JPH09203338A - Method of estimating change amount of a control target in a vehicle over time and control method of control target based on the change amount over time - Google Patents

Abstract

(57) An object of the present invention is to provide a method capable of confirming a change over time of a controlled object in a vehicle without requiring skill and a method of controlling a controlled object based on the estimated change over time. A method of estimating a change over time of a controlled object in a vehicle according to the present invention stores a basic operation amount of a controlled object in advance to obtain a target controlled variable in a predetermined driving state, and stores the predetermined operating state. At this time, the time-dependent change amount of the control target is estimated from the difference between the operation amount of the control target and the basic operation amount when the feedback control is performed with the control amount as the target value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of estimating the amount of change over time of a controlled object in a vehicle and a method of controlling the controlled object based on the estimated amount of change over time.

[0002]

2. Description of the Related Art Conventionally, in order to improve the running performance of a vehicle, the operation amount of a controlled object of the vehicle is appropriately changed according to the driving state of the vehicle. For example, an internal combustion engine mounted on a motorcycle is required to improve combustion efficiency to improve fuel economy, improve exhaust gas cleaning, and improve driving performance. Therefore, it is necessary to make the ratio of fuel to air (hereinafter, referred to as air-fuel ratio) in the air-fuel mixture supplied to the combustion chamber more appropriate, so that the carburetor device, which is one of the fuel supply devices, has a tip. A piston that is provided with a taper needle to advance and retreat in the intake pipe, a float chamber provided at a position facing the piston, and a main nozzle that communicates with the intake pipe and the float chamber are provided, and due to the negative pressure generated in the intake pipe, The fuel is sucked up from the gap created by the difference between the diameter of the taper needle and the inner diameter of the main nozzle, and this fuel is atomized by the air flow flowing in the intake pipe to supply the air-fuel mixture. , A standard air-fuel ratio is controlled by changing the gap created by the difference between the diameter of the taper needle and the inner diameter of the main nozzle due to the vertical movement of the piston, and the pressure of the venturi portion in the intake pipe to change the suction amount of fuel. ing.

[0003]

However, since the controllable object in the above-mentioned vehicle has its basic performance changed with time due to various causes such as wear, deterioration, and dirt associated with use, the reference value is deviated. Even if the manipulated variable is changed appropriately according to the operating state, the manipulated variable does not reach an appropriate value. For example, the above-mentioned conventional carburetor device is properly adjusted at the time of normal shipping, and is controlled based on the fuel injection amount in the state at the time of shipping.
The performance of the standard carburetor device will change as the spring force of the spring and the size of the cross-sectional area of the fuel supply hole in the main nozzle change with time due to the spring force of the spring and the adhesion of fuel and dust. Therefore, the air-fuel ratio may not be properly controlled, and the operating performance of the engine may be affected.

As a method of correcting the change with time in the above carburetor device, conventionally, the reference fuel injection amount of the carburetor device is designed to be adjustable from the outside,
There is a method of adjusting appropriately when the driver notices the change of the operating condition of the engine while riding, but a considerable degree of skill is required for the driver to judge the change over time of the carburetor device from the operating condition of the engine. In addition, there is a problem in that the driver is inconvenient to adjust the carburetor device, that is, the adjustment of the air-fuel ratio, and the driver has acquired the knowledge and technique for the adjustment. There is the hassle of having to do it.

In view of the above-mentioned conventional problems, the present invention controls a control target based on the estimated time change and a method capable of confirming the change over time of the control target in the vehicle described above without requiring skill. The challenge is to provide a method.

[0006]

In order to solve the above-mentioned problems, a method of estimating a change with time of a controlled object in a vehicle according to the present invention is a controlled object for obtaining a target controlled variable in a predetermined driving condition. The basic operation amount of is stored in advance, and the temporal change amount of the control object is calculated by the difference between the operation amount of the control target and the basic operation amount when feedback control is performed with the control amount as the target value in the predetermined operating state. It is characterized by estimating.

Further, the control method of the controlled object based on the method of estimating the temporal change of the controlled object in the vehicle according to the present invention is
A basic operation amount of a control target for obtaining a target control amount in a predetermined operation state is stored in advance, and an operation amount of the control target when feedback control is performed with the control amount as a target value in the predetermined operation state. And the basic operation amount are used to estimate the amount of change over time of the control target, a correction value for canceling the estimated amount of change over time is obtained, and the control target is controlled by feedforward control based on the correction value. It is characterized by correcting the change with time of the object. Furthermore, a method of controlling a controlled object based on a method of estimating a temporal change of a controlled object in another vehicle according to the present invention stores in advance a basic operation amount of the controlled object for obtaining a target controlled amount in a predetermined driving state. , Estimating the time-dependent change amount of the control target by the difference between the operation amount of the control target and the basic operation amount when performing feedback control with the control amount as the target value in the predetermined operating state, and the estimated time-dependent change It is characterized in that the controlled object is feedback-controlled based on the amount to correct the change with time of the controlled object.

[0008]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, a method for estimating a temporal change amount of a controlled object in a vehicle according to the present invention (hereinafter, simply referred to as an estimation method) and a control method for a controlled object based on the temporal change amount (hereinafter, simply referred to as an estimation method). The control method will be described with reference to some examples shown in the accompanying drawings.

FIG. 1 is a schematic control block diagram of a control device in a vehicle using an embodiment of the estimation method and control method of the present invention. As shown in the drawing, this control device inputs information about the operating state of the engine (for example, engine speed, load, etc.) to the basic operation amount calculation unit (A1), and the basic operation amount calculation unit (A1) The basic operation amount of the controlled object is calculated based on the map, and the operation amount calculation unit (B1) calculates the basic operation amount based on the basic operation amount. Then, the operation amount of the actual controlled object is calculated, and the controlled object (C1) is operated.
Further, when the operating state of the engine is in a predetermined operating state, the output (control amount) of the controlled object is fed back by using an appropriate sensor or the like, and the control obtained in advance by an experiment etc. by the correction value calculation unit (D1). A correction coefficient for matching the actual output with the target output (target control amount) is calculated using a map or a function based on the target basic performance, and is output to the manipulated variable calculation unit (B1). The correction coefficient is also input to the temporal change amount estimating unit (E1), and the temporal change amount estimating unit (E1).
In 1), the correction coefficient is recognized as a difference between the optimum operation amount of the control target and the actual operation amount, and the temporal change amount of the control target is estimated based on the correction coefficient. The reference value correction coefficient calculation unit (F1) calculates a reference value correction coefficient for canceling the time change amount based on the estimated time change amount obtained by the time change amount estimation unit (E1). Is the reference manipulated variable calculation unit (A1) or the actual manipulated variable calculation unit (B
1), and corrects, for example, the reference map of the reference operation amount calculation unit (A1) and the coefficient of the reference function.

FIG. 2A shows the time-dependent change estimating unit (E1).
1 shows an example of the estimation method in the above, and as shown in the drawing, in the temporal change estimation unit (E1), the correction coefficient calculation unit (D
The correction coefficient for the predetermined driving state input from 1) is input as the amount of change over time of the control target, and the information of the correction coefficient of the control target corresponding to the predetermined driving state is stored, for example, in the form of a map (step 1). However, at a predetermined timing, for example, when a predetermined amount of correction coefficient information is collected, when a predetermined time has elapsed, or when the correction coefficient is significantly large, the accumulated correction coefficient in the predetermined operating state (that is, change over time). Based on the information of (quantity), using a neural network,
The influence on the output due to the temporal change of the controlled object in various operating states is estimated as several temporal change patterns (step 2) and output to the reference value correction coefficient calculation unit (F1).
In this case, the neural network is made to learn in advance as a temporal change pattern the influence on the output of the controlled object including the operating states other than the predetermined operating state with respect to the temporal change of the controlled object in the predetermined operating state. I need to put it.

FIG. 2B shows a reference value correction coefficient calculation unit (F
1 shows an example of a method of calculating a reference value correction coefficient based on an input from the temporal change estimation unit (E1) in 1),
As shown in the drawing, the reference value correction coefficient calculation unit (F1) uses, for example, a neural circuit network from a plurality of time-dependent change patterns and information on the engine operating state input from the time-dependent change estimation unit (E1). A reference value correction coefficient for canceling the change with time is calculated. In this case, it is necessary for the neural network to learn the relationship between the optimum reference value correction coefficient with respect to the temporal change pattern and the operating state of the engine. The reference value correction coefficient obtained as described above is used for, for example, correction of the reference map in the basic operation amount calculation unit (A), correction of the actual operation amount in the actual operation amount calculation unit (B), and the like. Then, the change with time of the controlled object is corrected.

An example of an air-fuel ratio control device in a motorcycle carburetor device will be described below with reference to FIGS. 3 to 6 as an example of control using the above estimation method and control method.

In FIG. 3, reference numeral 1 denotes an engine mounted on a motorcycle, and an intake pipe 2 of this engine 1 is shown.
An air bleed type carburetor device 3 is provided in the middle of the air bleeding device, and while air flows through the intake passage 2a of the intake pipe 2 from the left to the right in FIG. The carburetor device 3 mixes fuel with air in a mist form to create an air-fuel mixture. This carburetor device 3 is provided with a piston 4 that blocks a part or all of the intake passage 2a so as to be slidable in a direction orthogonal to the intake passage 2a, and the upper end of the piston 4 is inside the suction chamber 5. Has been inserted into. A diaphragm 6 is attached to the upper end of the piston 4, and the diaphragm 6 divides the inside of the suction chamber 5 into a diaphragm chamber 5a and an atmospheric pressure chamber 5b. The diaphragm chamber 5a communicates with the intake passage 2a through a suction hole 4a provided in the piston 4, and the atmospheric pressure chamber 5
b is communicated with the outside and is kept at atmospheric pressure.

The piston 4 is constantly urged toward the intake passage 2a by a coil spring 7 having a comparatively weak force, and the coil spring 7 is kept running when the engine is stopped.
The force of the piston 4 closes the intake passage 2a. Then, when the engine is started and gas flows in the venturi portion 2b of the intake passage 2a, the diaphragm chamber 5a is made negative pressure through the suction hole 4a, and the piston 4 is lifted upward against the force of the coil spring 7. Then, the venturi portion 2b is opened. The piston 4 stops at a position where the magnitude of the negative pressure according to the engine speed and the biasing force of the coil spring 7 are balanced, and slides according to the engine speed to change the size of the venturi portion 2b.

A float chamber 8 is provided at a position of the intake pipe 2 facing the piston 4. The float chamber 8 is supplied with fuel from a fuel tank (not shown), and the fuel oil level is kept constant by a float valve and an overflow pipe (not shown). In the fuel F in the float chamber 8,
The lower end of the cylindrical needle jet 9 is immersed, and the upper end of the needle jet 9 opens into the intake passage 2a, and the taper needle 4b attached to the tip of the piston 4 is inserted from the upper end opening. Needle jet 9
Has a main jet 9a formed at its lower end,
The main jet 9a is configured to adjust the fuel supply amount when the throttle valve 10 is fully opened. Also,
A main air jet 11 is connected to the needle jet 9. One end of the main air jet 11 is open to the intake passage 2a, and the other end is the needle jet 9
Is supplied to the periphery of the needle jet 9 during engine operation, and the air is supplied from a plurality of bleed holes 9b formed in the side wall of the needle jet 9 to the needle jet 9 It acts so that it is sucked into the inside of. The air supplied from the main air jet 11 into the needle jet 9 is the main jet 9
It is mixed with the fuel sucked up from a to form a mixed gas,
This mixed gas is sprayed into the intake passage 2a through a gap created by the difference between the inner diameter of the needle jet 9 and the outer diameter of the tapered needle 4a. The amount of fuel injected from the needle jet 9 is the amount of movement of the piston 4 that slides according to the opening of the throttle valve 10, and the main air jet 1
It is adjusted by the supply amount of air from 1.

The above is a schematic configuration of the main system of fuel supply when the engine 1 functions in the normal rotation range. On the other hand, the carburetor device 3 is a so-called slow system fuel fuel supply so that appropriate fuel injection can be performed even when the negative pressure in the intake passage 2a is small, that is, when the opening degree of the throttle valve 10 is small while the engine is starting. It has a system. 12 in the figure
Indicates a pilot jet. One end of the pilot jet 12 is immersed in the fuel F in the float chamber 8, and the other end is opened in the intake passage 2a at two places, that is, the bypass port 12a and the pilot outlet 12b. Further, intake air is supplied to the periphery of the pilot jet 12 via a pilot air jet 13, and the supplied air is supplied to the inside of the pilot jet 12 via a plurality of bleed holes 12c provided on the side wall of the pilot jet 12. Is mixed in with the fuel and made into a mixed gas. With the slow fuel supply system configured as described above, even when the throttle valve 10 is fully closed, for example, the mixed gas of air and fuel sucked into the pilot jet 12 passes through the pilot outlet 12b. Is supplied to the intake passage 2a so that the engine 1 can rotate.

The main air jet 11 and the pilot air jet 13 in the carburetor device 3 described above are provided with valve devices 20 and 21, respectively. The air bleed pressure of the slow system can be adjusted appropriately. These actuators 22 and 23
Each of them is composed of a servomotor or a solenoid, and each is operated by an output signal from the control device 30.
The control device 10 operates the actuators 22 and 23 based on the detection results from the load detection sensor 31 and the engine speed detection sensor 32, and adjusts the air bleed pressures of the main system and the slow system according to the operating state of the engine. In addition to being configured to obtain a desired air-fuel ratio by making appropriate adjustments, it is also configured to adjust the reference fuel injection amount based on the detection result of the oxygen sensor 33 due to aging of the carburetor.

The configuration of the control device 30 will be described below. FIG. 4 shows a schematic block diagram of the control device 30. The load detection sensor 31 and the engine rotation speed detection sensor 32 detect the current load L and rotation speed N of the engine and output them to the control device 30, and the oxygen sensor 33.
Is whether the air-fuel ratio (that is, air / fuel) of the air-fuel mixture supplied to the combustion chamber is larger or smaller than the theoretical air-fuel ratio 14.7, and λ = 1 when the detected air-fuel ratio is equal to the theoretical air-fuel ratio 14.7. , When the air-fuel ratio is less than 14.7, that is, when the air-fuel mixture is in a rich state, λ <1. When the air-fuel ratio is greater than 14.7, that is, when the air-fuel mixture is in a lean state, λ> 1.
When λ <1, the signal 1 is output, and when λ> 1, the signal 0 is output to the control device 30.

The load L and the rotation speed N detected by the load detection sensor 31 and the engine rotation speed detection sensor 32 are input to the map 30a. In this map 30a, the basic operation amount of the actuator with respect to the load and the engine speed, which are obtained in advance by experiments or the like, are stored in the form of a two-dimensional map, and the current load L is based on this two-dimensional map.
Also, an appropriate basic operation amount Ubase of the actuator is detected from the engine speed N and is output to the actuator operation amount calculation unit 30b. Actuator operation amount calculator 3
0b normally operates the actuators 22 and 23 based on the basic operation amount Ubase of the actuator to change the opening degrees of the valve devices 20 and 21 in accordance with the operating state of the engine to change the main air jet 11 and the pilot air jet 13. The air bleed pressure at is adjusted to obtain an appropriate air-fuel ratio. Hereinafter, the air-fuel ratio control based on Ubase will be referred to as an air-fuel ratio normal control mode.

Further, the load L and the engine speed N are also inputted to the air-fuel ratio feedback control judging means (hereinafter, simply judging means) 30c. The judging means 30c constantly monitors the operating state of the engine based on the information of the load L and the engine speed N, and when the operating state of the engine is stable, for example, the operating state of the engine becomes transient. When the vehicle is operating at a constant speed for a predetermined time or longer, a predetermined forced correction coefficient Kf is output and the actuator reference manipulated variable Ubase is multiplied by the forced correction coefficient Kf to calculate the air-fuel ratio theoretically. The operation amounts of the actuators 22 and 23 are forcibly changed so that the air-fuel ratio (14.7) is obtained. Hereinafter, a state in which the air-fuel ratio is forcibly set to 14.7 by the determination means 30c is referred to as an air-fuel ratio feedback control mode. By the way, unlike a motor vehicle, a motorcycle has a theoretical air-fuel ratio of 1 in the normal engine range.
Fuel is used at an air-fuel ratio higher than 4.7. Therefore, the oxygen sensor 33 determines that λ <1 in most of the region where the motorcycle is running, but before and after λ = 1 while the carburetor device 3 is being shifted to the air-fuel ratio feedback mode by the determining means 30c. The value of is detected (see FIG. 5 (a)). In this mode, in the correction coefficient calculation unit 30d, when the oxygen sensor 33 outputs the signal 1 (that is, when the air-fuel ratio is in the rich state), the correction coefficient K02 'obtained by adding a constant value to the predetermined correction coefficient K.
Is added to the actuator basic manipulated variable Ubase, and when the oxygen sensor 33 outputs a signal 0 (that is, when the air-fuel ratio is in the lean state), a correction coefficient K02 'obtained by subtracting a constant value from the correction coefficient K is added. Output. As a result, the air-fuel ratio in the air-fuel mixture of the engine is swung around the stoichiometric air-fuel ratio of 14.7 (ie, λ = 1) as shown in Fig. 5 (b), and as a result, the correction coefficient K02 'is also shown in Fig. 5 (c). As shown in (4), the correction coefficient K02 when λ = 1 is used as a boundary.

The output from the correction coefficient calculation unit 30d is output to the estimated correction coefficient calculation unit 30e in addition to the line of the actuator basic operation amount Ubase. In this estimated correction coefficient calculation unit 30e, as shown in FIG. 5 (c), K02 'which is shaken at K02 is averaged to obtain an estimated correction coefficient K03 which will correspond to λ = 1 (that is, the theoretical air-fuel ratio). The calculation result K03 is calculated, and the estimated correction coefficient storage / change pattern recognizing unit 30 is used.
Output to f. In addition to the estimated correction coefficient K03, the detection results L and N from the load detection sensor 31 and the engine speed detection sensor 32 are input to the estimated correction coefficient storage / change pattern recognition unit 30f. From the detection results L and N from 31 and 32 and the estimated correction coefficient K03 calculated by the estimated correction coefficient calculation unit, the estimated correction coefficient K03 is stored in a two-dimensional map centered on the load and the engine speed. It is estimated as the amount of change and written one after another. Hereinafter, the writing of the estimated correction coefficient K03 in the estimated correction coefficient storage / aging pattern recognition unit 30f will be referred to as a storage mode. The storage mode in the estimated correction coefficient storage / change pattern recognizing unit 30f described above is continuously executed until it is returned to the air-fuel ratio normal control mode by the determination means 30c, that is, in the air-fuel ratio feedback mode.

By the way, the estimated correction coefficient storage / aging pattern recognition section 30f is provided with a timer means 30g. The timer means 30g stores the estimated correction coefficient storage / aging pattern recognition section 30f after a predetermined time elapses.
Is switched from the storage mode to the recognition mode. As shown in FIG. 6, the estimated correction coefficient storage / aging pattern recognition unit 30f stores a neural network in which the effects of the carburetor device over time on the air-fuel ratio are stored in advance as aging patterns for various operating conditions. When the mode is changed to the recognition mode, at least one estimated correction coefficient K03 (1,2,3 ...) written in the two-dimensional map is input to the input layer a of the neural network and some The adaptive values (A, B, C ...) Corresponding to the temporal change pattern are output to the output layer c via the neural processing layer (for example, b). The adapted values (A, B, C ...) Are output to the reference correction coefficient calculation unit 30h. The reference correction coefficient calculation unit 30h stores the estimated correction coefficient storage / time-dependent change pattern recognition unit 30f
In addition to (A, B, C ...), the load L and the engine speed N from the load detection sensor 31 and the engine speed detection sensor 32 are input, and the load L and the engine speed N are preliminarily based on these information. And a suitable reference correction coefficient K04 for correcting a change in the reference fuel injection amount due to a change with time of the carburetor device by a multidimensional map in which an appropriate reference correction coefficient for the conforming value is obtained by experiments or the like and stored, or a neural network. To calculate the actuator operation amount calculation unit 3
Output to 0b. Specifically, for example, when fuel debris adheres to the inside of the needle jet 9a in the carburetor device 3 due to aging and the suction of the fuel is poor, for example, the actuators 22 and 23 are caused to correspond to the valve device 20 and the corresponding valve device 20. A reference correction coefficient K04 for closing 21 is output to improve the amount of sucked fuel. After the output of the reference correction coefficient K04, the control of the air-fuel ratio in the carburetor device 3 is performed on the basis of the product of the reference correction coefficient K04, and the aging change of the carburetor device 3 is corrected.

In the present embodiment described above, the operating state of the engine is judged using the load detection sensor and the engine speed detection sensor as parameters, but this is not limited to this embodiment, and other parameters are used. , For example, engine temperature may be added. Further, in the present embodiment, the oxygen sensor is used as a means for detecting the air-fuel ratio, but this is not limited to the present embodiment, but means for detecting the air-fuel ratio at a predetermined value. Any means may be used as long as it is either a means for directly detecting the air-fuel ratio or a means for indirectly detecting the air-fuel ratio. Further, in the present embodiment, the timer means 30g is used to shift the estimated correction coefficient storage / aging pattern recognition unit 30f from the storage mode to the recognition mode when a predetermined time has elapsed. The transition condition is not limited to this embodiment and may be any condition. For example, when the number of writing of the estimated correction coefficient to the two-dimensional map in the storage mode exceeds a predetermined number, a flag is set and the recognition mode is entered. You may do it. Furthermore, the estimated correction coefficient storage / aging pattern recognition unit 30f in the present embodiment may be provided with an external input so that the estimated correction coefficient can be directly written in a pseudo manner from the outside. If the estimated correction coefficient can be written from the outside in this manner, the carburetor device can be easily reset again when, for example, an expert disassembles and repairs the carburetor device.

Next, another embodiment of the estimation method and control method of the present invention will be described. FIG. 7 (a) shows a schematic control block diagram of a control device for a carburetor device in a vehicle using another embodiment of the estimation method and control method of the present invention. As shown in the drawing, in this control device, information about the operating state of the engine (for example, engine speed, load, etc.) is input to a carburetor system model (A2),
The air flow rate and the fuel flow rate are calculated by this model (A2) and output to the manipulated variable calculation unit (B2). The manipulated variable calculator (B
2) is a carburetor device (for example, from the information of the air flow rate, the fuel flow rate, and the operating state obtained from the model (A2)).
A map or a function obtained in advance by an experiment or the like is stored so as to calculate an operation amount based on the basic performance of the valve device 20 or 21 as shown in the embodiment of FIG. Based on the coefficient input from A2), the operation amount of the carburetor device suitable for the operating state at that time is calculated, and the controlled object (for example, the valve device 20 or 21) in the carburetor device (C2) is driven. Further, when the engine operating condition is a predetermined operating condition, an actual output of the carburetor device (that is, a control amount such as a fuel supply amount) is fed back by using an air-fuel ratio sensor or the like, and a correction value calculating unit (D
In 2), a correction coefficient for matching the actual output with a target output (target control amount) measured in advance by experiments or the like is calculated, and is output to the manipulated variable calculation unit (B2). The correction coefficient is also input to the temporal change amount estimating unit (E2), and the temporal change amount estimating unit (E2) recognizes the correction coefficient as a difference between the optimum operation amount of the control target and the actual operation amount. The temporal change pattern is estimated from the correction coefficient. The temporal change amount of the controlled object is estimated, and the influence of the output due to the temporal change of the controlled object in other operating states is estimated as various temporal change patterns from the temporal change amount. Examples of the method of estimating the amount of change over time of the control target in the change over time estimation unit (E2) include the estimation method shown in FIG. The temporal change amount of the controlled object estimated by the temporal change estimation unit (E2) is output to the model correction value calculation unit (F2), and the model correction value calculation unit (F2) cancels the temporal change pattern amount of the control target. The correction value of the model (A2) is calculated and output to the model (A2). FIG. 7 (b)
Model (A2) of the carburetor device system in FIG. 7 (a)
FIG. 2 is a block diagram specifically showing one example of the model, and as shown in the drawing, the model (A2) includes an intake pipe model (a1), a slow system model (a2), a main system model (a3), and a wall surface flow model (a4). ) And preferably, in the model correction value calculation unit (F2), the temporal change amount estimation unit (E2)
Of the models (a1 to a4) that compose the model (A2) based on the amount of change with time obtained in step 1, and determine which model should be corrected to bring the final output of the carburetor device closer to the target value output. The model correction value of the corresponding model can be calculated. The model correction value is specifically a correction value of a coefficient in the model.

FIG. 8 is a schematic control block diagram of a control device for a carburetor device in a vehicle using still another embodiment of the estimation method and control method of the present invention. As shown in the drawing, this control device inputs information on the operating state of the engine (for example, engine speed, load, etc.) to a basic operation amount determination unit (A3), and this basic operation amount calculation unit (A3) For example, the basic operation amount is determined using a map or the like, and the operation amount calculation unit (B3) is based on the basic operation amount.
Then, for example, when the correction described later is necessary, the correction amount is multiplied to calculate the operation amount of the carburetor device (C3) which is the actual control target, and the carburetor device (C3) is adjusted. Further, when the engine is operating in a predetermined operating state, an air-fuel ratio sensor or the like is used to feed back the output of the carburetor device (that is, the control amount such as the fuel supply amount), and the feedback calculation unit (D3) performs the feedback. A correction coefficient for matching the actual output with the target output (control amount) measured in advance is calculated and output to the manipulated variable calculation unit (B3). The correction coefficient is also input to the temporal change amount estimating unit (E3), and the temporal change amount estimating unit (E3) recognizes the correction coefficient as a difference between the optimum operation amount of the control target and the actual operation amount, and The temporal change pattern is estimated from the correction coefficient, and the feedback constant of the feedback calculation unit (D3) is corrected based on the temporal change pattern.

In each of the above-mentioned embodiments, the control of the carburetor device has been mainly described as an example, but the objects to be controlled by the estimating method and the controlling method according to the present invention are not limited to the present embodiment, and a change over time occurs in the vehicle. Any control target can be obtained, and for example, the amount of change in the caliper pad of the disc brake may be calculated as the amount of change over time to control the drive amount of the piston that presses the caliper pad.

[0027]

According to the method for estimating the change with time of the controlled object in the vehicle according to the present invention described above, the basic operation amount of the controlled object for obtaining the target controlled variable in the predetermined driving state is stored in advance, Since the amount of change over time of the control target is estimated by the difference between the operation amount of the control target and the basic operation amount when feedback control is performed with the control amount as the target value in the predetermined operating state, a special skill level is required. It is possible to confirm the amount of change over time of the control target without needing the effect. Further, according to the control object control method based on the method for estimating the temporal change of the controlled object in the vehicle according to the present invention, the temporal change amount of the controlled object in the vehicle is estimated, and the controlled object is determined based on the correction value that cancels it. Since the feedforward or feedback control is performed, it is possible to prevent the control error from occurring due to the change in the reference performance of the controlled object with the lapse of time.

[Brief description of drawings]

FIG. 1 is a schematic control block diagram of a control device in a vehicle using an embodiment of an estimation method and a control method of the present invention.

FIG. 2 (a) shows an example of an estimation method in a temporal change estimation unit (E1), and FIG. 2 (b) shows an input from the temporal change estimation unit (E1) in a reference value correction coefficient calculation unit (F1). 2 shows an example of a method of calculating a reference value correction coefficient based on.

FIG. 3 is a schematic configuration diagram around an engine including an air-fuel ratio control device in a carburetor device for a motorcycle according to the present invention.

FIG. 4 is a schematic block diagram of a control device 30.

FIG. 5A is a graph showing an output characteristic of an oxygen sensor in an air-fuel ratio feedback mode, and FIG. 5B is a graph showing an actual air-fuel ratio characteristic in an air-fuel ratio feedback mode.
(c) is the correction coefficient K02 'in the air-fuel ratio feedback mode
Graphs showing the characteristics of are respectively shown.

FIG. 6 is a schematic block diagram showing calculation contents in a recognition mode in an estimated correction coefficient storage / change pattern recognition unit.

FIG. 7 is a schematic control block diagram of a controller of a carburetor device in a vehicle using another embodiment of the estimation method and the control method of the present invention.

FIG. 8 is a schematic control block diagram of a controller of a carburetor device in a vehicle using still another embodiment of the estimating method and the controlling method of the present invention.

[Explanation of symbols]

 A1 Basic operation amount calculation unit B1 Operation amount calculation unit C1 Control target D1 Correction value calculation unit E1 Time-dependent change amount estimation unit F1 Reference value correction coefficient calculation unit A2 model a1 Intake pipe model a2 Slow system model a3 Main system model a4 Wall flow model 1 engine 2 intake pipe 2a intake passage 2b venturi part 3 carburetor device 4 piston 4a suction hole 4b taper needle 5 suction chamber 5a diaphragm chamber 5b atmospheric pressure chamber 6 diaphragm 7 coil spring 8 float chamber 9 needle jet 9a main jet 9b bleed hole 10 throttle valve 11 main air jet 12 pilot jet 12a bypass port 12b pilot outlet 12c bleed hole 13 pilot air jet 20 valve device (for main air jet) 21 valve device (pilot air 22) Actuator (for valve device 20) 23 Actuator (for valve device 21) 30 Control device 30a Map (for determining actuator basic operation amount) 30b Actuator operation amount calculation unit 30c Air-fuel ratio feedback determination means 30d Correction coefficient calculation unit 30e Estimated correction coefficient calculation unit 30f Estimated correction coefficient storage / change pattern recognition unit 30g Timer means 30h Reference correction coefficient calculation unit 31 Load detection sensor 32 Engine speed detection sensor 33 Air-fuel ratio detection sensor L Engine load N Engine speed Ubase Actuator basic Manipulated variable Kf Forced correction coefficient K Predetermined correction coefficient K02 'Correction coefficient after being processed by the correction coefficient calculation unit K02 Correction coefficient when λ = 1 Estimated correction coefficient K04 which may correspond to λ = 1 Standard correction factors A, B, C ... Conformance values that match the temporal change pattern a Input layer b Physical layer c Output layer B2 Manipulation amount calculation unit C2 Carburetor device system D2 Correction value calculation unit E2 Time change amount estimation unit F2 Model correction value calculation unit A3 Basic operation amount determination unit B3 Manipulation amount calculation unit C3 Carburetor device D3 Feedback calculation unit E3 Amount of change estimation with time

Claims (3)

[Claims] 1. A basic operation amount of a controlled object for obtaining a target control amount in a predetermined operating state is stored in advance, and feedback control is performed when the control amount is set as a target value in the predetermined operating state. A method for estimating a change over time of a control target in a vehicle, comprising estimating a change over time of a control target based on a difference between an operation amount of a control target and the basic operation amount. 2. A basic operation amount of a controlled object for obtaining a target control amount in a predetermined operating state is stored in advance, and feedback control is performed when the control amount is set as a target value in the predetermined operating state. The amount of change over time of the controlled object is estimated by the difference between the operation amount of the control target and the basic operation amount, a correction value for canceling the estimated amount of change over time is obtained, and the control target is feedforward based on the correction value. A method of controlling a controlled object based on an estimation method of the temporal change of a controlled object in a vehicle, characterized in that the temporal change of the controlled object is corrected by controlling. 3. A basic operation amount of a controlled object for obtaining a target control amount in a predetermined operating state is stored in advance, and feedback control is performed when the control amount is set as a target value in the predetermined operating state. Estimating the amount of change over time of the control target by the difference between the operation amount of the control target and the basic operation amount, and performing feedback control of the control target based on the estimated amount of change over time to correct the change over time of the control target. A method of controlling a controlled object based on a method of estimating a temporal change of the controlled object in a characteristic vehicle.