複数のアクチュエータがアクチュエータ直接要求値によって制御されているとき、前記複数のアクチュエータのそれぞれについてアクチュエータ要求値のアクチュエータ直接要求値に対するずれが許容範囲内になった場合に、アクチュエータ直接要求値による制御からアクチュエータ要求値による制御への切り替えを前記切替手段に指示することを特徴とする請求の範囲2乃至4の何れか1項に記載の内燃機関の制御装置。
- 前記切替手段は、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との切り替えを徐々に行うことを特徴とする請求の範囲2乃至8の何れか1項に記載の内燃機関の制御装置。
- 前記制御装置は、複数のアクチュエータによって動作を制御される内燃機関の制御装置であり、
前記切替手段は、前記複数のアクチュエータの制御を、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との間で個別に切り替えるように構成され、
また、前記制御装置は、機関情報に基づいてアクチュエータ要求値による制御かアクチュエータ直接要求値による制御かを前記複数のアクチュエータのそれぞれについて個別に選択し、選択した制御への切り替えを前記切替手段に指示する切替指示手段をさらに備えることを特徴とする請求の範囲1に記載の内燃機関の制御装置。 - 前記切替指示手段は、前記複数のアクチュエータの全部或いは一部のアクチュエータについてアクチュエータ直接要求値による制御からアクチュエータ要求値による制御への切替条件が成立した場合には、切替対象となった各アクチュエータの制御を予め設定された切替順序に従いアクチュエータ要求値による制御へ順次切り替えていくように前記切替手段に指示することを特徴とする請求の範囲10に記載の内燃機関の制御装置。
- 前記切替順序では、制御量の変化に対するトルクの応答感度の高さによって各アクチュエータの優先順位が決められていることを特徴とする請求の範囲11に記載の内燃機関の制御装置。
- 前記切替指示手段は、前記複数のアクチュエータの全部或いは一部のアクチュエータについてアクチュエータ要求値による制御からアクチュエータ直接要求値による制御への切替条件が成立した場合には、切替対象となった各アクチュエータの制御を予め設定された逆切替順序に従いアクチュエータ直接要求値による制御へ順次切り替えていくように前記切替手段に指示することを特徴とする請求の範囲10乃至12の何れか1項に記載の内燃機関の制御装置。
- 前記逆切替順序では、トルク制御能力の高さによって各アクチュエータの優先順位が決められていることを特徴とする請求の範囲13に記載の内燃機関の制御装置。
- 前記切替指示手段は、所定の同時切替条件が成立した場合には、切替対象となった全アクチュエータの制御を一度に同時に切り替えるように前記切替手段に指示することを特徴とする請求の範囲11乃至14の何れか1項に記載の内燃機関の制御装置。
- 前記切替手段は、アクチュエータ要求値による制御とアクチュエータ直接要求値による制御との切り替えを徐々に行うことを特徴とする請求の範囲10乃至15の何れか1項に記載の内燃機関の制御装置。
- 前記アクチュエータ要求値算出手段は、前記複数のアクチュエータのうちの一部がアクチュエータ直接要求値によって制御される場合、前記複数のアクチュエータの制御量間の関係が燃焼限界を超えないように、アクチュエータ直接要求値によって制御されていない残りのアクチュエータのうち少なくとも1つのアクチュエータについてそのアクチュエータ要求値を修正する修正手段を有することを特徴とする請求の範囲10乃至16の何れか1項に記載の内燃機関の制御装置。
- 前記修正手段は、アクチュエータ直接要求値と実現優先順位が高いアクチュエータ要求値とに基づいて実現優先順位が低いアクチュエータ要求値を修正することを特徴とする請求の範囲17に記載の内燃機関の制御装置。
- 前記1又は複数の所定物理量の1つはトルクであって、前記機関要求値取得手段によって取得される機関要求値にはトルク要求値が含まれ、
前記複数のアクチュエータには吸入空気量を調整する吸気アクチュエータと点火時期を調整する点火アクチュエータとが含まれ、
前記機関逆モデルには、トルク要求値に基づいて前記吸気アクチュエータに要求する吸気アクチュエータ要求値を算出する手段と、前記吸気アクチュエータの動作によって実現可能なトルク値を機関情報に基づいて推定する手段と、トルク要求値と推定したトルク値との偏差を補償するように前記点火アクチュエータに要求する点火アクチュエータ要求値を算出する手段とが設けられ、
前記切替指示手段は、前記吸気アクチュエータ及び点火アクチュエータについてアクチュエータ直接要求値による制御からアクチュエータ要求値による制御への切替条件が成立した場合には、前記点火アクチュエータの制御を点火アクチュエータ直接要求値による制御から点火アクチュエータ要求値による制御へ切り替えるよう前記切替手段に指示するとともに、現時点での吸気アクチュエータ直接要求値と吸気アクチュエータ要求値との偏差から算出されるトルク偏差の補償を点火時期の調整によって実現可能かどうか点火アクチュエータ要求値と点火時期の調整可能範囲との関係に基づいて判定し、実現不可能と判定したときには前記吸気アクチュエータの制御を吸気アクチュエータ直接要求値による制御から吸気アクチュエータ要求値による制御へ徐々に切り替えるよう前記切替手段に指示することを特徴とする請求の範囲10に記載の内燃機関の制御装置。 - 前記切替指示手段は、前記吸気アクチュエータの制御量を吸気アクチュエータ直接要求値から吸気アクチュエータ要求値へ徐々に変化させている過程において点火時期の調整によるトルク偏差の補償が実現可能になったときには、吸気アクチュエータ要求値による制御へ速やかに切り替えるよう前記切替手段に指示することを特徴とする請求の範囲19に記載の内燃機関の制御装置。
- 前記切替指示手段は、所定の早期切替条件が成立した場合には、前記点火アクチュエータの制御を点火アクチュエータ要求値による制御へ切り替えるのとあわせて、前記吸気アクチュエータの制御を吸気アクチュエータ要求値による制御へ切り替えるよう前記切替手段に指示することを特徴とする請求の範囲19又は20に記載の内燃機関の制御装置。
- 前記1又は複数の所定物理量の1つはトルクであって、前記機関要求値取得手段によって取得される機関要求値にはトルク要求値が含まれ、
前記複数のアクチュエータには吸入空気量を調整する吸気アクチュエータと点火時期を調整する点火アクチュエータとが含まれ、
前記機関逆モデルには、トルク要求値に基づいて前記吸気アクチュエータに要求する吸気アクチュエータ要求値を算出する手段と、前記吸気アクチュエータの動作によって実現可能なトルク値を機関情報に基づいて推定する手段と、トルク要求値と推定したトルク値との偏差を補償するように前記点火アクチュエータに要求する点火アクチュエータ要求値を算出する手段とが設けられ、
前記切替指示手段は、前記吸気アクチュエータ及び点火アクチュエータについてアクチュエータ要求値による制御からアクチュエータ直接要求値による制御への切替条件が成立した場合には、前記吸気アクチュエータの制御を吸気アクチュエータ要求値による制御から吸気アクチュエータ直接要求値による制御へ切り替えるよう前記切替手段に指示し、その後、前記点火アクチュエータの制御を点火アクチュエータ要求値による制御から点火アクチュエータ直接要求値による制御へ切り替えるよう前記切替手段に指示することを特徴とする請求の範囲10に記載の内燃機関の制御装置。 - 前記切替指示手段は、前記吸気アクチュエータの制御が吸気アクチュエータ要求値による制御から吸気アクチュエータ直接要求値による制御へ切り替えられた後、前記吸気アクチュエータによる実現値と吸気アクチュエータ要求値との差が許容範囲内になったら、前記点火アクチュエータの制御を点火アクチュエータ要求値による制御から点火アクチュエータ直接要求値による制御へ切り替えるよう前記切替手段に指示することを特徴とする請求の範囲22に記載の内燃機関の制御装置。
- 前記切替指示手段は、所定の早期切替条件が成立した場合には、前記吸気アクチュエータの制御を吸気アクチュエータ要求値による制御へ切り替えるのとあわせて、前記点火アクチュエータの制御を点火アクチュエータ要求値による制御へ切り替えるよう前記切替手段に指示することを特徴とする請求の範囲22又は23に記載の内燃機関の制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN200980131877.1A CN102124201B (zh) | 2008-08-26 | 2009-05-29 | 内燃机的控制装置 |
EP09809662.1A EP2317106B1 (en) | 2008-08-26 | 2009-05-29 | Internal combustion engine control device |
BRPI0916912-1A BRPI0916912B1 (pt) | 2008-08-26 | 2009-05-29 | aparelho de controle de motor de combustão interna |
KR1020117002846A KR101245482B1 (ko) | 2008-08-26 | 2009-05-29 | 내연 기관의 제어 장치 |
US13/002,260 US8874348B2 (en) | 2008-08-26 | 2009-05-29 | Control apparatus for internal combustion engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2008-216690 | 2008-08-26 | ||
JP2008216690A JP4442704B2 (ja) | 2008-08-26 | 2008-08-26 | 内燃機関の制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2010024007A1 true WO2010024007A1 (ja) | 2010-03-04 |
Family
ID=41721184
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2009/059834 WO2010024007A1 (ja) | 2008-08-26 | 2009-05-29 | 内燃機関の制御装置 |
Country Status (8)
Country | Link |
---|---|
US (1) | US8874348B2 (ja) |
EP (1) | EP2317106B1 (ja) |
JP (1) | JP4442704B2 (ja) |
KR (1) | KR101245482B1 (ja) |
CN (1) | CN102124201B (ja) |
BR (1) | BRPI0916912B1 (ja) |
RU (1) | RU2451809C1 (ja) |
WO (1) | WO2010024007A1 (ja) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN103975153A (zh) * | 2011-12-08 | 2014-08-06 | 丰田自动车株式会社 | 内燃机的控制装置 |
US9115643B2 (en) | 2011-06-08 | 2015-08-25 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine with supercharger |
Families Citing this family (23)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20130131931A1 (en) * | 2010-08-09 | 2013-05-23 | Toyota Jidosha Kabushiki Kaisha | Vehicle control system and vehicle control device |
EP2634059B1 (en) * | 2010-10-26 | 2018-12-12 | Nissan Motor Co., Ltd | Drive torque control device for hybrid vehicle |
JP5672967B2 (ja) * | 2010-10-29 | 2015-02-18 | 株式会社デンソー | 車両運動制御装置 |
US9014916B2 (en) | 2010-10-29 | 2015-04-21 | Denso Corporation | Vehicle dynamic control apparatus and vehicle dynamic control system using the same |
JP5672966B2 (ja) | 2010-10-29 | 2015-02-18 | 株式会社デンソー | 車両運動制御システム |
JP5672968B2 (ja) | 2010-10-29 | 2015-02-18 | 株式会社デンソー | 車両運動制御装置およびそれを有する車両運動制御システム |
JP5672969B2 (ja) * | 2010-10-29 | 2015-02-18 | 株式会社デンソー | 車両運動制御装置 |
WO2012104998A1 (ja) | 2011-02-01 | 2012-08-09 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
WO2012114495A1 (ja) * | 2011-02-24 | 2012-08-30 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
CN103547781B (zh) * | 2011-05-19 | 2015-04-29 | 丰田自动车株式会社 | 内燃机的控制装置 |
JPWO2013005303A1 (ja) * | 2011-07-05 | 2015-02-23 | トヨタ自動車株式会社 | 過給機付き内燃機関の制御装置 |
WO2013030990A1 (ja) | 2011-08-31 | 2013-03-07 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP5716771B2 (ja) | 2013-02-25 | 2015-05-13 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP5786880B2 (ja) * | 2013-03-14 | 2015-09-30 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP5811128B2 (ja) * | 2013-03-29 | 2015-11-11 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP6171504B2 (ja) * | 2013-04-04 | 2017-08-02 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP6167637B2 (ja) * | 2013-04-23 | 2017-07-26 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP6128034B2 (ja) * | 2014-03-28 | 2017-05-17 | マツダ株式会社 | ターボ過給機付エンジンの制御方法および制御装置 |
JP5924716B1 (ja) * | 2015-02-03 | 2016-05-25 | 三菱電機株式会社 | 内燃機関の制御装置 |
KR101775966B1 (ko) * | 2015-12-15 | 2017-09-07 | 현대오트론 주식회사 | 엔진 토크 센서를 이용한 엔진 제어 장치 및 방법 |
JP6489085B2 (ja) | 2016-08-10 | 2019-03-27 | トヨタ自動車株式会社 | エンジン制御装置 |
JP2019157652A (ja) * | 2018-03-07 | 2019-09-19 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
CN115163316B (zh) * | 2022-06-30 | 2024-03-26 | 东北大学 | 一种基于信号补偿控制器的电子节气门控制系统 |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH10325348A (ja) | 1997-05-26 | 1998-12-08 | Nissan Motor Co Ltd | エンジンのアイドル回転数制御装置 |
JP2006200466A (ja) * | 2005-01-21 | 2006-08-03 | Denso Corp | 内燃機関の出力制御装置 |
JP2009047102A (ja) * | 2007-08-21 | 2009-03-05 | Toyota Motor Corp | 車両駆動ユニットの制御装置 |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2003527518A (ja) * | 1999-12-18 | 2003-09-16 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | 車両のドライブユニットの制御方法および制御装置 |
US6497212B2 (en) * | 2000-02-10 | 2002-12-24 | Denso Corporation | Control apparatus for a cylinder injection type internal combustion engine capable of suppressing undesirable torque shock |
RU2198314C2 (ru) * | 2001-02-09 | 2003-02-10 | Домаков Игорь Вячеславович | Система управления двигателем внутреннего сгорания |
JP2003172179A (ja) * | 2001-11-30 | 2003-06-20 | Hitachi Unisia Automotive Ltd | 内燃機関の空燃比制御装置 |
JP2004027910A (ja) * | 2002-06-24 | 2004-01-29 | Toyota Motor Corp | 燃料噴射制御装置 |
DE102004017869A1 (de) * | 2003-04-14 | 2004-11-25 | Denso Corp., Kariya | Steuerungsvorrichtung einer Direkteinspritzbrennkraftmaschine |
JP4482491B2 (ja) * | 2005-06-17 | 2010-06-16 | 本田技研工業株式会社 | 内燃機関の制御装置 |
JP2007113527A (ja) * | 2005-10-21 | 2007-05-10 | Toyota Motor Corp | 車両の駆動力制御装置 |
JP4404841B2 (ja) * | 2005-11-16 | 2010-01-27 | 本田技研工業株式会社 | 内燃機関の制御装置 |
JP4345747B2 (ja) * | 2006-01-30 | 2009-10-14 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP2007247606A (ja) * | 2006-03-17 | 2007-09-27 | Toyota Motor Corp | 内燃機関の制御装置 |
GB2447046B (en) * | 2007-02-28 | 2009-09-02 | Inspecs Ltd | Engine fuel supply system |
EP2031224B1 (en) * | 2007-08-31 | 2018-11-07 | Denso Corporation | Fuel injection device, fuel injection system, and method for determining malfunction of the same |
JP4548486B2 (ja) | 2008-01-09 | 2010-09-22 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
-
2008
- 2008-08-26 JP JP2008216690A patent/JP4442704B2/ja not_active Expired - Fee Related
-
2009
- 2009-05-29 KR KR1020117002846A patent/KR101245482B1/ko not_active IP Right Cessation
- 2009-05-29 BR BRPI0916912-1A patent/BRPI0916912B1/pt not_active IP Right Cessation
- 2009-05-29 RU RU2011107220/07A patent/RU2451809C1/ru active
- 2009-05-29 EP EP09809662.1A patent/EP2317106B1/en not_active Not-in-force
- 2009-05-29 WO PCT/JP2009/059834 patent/WO2010024007A1/ja active Application Filing
- 2009-05-29 CN CN200980131877.1A patent/CN102124201B/zh not_active Expired - Fee Related
- 2009-05-29 US US13/002,260 patent/US8874348B2/en not_active Expired - Fee Related
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH10325348A (ja) | 1997-05-26 | 1998-12-08 | Nissan Motor Co Ltd | エンジンのアイドル回転数制御装置 |
JP2006200466A (ja) * | 2005-01-21 | 2006-08-03 | Denso Corp | 内燃機関の出力制御装置 |
JP2009047102A (ja) * | 2007-08-21 | 2009-03-05 | Toyota Motor Corp | 車両駆動ユニットの制御装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2317106A4 * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9115643B2 (en) | 2011-06-08 | 2015-08-25 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine with supercharger |
CN103975153A (zh) * | 2011-12-08 | 2014-08-06 | 丰田自动车株式会社 | 内燃机的控制装置 |
Also Published As
Publication number | Publication date |
---|---|
KR20110040887A (ko) | 2011-04-20 |
EP2317106A4 (en) | 2015-09-02 |
CN102124201A (zh) | 2011-07-13 |
EP2317106A1 (en) | 2011-05-04 |
BRPI0916912A2 (pt) | 2015-11-24 |
CN102124201B (zh) | 2014-02-12 |
BRPI0916912B1 (pt) | 2019-11-05 |
US8874348B2 (en) | 2014-10-28 |
EP2317106B1 (en) | 2018-10-31 |
KR101245482B1 (ko) | 2013-03-25 |
JP4442704B2 (ja) | 2010-03-31 |
JP2010053705A (ja) | 2010-03-11 |
US20110144885A1 (en) | 2011-06-16 |
RU2451809C1 (ru) | 2012-05-27 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP4442704B2 (ja) | 内燃機関の制御装置 | |
KR101226321B1 (ko) | 내연 기관의 연료 컷 오프 상태의 전이 단계를 제어하는 장치 | |
JP4251228B2 (ja) | 内燃機関の制御装置 | |
JP4396748B2 (ja) | 内燃機関の制御装置 | |
JP6041050B2 (ja) | 内燃機関の制御装置 | |
JP5195064B2 (ja) | 内燃機関の制御装置 | |
JP6070838B2 (ja) | 内燃機関の制御装置 | |
WO2014184871A1 (ja) | 内燃機関の制御装置 | |
WO2015004734A1 (ja) | 内燃機関の制御装置 | |
JP6136947B2 (ja) | 内燃機関の制御装置 | |
JP2010216419A (ja) | 内燃機関の制御装置 | |
JP4905588B2 (ja) | 内燃機関の制御装置 | |
JP2009299667A (ja) | 内燃機関の制御装置 | |
US20120085318A1 (en) | Control device for internal combustion engine | |
JP5169934B2 (ja) | 内燃機関の制御装置 | |
JP2009162199A (ja) | 内燃機関の制御装置 | |
JP5108799B2 (ja) | 内燃機関の制御装置 | |
JP2015117604A (ja) | 内燃機関の制御装置 | |
JP5835078B2 (ja) | 内燃機関の制御装置 | |
JP2010168992A (ja) | 内燃機関の制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 200980131877.1 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 09809662 Country of ref document: EP Kind code of ref document: A1 |
|
DPE1 | Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101) | ||
WWE | Wipo information: entry into national phase |
Ref document number: 8243/DELNP/2010 Country of ref document: IN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13002260 Country of ref document: US Ref document number: 2009809662 Country of ref document: EP |
|
ENP | Entry into the national phase |
Ref document number: 20117002846 Country of ref document: KR Kind code of ref document: A |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2011107220 Country of ref document: RU |
|
ENP | Entry into the national phase |
Ref document number: PI0916912 Country of ref document: BR Kind code of ref document: A2 Effective date: 20110222 |