Apparatus for controlling speed of internal combustion engine

Abstract: A speed control apparatus for an engine which is equipped with an air quantity control device for controlling an intake air quantity to the engine when being in an idling state and a speed control device for determining a control amount of the air quantity control device on the basis of the actual engine idle speed. For controlling the engine idle speed, the apparatus comprises a state variable outputting section for outputting the actual engine idle speed, the control amount of the air quantity control device and an ignition timing control amount of an igniter of the engine as state variables representing an internal state of a dynamic model of the engine, a speed deviation accumulating section for accumulating a deviation between the target speed and the actual engine idle speed, and an ignition timing deviation accumulating section for accumulating a deviation between a target ignition timing and the actual ignition timing. The control amount of the air quantity control device and the ignition timing control amount are calculated on the basis of optimal feedback gains of an air system and an ignition system predetermined on the basis of the dynamic model, the state variables, the speed deviation accumulated value and the ignition timing deviation accumulated value. This arrangement can simultaneously control the air quantity and the ignition timing without using an observer to easily control the engine idle speed to the target speed.

Description: The present invention relates to apparatus for controlling the speed of a internal combustion engine, and more particularly to engine speed control apparatus for optimally controlling the engine speed in accordance with the modern control theory. Such an engine speed control apparatus based on the modern control theory is provided with an observer for estimating an internal site on the basis of control input and output information, the control input being the intake air quantity or the ignition timing and the control output being the engine speed (engine idle speed) and the air fuel ratio as disclosed in the Japanese Patent Publication No. 63-25175. On the other hand, although representing the internal state of a speed controlling system by state variables to determine a necessary control input (controlled quantity of the intake air), the modern control provides a problem that the state variables are required to be obtained by constructing a observer and the construction of the observer takes much time ad much trouble because requiring to select adequate parameters and the like by a number of simulations. In addition, since the observer is constructed in correspondence with a dynamic model of a controlled object, the observation of the state variables depends upon only the accuracy in constructing the dynamic model of the speed control system and hence, for heightening the observation accuracy of the state variables due to the observer, the modeling of the controlled object is required to be effected with a high accuracy whereby the model becomes complicated so as to make it difficult to perform the control in practice because of enlarging the load in the control calculations and the like. Thus, the Japanese Patent provisional Publication No. 64-8336 (corresponding to the US Patent No. 4,785,780) discloses a idle speed control apparatus which controls the engine idle speed by controlling the intake air amount (one control input) without using the observer. There is a problem which arises with such a idle speed control apparatus, however, in that there is a limit in the responsibility due to the delay (dead time) of the air system (surge tank capacity, stroke and others) and the exceeding of this limit makes it difficult to perform the control on the basis of two control inputs including the ignition timing. Moreover, in the case of performing an optimal control on the basis of the multi-input (plural kinds of control amounts) system in accordance with the conventional technique, the calculation amount is extremely increased so as to make it difficult to use the current vehicle computer which has a limit in the calculation speed. It is therefore an object of the present invention to provide a control apparatus which is capable of easily and optimally controlling an operating state value. In accordance with the present invention, there is provided a control apparatus in accordance with claim 1. In accordance with this invention, there is provided further a control apparatus in accordance with the claim 8. The object and features of the present invention will become more readily apparent from the following detailed description of the preferred embodiments taken in conjunction with the accompanying drawings in which: Fig. 1 is an illustration of an engine speed control apparatus according to an embodiment of the present invention; Fig. 2A is a graphic illustration for showing the relation between the target engine speed and the cooling water temperature or the outside temperature; Fig. 2B is a graphic illustration for showing the relation between the target ignition timing and the engine speed; Fig. 3 shows a principle arrangement of the embodiment of this invention; Fig. 4 is a block diagram showing an air system and an ignition system for controlling the engine idle speed; and Fig. 5 is a flow chart showing an idle air quantity and ignition timing control routine of the embodiment. A description will be made hereinbelow in terms of an embodiment of the present invention with reference to Fig. 1 showing an engine speed control apparatus of this embodiment which is applied to an internal combustion engine mounted on a motor vehicle. In Fig. 1, the engine 10 is of the 4-cylinder 4-cycle and spark ignition type where the intake air is introduced through an air cleaner 21, an airflow meter 22, an intake pipe 23, a surge tank 24 and an intake branch pipe 25 into the respective cylinders and the fuel is fed from a fuel tank (not shown) under pressure so as to be supplied and injected through fuel injection valves 26a to 26d provided in the intake branch pipe 25 into the respective cylinders. Further, in the engine 10 there are provided a distributor 29 for distributing a high-voltage electric signal from an igniter 27 to ignition plugs 28a to 28d for the respective cylinders, a speed sensor 30 disposed within the distributor 29 for detecting the rotational speed Ne of the engine 10, a throttle sensor 32 for detecting the opening degree TH of a throttle valve 31, a water temperature sensor 33 for detecting the temperature Thw of the cooling water of the engine 10, and an intake air temperature sensor 34 for detecting the temperature Tam of the intake air to the engine 10. The speed sensor 30 is disposed in opposed relation to a ring gear rotatable in synchronism with the crank shaft of the engine 10 and arranged to output a pulse signal comprising 24 pulses at every one revolution (720 o CA) of the engine 10 in proportional to the engine speed. The throttle sensor 32 outputs an analog signal corresponding to the opening degree TH of the throttle value 31 ad further outputs an ON-OFF signal through an idle switch for detecting the fact that the throttle valve 31 is substantially in the fully closed state. In addition, in the intake air system of the engine 10 there is provided a bypass passage 40 for bypassing the throttle valve 31 to control the intake air quantity AR when the engine 10 is in the idling state. The bypass passage 40 includes air guide pipes 42, 43 and an air control valve (which will be referred hereinafter to as ISC valve) 44. This ISC valve 44 basically comprises a linear solenoid type control valve in which the air passage area (air supply amount) between the air guide pipes 42 and 43 is controllable by the position of a plunger 46 provided within a housing 45 to be movable. Further, the ISC valve 44 is arranged such that the plunger 46 is normally biased by a compression coil spring 47 to set the air passage area to zero and the plunger 46 is driven by supplying an exciting current to an exciting coil 48 so as to open the air passage. That is, the bypass air flow quantity is controllable by continuously controlling the exciting current to the exciting coil 48. In this case, the exciting current to the exciting coil 48 is controlled in accordance with the so-called pulse width modulation (PWM) technique to control the duty ratio of the width of the pulse to be applied to the exciting coil 48. Here, it is also appropriate to use as the ISC valve 44 a diaphragm controlling type valve, a step motor-controlled valve or others. As well as the fuel injection valves 26a to 26d and the igniter 27, the ISC valve 44 is drive-controlled through an electronic control unit (ECU) 20. The electronic control unit 20 is constructed as a arithmetic and logic calculation unit basically comprising a well-known central processing unit (CPU) 52, a read-only memory (ROM) 52, a random access memory (RAM) 53, a backup RAM 54 and others which are coupled through a common bus 59 to each other and coupled through the common bus 59 to an input port 56 for inputting the detection signals from the above-mentioned sensors and further to an output port 58 for outputting control signals to the respective actuators. That is, the electronic control unit 20 inputs through the input port 56 the intake air quantity AR, intake air temperature Tam, throttle opening degree TH, cooling water temperature Thw, the engine speed Ne and others and calculates the fuel injection amount τ, ignition timing Iq, ISC valve opening degree ϑ and others on the basis of the inputted data to output control signals through the output port 58 to the fuel injection valves 26a to 26d, igniter 27, ISC valve 44 and others in accordance with the calculation results. Of these controls, the idle speed control will be described hereinbelow. The electronic control unit 20 is in advance designed in accordance with the following method for performing the idle speed control. 1) Modeling of Controlled Object (Identification) As a model of a system for controlling the idle speed of the engine 10 there is used an autoregressive moving average model having a dead time p (= 0, 1, 2, ...) and an order [n, m]. Further, disturbance d is taken into consideration for approximation. The model of idle speed controlling system based on the autoregressive moving average model can be approximated as follows. Ne(i) = a₁ · Ne(i-1) + a₂ · Ne(i-2) + ..... + a n · Ni(i-n) + b₁ · u(i-1-p) + b₂ · u(i-2-p) + ..... + b m · u(i-m-p) + d(i-1) + c₁ · u'(i-1-p') + c₂ · u'(i-2-p') + ..... + c m ' · u'(i-m'-p') (1) where Ne : the speed of the internal combustion engine; u : the control value of the ISC valve; u' : the control value of the igniter; and d : the disturbance In this embodiment an autoregressive moving average model having n = 2, m = 1 and m' = 2 is used and hence the aforementioned equation (1) is rewritten as follows under the conditions of p = 6 and p' = 1. Ne(i) = a₁ · Ne(i-1) + a₂ · Ne(i-2) + b₁ · u(i-7) + d(i-1) + c₁ · u'(i-2) + c₂ · u'(i-3) (2) Hereinafter, u is expressed as DOP and u ' is expressed as AOP. 2) Method of Expressing State Variables X The aforementioned equation (2) is rewritten as follows if using the state variables X(i) = [X₁(i) X₂(i) X₃(i) X₄(i) ... X₁₀(i)] T : where X1(i) = Ne(i), X2(i) = Ne(i-1), X3(i) = DOP(i-1), X4(i) = DOP(i- 2), X5(i) = DOP(i-3), X6(i) = DOP(i-4), X7(i) = DOP(i-5), X8(i) = DOP(i- 6), X9(i) = AOP(i-1), X10(i) = AOP(i-2) , and hence it is possible to use X(i) = [Ne(i), Ne(i-1), DOP(i-1), ..., DOP(i-6), AOP(i-1), AOP(i-2)] T (All the state quantities are known). 3) Design of Regulator A general optimal regulator does not have a function to converge the output to a target value. Accordingly, for the idle speed control it is required to use an augmented system regulator into which the difference (e(i) = NT(i) - Ne(i)) between the target speed and the actual speed is introduced. Thus, this embodiment is based on the following. ℓ i m e (i) → 0 i→ ∞ That is, for perform the control that the controlled frequency follows the fixed value target input, the system is designed so that the error e₁(i) = NT(i) - Ne(i) is converged to zero ad the error e₂(i) = AT(i) - ADP(i) is also converged to zero, thereby achieving 2 inputs ad 2 outputs. Here, NT(i) : the target speed, and AT(i) : the target ignition timing. Fig. 2A shows the target speed NT(i) and Fig. 2B shows the target ignition timing AT(i), where it is assumed that d(i) = d(i-1), Nt(i) = NT(i-1) and AT(i) = AT(i-1) . Further, when q is applied as the time transition applying system to e₁(i+1) = NT(i+1) - Ne(i+1) for forming the augmented system, the following equation is obtained: Further, when (1-q⁻¹) is applied to e₂(i) = AT(i) - AOP(i) , the following equation is obtained: (1-q⁻¹) e₂(i) = (1-q⁻¹) {AT(i) - AOP(i)} = - (1-q⁻¹) AOP(i) ∴ e₂(i) = e₂(i-1) - (i-q⁻¹) AOP(i) Thus, the following equation can be obtained as a state equation in the augmented system. At this time, the evaluation function is as follows, and the optimal regulator is designed on the basis of the evaluation function. 4) Design of Optimal Regulator When the state feedback is performed in terms of the aforementioned equations (4) and (5), (1-q⁻¹) DOP(i) = (1-q⁻¹) {K1 Ne(i) + K₂ Ne(i-1) + K₃ DOP(i-1) + K₄ DOP(i-2) + K₅ DOP(i-3) + K₆ DOP(i-4) + K₇ DOP(i-5) + K₈ DOP(i-6) + K₉ AOP(i-1) + K₁₀ AOP(i-2)} + K₁₁ e₁(i) + K₁₂ e₂(i-1) Thus, Here, if using DI(i) = DI(i-1) + K₁₁ (NT(i) - Ne(i)) Similarly, AI(i) = AI(i-1) + K12 (AT(I-1) - AOP(i-1)) That is, in the case of the air system, DOP(i) = K₁ Ne(i) + K₂ Ne(i-1) + K₃ DOP(i-1) + K₄ DOP(i-2) + K₅ DOP(i-3) + K₆ DOP(i-4) + K₇ DOP(i-5) + K₈ DOP(i-6) + K₉ AOP(i-1) + K₁₀ AOP(i-2) + DI(i) + AI(i) (6) Here, DI(i) = DI(i-1) + K₁₁ (NT(i) - Ne(i)) (7) AI(i) = AI(i-1) + K₁₂ (AT(i-1) - AOP(i-1)) (8) These are the accumulated value of the deviation between the target speed and the actual speed and the accumulated value of the deviation between the target ignition timing and the actual ignition timing at the time of the idling operation, respectively. Further, in the case of the ignition timing, AOP(i) = K₁' Ne(i) + K₂' Ne(i-1) + K₃' DOP(i-1) + K₄' DOP(I-2) + K₅' DOP(i-3) + K₆' DOP(i-4) + K₇' DOP(i-5) + K₈' DOP(i-6) + K₉' AOP(i-1) + K₁₀' AOP(i-2) +DI'(i)+AI'(i) (9) Here, DI'(i) = DI'(i-1) + K₁₁'(NT(i) - Ne(i)) (10) AI'(i) = AI'(i-1) + K₁₂' (AT(i-1) - AOP(i-1)) (11) These are the accumulated value of the deviation between the target speed and the actual speed and the accumulated value of the deviation between the target ignition timing and the actual ignition timing at the time of the idling operation, respectively. The aforementioned optimal feedback gain K = [K₁ to K₁₂, K₁' to K₁₂'] depends upon the model constants a₁, a₂, b₁, c₁, c₂. Accordingly, for ensuring the stability (robustness) of the system with respect to the actual variation (parameter variation) of the system for controlling the idle speed, the optimal feedback gain K is required to be designed in anticipation of the variations of the model constants a₁, a₂, b₁, c₁, c₂. Thus, the simulation is effected in expectation of the actually possible variations of the model constants a₁, a₂, b₁, c₁, c₂, thereby determining the optimal feedback gain K so as to satisfy the stability. As the factors of the variation there are the variation with passage of time such as the deterioration of the ISC valve 44 in performance and the clogging of the bypass passage, the variation in the load, and others. Here, it is appropriate that a plurality of optimal feedback gains (for example, including one for corresponding to a large load variation and the other for corresponding to a small load variation) are previously set and switched in accordance with the load variation state. Although the description has been made hereinabove in terms of the modeling of the controlled object, the method of indicating the state variables, the design of the regulator and the determination of the optimal feedback gain, these are previously determined and hence the electronic control unit 20 actually performs the control only in accordance with the results, i.e., the above-mentioned equations (6) to (11). Fig. 3 shows the principal arrangement of the embodiment of this invention. In Fig. 3, for controlling the rotational speed of an internal combustion engine to a target speed, there is provided an idle speed control apparatus arranged to determine the control amount of an idle air quantity control means on the basis of the speed of the engine detected by a speed detecting means (speed sensor 30), the idle air quantity control means being for controlling the intake air quantity when the engine is in the idling state. The idle speed control apparatus is equipped with a state variable outputting section 201, a speed deviation accumulating section 202, an ignition timing deviation accumulating section 203, and an air system and ignition system control amount calculating section 204. The state variable outputting section 201 outputs the speed of the engine, the control amount of the idle air quantity control means and the ignition timing control amount of the igniter 27 as state variables representative of the internal state of a dynamic model of the engine. The speed deviation accumulating section 202 accumulates the deviation between the target speed and the detected speed of the engine. The ignition timing deviation accumulating section 203 accumulates the deviation between the target ignition timing and the detected ignition timing. Further, the air system and ignition system control amount calculating section 204 calculates the control amount of the idle air quantity control means and the ignition timing control amount of the igniter 27 on the basis of the optimal feedback gains for the air system and the ignition system predetermined in accordance with the dynamic model, the state variables, the speed deviation value, and the ignition timing deviation value. That is, in the idle speed control apparatus, the state variable outputting section 201 first outputs, as the state variables X representative of the internal state of the system for controlling the idle speed, the detected engine speed Ne, the control amount DOP of the idle air quantity control means up to the present and the ignition timing control amount AOP of the igniter 27. Secondly, the air system and ignition system control amount calculating section 204 calculates the control amount DOP of the idle air quantity control means and the ignition timing control amount AOP of the igniter 27 on the basis of the state variables X, the accumulated value of the deviation between the target speed NT and the idle speed Ne outputted from the speed deviation accumulating section 202, the accumulated value of the deviation between the target ignition timing AT and the actual ignition timing AOP outputted from the ignition timing deviation accumulating section 203, and the optimal feedback gains K and K', thereby controlling the control means and the igniter 27 on the basis of the calculated control amounts DOP and AOP so that the idle speed Ne is controlled to the target speed NT. Fig. 4 is a block diagram showing the air system and ignition system for controlling the idle speed which are constructed on the basis of the above-mentioned equations (6) to (11). In Fig. 4, parts corresponding to those in Fig. 3 are marked with the same numerals and characters. Here, although the Z-1 conversion is used for obtaining the control amount DOP(i-1) and others from DOP(i), this corresponds to the manner that the previous control amount DOP(i-1) and others are previously stored in the RAM 53 and read out and used at the time of the next control. A more detailed description will be made hereinbelow with reference to Fig. 5 in terms of the idle air quantity control and the ignition timing control to be executed by the electronic control unit 20. In response to the turning-on of a power source, the electronic control unit 20 performs this Fig. 5 operation routine in addition to the fuel injection control and others. This operation starts with a step 100 for the initialization. Here, for example, the initialization is for setting the variable i indicative of the number of samplings to zero and setting the initial values of the air system and the ignition system as follows in a predetermined area of the RAM 53: DOP(-1) = DOP(-2) = DOP(-3) = DOP(-4) = DOP(-5) = DOP(-6) = DOP 0 AOP(-1) = AOP(-2) = AOP 0 DI (0) = DIO, AI (0) = 0, DI' (0) = DI0, AI' (0) = 0 Thereafter, a step 110 is executed to read, through the input port 56, the actual idle speed Ne(i) from the speed sensor 30, and a step 120 is then executed to respectively obtain the control amount DOP(i) of the ISC valve 44 and the control amount AOP(i) of the ignition timing on the basis of the optimal feedback gains K, K' and the state variables X. Here, in the first execution of the step 120 immediately after the initialization, the process is effected under Ne(i) = Ne(i-1) . In a step 130, using the control amounts (duty ratio in this embodiment) DOP(i) and AOP(i) thus obtained, the ISC valve 44 and the igniter 27 are controlled through the output port 58, and in a step 140, the control amounts DOP(i) and AOP(i) are stored and updated as DOP(i-1) and AOP(i-1) in a predetermined area of the RAM 53 for the next operation. Subsequently, a step 150 follows to obtain and accumulate the deviation between the target speed NT and the idle speed Ne(i) and further to obtain and accumulate the deviation between the target ignition timing AT(i-1) and the ignition timing AOP(i-1), then followed by a step 160 to increment the variable i by one. Thereafter, the operational flow returns to the step 110 for repetition. According to the speed control apparatus of this embodiment thus arranged, the state variables X(i) representative of the internal state of the system for controlling the idle speed of the engine 10 are constructed by directly using the past inputs and outputs Ne(i), Ne(i-1), DOP(i-1), ..., DOP(i-6), AOP(i-1), AOP(i-2) of the same system, the accumulated value of the deviation between the target speed and the actual speed, and the accumulated value of the deviation between the target ignition timing and the actual ignition timing, and values obtained by performing the multiplication of the above-mentioned optimal feedback gains K and K' with respect to the values constituting the state variables X(i) are summed, whereby it is possible to determine the control amount DOP(i) of the ISC valve 44 ad the control amount AOP(i) of the igniter 27. Thus, it is possible to control the idle speed of the engine 10 with an extremely high accuracy and stability and with a simple structure, without requiring the observer or the like. That is, according to this embodiment, since the idle speed is controllable on the basis of the two inputs (air quantity and ignition timing) without using the observer, it is possible to simplify the structure, realize high responsibility and stability, reduce the number of the manufacturing steps, the cost and the calculation time, and improve the control characteristic. Here, although in the above description the controlled object is the ISC valve 44, it is also appropriate to use the air fuel ratio, the combustion pressure, the knocking or others of the engine as the controlled object. Further, it is also appropriate to use as the control input the fuel injection quantity, exhaust gas recirculating (EGR) quantity or others in place of the air quantity and the ignition timing.

Claims: A control apparatus for an internal combustion engine (10) which is equipped with operating state value detecting means (30) for detecting an operating state value of said engine (10); first control means (31, 40) for controlling a first control amount affecting said operating state value of said engine (10); and target value control means (20) for determining a control amount of said first control means on the basis of the detected operating state value of said engine (10) to control the detected operating state value, said control apparatus comprising: a state variable outputting section (201) for outputting the detected operating state value of said engine (10), said control amount of said first control means and a second control amount affecting said operating state value of said engine as state variables representing an internal state of a dynamic model of said engine; an operating state value deviation accumulating section (202) for accumulating a deviation between said target value and the detected operating state value to obtain an operating state value variation accumulated value; a second control amount deviation accumulating section (203) for accumulating a deviation between a target value for said second control amount and the second control amount detected to obtain a second control amount deviation accumulated value; and a first and second controlled system control amount calculating section (240) for calculating said control amount of said first control means (31,40) and said second control amount on the basis of optimal feedback gains of first and second controlled systems predetermined on the basis of said dynamic model, said state variables, said operating state value deviation accumulated value and said second control amount deviation accumulated value. An apparatus as claimed in claim 1, wherein said first control means (31,40) is means for controlling a quantity of intake air to be introduced into said engine. An apparatus as claimed in claim 2, wherein said first control amount is the quantity of the intake air and said second control amount is an ignition timing to be taken by an igniter (27) of said engine. An apparatus as claimed in claims 1, 2 or 3, wherein said operating state value is a rotational speed of said engine. An apparatus as claimed in anyone of claims 1 to 4, wherein said intake air quantity control means (31,40) comprises bypass passage means (40) for bypassing a throttle valve (31) and valve means (44) provided in said bypass passage (40), said valve means being arranged to be controllable in accordance with a duty ratio of a control signal to be applied thereto. An apparatus as claimed in anyone of the preceding claims, wherein said state variables are constituted directly on the basis of the previous operating state value and first and second control amounts stored in storing means and the accumulated values. An apparatus as claimed in anyone of the preceding claims, wherein said control amount calculating section calculates said control amount of said first control means (31, 40) and said second control amount with values, which are obtained by multiplying said optimal feedback gains to the value constituting said state variables, being summed. A speed control apparatus for an internal combustion engine (10) which is equipped with speed detecting means (30) for detecting an idle speed of said engine (10); air quantity control means (31, 40) for controlling an intake air quantity to said engine (10) when said engine (10) is in an idling state; and speed control means (20) for determining a control amount of said air quantity control means (31,40) on the basis of the detected idle speed of said engine to control the detected engine idle speed to a target speed, said apparatus comprising: a state variable outputting section (201) for outputting the detected idle speed of said engine (10), the control amount of said air quantity control means (31,40) and an ignition-timing control amount of an igniter (27) of said engine (10) as state variables representing an internal state of a dynamic model of said engine; a speed deviation accumulating section (202) for accumulating a deviation between said target speed and the detected engine idle speed to obtain a speed variation accumulated value; an ignition timing deviation accumulating section (203) for accumulating a deviation between a target ignition timing and an actual ignition timing detected to obtain an ignition timing deviation accumulated value; and an air system and ignition system control amount calculating section (240) for calculating said control amount of said air quantity control means (31,40) and said ignition timing control amount of said igniter (27) on the basis of optimal feedback gains of an air system and an ignition system predetermined on the basis of said dynamic model, said state variables, said speed deviation accumulated value and said ignition timing deviation accumulated value.

Inventors: IKEDA HIROSHI, KAWAI KATSUHIKO, NAKAI KAZUHIRO, TAKASU YASUHITO, IKEDA, HIROSHI, KAWAI, KATSUHIKO, NAKAI, KAZUHIRO, TAKASU, YASUHITO
Applicants: NIPPON DENSO CO, NIPPONDENSO CO., LTD.
Application year: 1992
Main classification: F02D41
IPC codes: F02D11, F02D31, F02P5, F02D41, F02B75