JP2017172461A - Control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device capable of selecting a map proper for controlling, from a plurality of maps without requiring complicated condition branch processing and the like, when the map is divided into the plurality of maps.SOLUTION: An ECU 50 constituting a control device 1 includes a storage portion 51 for storing a plurality of maps in which a relationship of an input value and a control value of parameter indicating an operation state of an engine 10 is determined, a control value/error acquisition portion 521 for acquiring the control value to an input value, and error of the control value, a map selecting portion 531 for selecting the map to be used, from the plurality of maps on the basis of the acquired error, and a control value deciding portion 541 applying the control value of the selected map as the control value of the engine 10.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device, and more particularly to a power unit control device that searches a map that defines a relationship between an input value and a control value to obtain a control value.

  In the control of an engine (power unit) that drives a vehicle, for example, the operating state (for example, engine speed, intake air amount, throttle opening, etc.) is detected by various sensors, and the sensor value (input value) is used in advance. An engine control value (for example, fuel injection amount, ignition timing, etc.) is obtained by searching a map that has been set and stored (a map that defines the relationship between the sensor value and the control value (lookup table)). The method is widely used.

  By the way, for example, when the map data of the entire operation region cannot be measured (acquired) under the same environment, or when the nonlinearity of the relationship between the input value and the control value is strong, all the control values are expressed by one map. It can be difficult. In such a case, conventionally, one map is divided into a plurality of maps, and the plurality of maps are used by switching according to, for example, a predetermined input value (parameter) (for example, patents). Reference 1).

JP-A-10-109627

  However, in the conventional technique, since the boundary of the map is generally defined by the upper and lower limit values, the boundary is rectangular (parallel to the axis), and, for example, based on a predetermined input value (parameter), a plurality of When trying to select the most suitable map from the maps, there is a possibility of selecting a map that is not the nearest neighbor, that is, a non-optimal map. In particular, for example, when the input value is located outside the outline (boundary) of the map setting area, or when the input value is located within a shared area of two or more maps, an optimal map is selected from a plurality of maps. It was not always possible to choose.

  In recent years, the number of control devices added to engines has increased due to exhaust gas regulations (emission regulations), fuel efficiency improvement requirements, etc., and there are trade-offs between engine performance, exhaust gas, fuel economy, reliability, etc. The control is becoming more and more complicated due to the need to obtain an optimum control value, and the above-described map is also multidimensionalized, for example, 5 dimensions and 6 dimensions. In such a situation, when selecting one map from multiple maps, it may be necessary to perform complex conditional branch processing etc. to select the map. There has been a demand for a technique capable of selecting a more appropriate map without requiring a cost.

  The present invention has been made in order to solve the above-described problems. When a map is divided into a plurality of maps, a complicated conditional branch process or the like is not required, and control can be performed from a plurality of maps. It is an object to provide a control device capable of selecting a more appropriate map.

  A control device according to the present invention includes a detection unit that acquires an input value of a parameter that indicates an operating state of a power unit, a storage unit that stores in advance a plurality of maps that define the relationship between the input value and the control value, and a storage unit For each of the stored maps, a plurality of control values for the input value acquired by the detection means, an error acquisition means for acquiring an error of the control value, and a plurality of errors based on the error acquired by the error acquisition means Map selection means for selecting a map to be used from among the maps, and control value determination means for adopting the control value of the map selected by the map selection means as the control value of the power unit.

  According to the control device of the present invention, a control value for an input value and an error of the control value are acquired for each of a plurality of maps, and a map to be used is selected based on the error. Therefore, for example, a map having a control value with the smallest error can be selected. As a result, when the map is divided into a plurality of maps, it is possible to select a more appropriate map from the plurality of maps without requiring a complicated conditional branching process or the like.

  In that case, it is preferable that the said error is a dispersion | variation in the control value at the time of describing a map using a statistical model.

  In this case, since the error is a variation in the control value when the map is described using a statistical model, that is, a variation included in the measurement at the time of creating the map (dispersion of measurement value, degree of distortion, etc.) In consideration of these variations, it is possible to select a more appropriate map in terms of control from among a plurality of maps. Further, since the map is described using a statistical model, it is possible to appropriately handle variations (such as dispersion of measured values and degree of distortion) when the map is generated.

  In the control device according to the present invention, the detection means acquires the input values of a plurality of parameters, and the storage means defines a plurality of two-dimensional or more plurality of values that define the relationship between the input values of the plurality of parameters and one or more control values. Preferably, the map is stored in advance, and the error acquisition means acquires control values for the input values of a plurality of parameters and errors of the control values.

  In this case, since control values for the input values of a plurality of parameters and errors of the control values are acquired, even if each map is a two-dimensional or more multi-dimensional map, complicated conditional branch processing or the like is required. Instead, it is possible to select an appropriate map from a plurality of maps in terms of control.

  The control device according to the present invention further includes distance acquisition means for obtaining a distance between the input value acquired by the detection means and the outline of each setting area of the plurality of maps stored in the storage means, and the map selection means includes If the error is less than a predetermined value, a map to be used is selected from a plurality of maps based on the error, and if the error is greater than or equal to a predetermined value, a plurality of maps are selected based on the distance. It is preferable to select a map to be used.

  In this case, distance acquisition means for obtaining the distance between the input value and the outline of the setting area of each of the plurality of maps is further provided. If the error is less than a predetermined value, a map to be used based on the error is obtained. If the selected error is equal to or greater than a predetermined value, a map to be used is selected based on the distance. Therefore, when the error is less than a predetermined value, for example, a map having a control value with the smallest error can be selected. On the other hand, when the error is greater than or equal to a predetermined value, for example, the input value is an outer shell (boundary). If the input value is outside the outer shell, a map having a shorter distance can be selected. As a result, when the map is divided into multiple maps, it is possible to select an appropriate map (optimal map) from among multiple maps without requiring complicated conditional branching processing. It becomes.

  In particular, in the control device according to the present invention, the detection means acquires the input values of a plurality of parameters, and the storage means has a plurality of two-dimensional or more that defines the relationship between the input values of the plurality of parameters and one or more control values. Preferably, the map is stored in advance, and the distance acquisition means obtains the distance between the input values of the plurality of parameters and the outline of the setting area of each of the plurality of maps.

  In this case, since the distance between the input values (input vectors) of the plurality of parameters and the outline (boundary) of the setting area of each of the plurality of maps is obtained, even if each map is a multidimensional map of two or more dimensions, A map suitable for control can be selected from a plurality of maps without requiring a complicated conditional branching process or the like.

  In the control device according to the present invention, when obtaining the distance between the input value and each of the plurality of maps, the distance acquisition means sets the distance between the input value and the outline of the setting area of the map to the inside of the outline of the setting area. It is preferable that a signed distance is obtained by adding “−” and a sign “+” outside the outline of the setting area, and the map selecting unit selects a map having the smallest signed distance.

  In this way, even if the error of the control value is large, it is possible to obtain a more appropriate one from a plurality of maps by simply obtaining the distance (signed distance) between the input value and the outline of the setting area of each map. A map can be selected.

  On the other hand, in the control device according to the present invention, when obtaining the distance between the input value and each of the plurality of maps, the distance acquisition means sets the distance between the input value and the outline of the map setting area to the distance of the outline of the setting area. It is also preferable that a signed distance is obtained by adding a sign “+” on the inner side and “−” on the outer side of the outline of the setting area, and the map selecting unit selects a map having the largest signed distance.

  Even in this case, if the control value error is large, a more appropriate map can be selected from multiple maps simply by calculating the distance (signed distance) between the input value and the outline of the setting area of each map. can do.

  In the control device according to the present invention, it is preferable that the outer shape of the setting area of each of the plurality of maps is not rectangular.

  In this way, even if each of the plurality of maps is a map whose outline of the setting area is not rectangular (that is, non-linear), a map that is more preferable in terms of control can be selected from the plurality of maps.

  In the control device according to the present invention, it is preferable that the outline of the setting area of each of the plurality of maps is formulated using a statistical model.

  In this case, since the outline of the set area (the boundary of the measurement area) is statistically modeled, the outline can be appropriately defined even if the outline of each map has a non-linear shape. Therefore, since the distance between the input value and the outline (boundary) of the setting area of each map can be obtained accurately, the map closest to the input value can be selected accurately.

  According to the present invention, when a map is divided into a plurality of maps, an appropriate map can be selected from a plurality of maps without requiring complicated conditional branch processing or the like. .

It is a figure which shows the structure of the control apparatus which concerns on 1st Embodiment, and the structure of the engine to which this control apparatus was applied. It is a figure which shows an example of the control model which calculates | requires the engine intake air estimated amount which the control apparatus which concerns on 1st Embodiment has. It is a figure which shows an example of the map (Boundary Model) which defined the relationship between an engine speed, throttle opening, intake valve timing, and an EGR valve opening, and an engine intake air estimated amount. FIG. 4 is a diagram showing a scatter diagram matrix and a Boundary Model of the map shown in FIG. 3. It is a figure for demonstrating the relationship between the experimental measurement value in each of two maps (map A, map B), and the difference | error of a control value. It is the figure which showed an example of the control value acquired about the same input value in each of two maps (map A, map B), and the error with respect to this control value. It is a flowchart which shows the process sequence of the control value acquisition process (map selection process) by the control apparatus which concerns on 1st Embodiment. It is a figure which shows the structure of the control apparatus which concerns on 2nd Embodiment, and the structure of the engine to which this control apparatus was applied. It is a figure which shows an example of the control model which calculates | requires the engine intake air estimated amount which the control apparatus which concerns on 2nd Embodiment has. It is a flowchart which shows the process sequence of the control value acquisition process (map selection process) by the control apparatus which concerns on 2nd Embodiment.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. Note that the same reference numerals are used for the same or corresponding parts in the drawings, unless otherwise required. Moreover, in each figure, the same code | symbol is attached | subjected to the same element and the overlapping description is abbreviate | omitted.

(First embodiment)
First, the structure of the control apparatus 1 which concerns on 1st Embodiment is demonstrated using FIG.1 and FIG.2 collectively. Here, FIG. 1 is a diagram illustrating a configuration of the control device 1 and a configuration of the engine 10 to which the control device 1 is applied. FIG. 2 is a diagram illustrating an example of a control model for obtaining an estimated engine intake air amount that the control device 1 has.

  The engine 10 is, for example, a horizontally opposed four-cylinder gasoline engine. The engine 10 is an in-cylinder injection engine that directly injects fuel into a cylinder (in-cylinder). In the engine 10, air sucked from the air cleaner 16 is throttled by an electronically controlled throttle valve (hereinafter simply referred to as “throttle valve”) 13 provided in the intake pipe 15, passes through the intake manifold 11, and enters the engine 10. It is sucked into each formed cylinder. Here, the amount of air taken in from the air cleaner 16 is detected by an air flow meter 14 disposed between the air cleaner 16 and the throttle valve 13. A vacuum sensor 30 for detecting the pressure in the intake manifold 11 (intake manifold pressure) is disposed inside the collector portion (surge tank) constituting the intake manifold 11. Further, the throttle valve 13 is provided with a throttle opening sensor 31 that detects the opening of the throttle valve 13.

  In the cylinder head, an intake port 22 and an exhaust port 23 are formed for each cylinder (only one bank is shown in FIG. 1). Each intake port 22 and exhaust port 23 is provided with an intake valve 24 and an exhaust valve 25 for opening and closing the intake port 22 and the exhaust port 23. Between the intake cam shaft that drives the intake valve 24 and the intake cam pulley, the intake cam pulley and the intake cam shaft are relatively rotated to continuously change the rotation phase (displacement angle) of the intake cam shaft with respect to the crankshaft 10a. A variable valve timing mechanism 26 for advancing and retarding the valve timing (opening / closing timing) of the intake valve 24 is provided. The variable valve timing mechanism 26 variably sets the opening / closing timing of the intake valve 24 according to the engine operating state.

  Similarly, between the exhaust cam shaft and the exhaust cam pulley, the exhaust cam pulley and the exhaust cam shaft are relatively rotated to continuously change the rotation phase (displacement angle) of the exhaust cam shaft with respect to the crankshaft 10a. A variable valve timing mechanism 27 for advancing and retarding the valve timing (opening / closing timing) of the exhaust valve 25 is provided. The variable valve timing mechanism 27 variably sets the opening / closing timing of the exhaust valve 25 according to the engine operating state.

  Each cylinder of the engine 10 is attached with an injector 12 for injecting fuel into the cylinder. The injector 12 directly injects fuel pressurized by a high-pressure fuel pump (not shown) into the combustion chamber of each cylinder.

  A spark plug 17 that ignites the air-fuel mixture and an igniter built-in coil 21 that applies a high voltage to the spark plug 17 are attached to the cylinder head of each cylinder. In each cylinder of the engine 10, an air-fuel mixture of the sucked air and the fuel injected by the injector 12 is ignited by the spark plug 17 and burned. The exhaust gas after combustion is exhausted through the exhaust pipe 18.

  An air-fuel ratio sensor 19 is attached downstream of the collecting portion of the exhaust pipe 18 and upstream of the exhaust purification catalyst 20. The air-fuel ratio sensor 19 can output a signal corresponding to the oxygen concentration in the exhaust gas and the unburned gas concentration (that is, a signal corresponding to the air-fuel ratio of the air-fuel mixture), and can detect the air-fuel ratio linearly. A fuel ratio sensor (LAF sensor) is used.

An exhaust purification catalyst 20 is disposed downstream of the LAF sensor 19. The exhaust purification catalyst 20 is a three-way catalyst, which simultaneously oxidizes hydrocarbons (HC) and carbon monoxide (CO) in the exhaust gas and reduces nitrogen oxides (NOx) to produce harmful gas components in the exhaust gas. Is purified to harmless carbon dioxide (CO ₂ ), water vapor (H ₂ O) and nitrogen (N ₂ ).

  The exhaust pipe 18 is provided with an exhaust gas recirculation device (hereinafter referred to as an “EGR (Exhaust Gas Recirculation) device”) 40 that recirculates a part of the exhaust gas discharged from the engine 10 to the intake manifold 11 of the engine 10. It has been. The EGR device 40 includes an EGR pipe 41 that connects the exhaust pipe 18 of the engine 10 and the intake manifold 11, and an EGR valve 42 that is interposed on the EGR pipe 41 and adjusts the exhaust gas recirculation amount (EGR flow rate). ing. The opening degree (EGRSTP) of the EGR valve 42 is controlled by an electronic control device 50 described later according to the operating state of the engine 10.

  In addition to the air flow meter 14, the LAF sensor 19, the vacuum sensor 30, and the throttle opening sensor 31 described above, a cam angle sensor 32 for determining the cylinder of the engine 10 is attached in the vicinity of the camshaft of the engine 10. A crank angle sensor 33 for detecting the rotational position of the crankshaft 10a is attached in the vicinity of the crankshaft 10a of the engine 10. Here, for example, a timing rotor 33a in which protrusions of 34 teeth with two teeth missing are formed at an interval of 10 ° is attached to the end of the crankshaft 10a, and the crank angle sensor 33 is connected to the timing rotor 33a. The rotational position of the crankshaft 10a is detected by detecting the presence or absence of the protrusion. As the cam angle sensor 32 and the crank angle sensor 33, for example, an electromagnetic pickup type is used.

  These sensors are connected to an electronic control unit (hereinafter referred to as “ECU”) 50. Further, the ECU 50 includes a water temperature sensor 34 that detects the temperature of the cooling water of the engine 10, an oil temperature sensor 35 that detects the temperature of the lubricating oil, and an accelerator pedal opening that detects the amount of depression of the accelerator pedal, that is, the opening of the accelerator pedal. Various sensors such as a sensor 36 and a vehicle speed sensor 37 for detecting the speed of the vehicle are also connected. The various sensors that acquire sensor values (parameter values) indicating the operating state of the engine 10 function as detection means described in the claims.

  The ECU 50 includes a microprocessor that performs calculations, a ROM that stores programs for causing the microprocessor to execute each process, a RAM that stores various data such as calculation results, and a backup RAM in which the stored contents are held by a battery or the like. And an input / output I / F and the like. The ECU 50 includes an injector driver that drives the injector 12, an output circuit that outputs an ignition signal, a motor driver that drives an electric motor 13 a that opens and closes the electronically controlled throttle valve 13, and the like.

  In the ECU 50, the cylinder is determined from the output of the cam angle sensor 32, and the rotational angular velocity and the engine speed are obtained from the output of the crank angle sensor 33. Further, in the ECU 50, based on the detection signals input from the various sensors described above, various types such as the intake air amount, the intake pipe negative pressure, the accelerator pedal opening, the air-fuel ratio of the air-fuel mixture, and the water temperature and oil temperature of the engine 10 are provided. Information is acquired. Then, the ECU 50 comprehensively controls the engine 10 by controlling the fuel injection amount, the ignition timing, and various devices such as the throttle valve 13 and the EGR valve 42 based on the acquired various pieces of information.

  In particular, when the ECU 50 determines the control values (control instruction values) of the various devices and the like when the map is divided into a plurality of maps, the ECU 50 does not require complicated conditional branch processing or the like. It has a function to select a map that is more suitable for control. Therefore, the ECU 50 functionally includes a storage unit 51, a control value / error acquisition unit 521, a map selection unit 531, and a control value determination unit 541. In the ECU 50, the functions stored in the storage unit 51, the control value / error acquisition unit 521, the map selection unit 531, and the control value determination unit 541 are realized by executing a program stored in the ROM or the like by the microprocessor. Is done.

  The storage unit 51 is configured by the above-described ROM or the like, and is divided into a plurality of maps (for example, an engine dynamometer (EDM) described later) that define the relationship between the input values of one or more parameters and one or more control values. The medium / high load map generated based on the measurement result of the above and the low load map generated based on the measurement result of the chassis dynamometer (CDM) are stored in advance. That is, the storage unit 51 functions as a storage unit described in the claims. As the map, for example, a map described (represented) using a statistical model can be suitably used (details will be described later). When the map is created, the outline of the setting area is also defined.

  Here, an example of one map included in a plurality of divided maps (for example, a medium / high load map and a low load map) stored in the storage unit 51 is shown in FIG. The map shown in FIG. 3 shows the engine speed NE (rpm), the throttle opening THR (deg), the intake valve timing VTR (deg), the EGR valve opening EGRSTP, and the estimated engine intake air amount GN ′ (g / rev) is a four-dimensional map. FIG. 3 shows a three-dimensional shape (Boundary Model) when the EGR valve opening degree EGRSTP is fixed.

  FIG. 4 shows the scatter diagram matrix and Boundary Model of the map shown in FIG. In the scatter diagram matrix shown in FIG. 4, two inputs (parameters) are selected from the EGR valve opening EGRSTP, the engine speed NE, the throttle opening THR, and the intake valve timing VTR, and the measurement points are displayed in a two-dimensional plane. It is a projection. In addition, the black point in a scatter diagram matrix has shown the measurement point. As shown in FIGS. 3 and 4, the outline of the map setting area (measurement area) (hereinafter also simply referred to as “map outline”) is not rectangular but nonlinear. In the present embodiment, the outline of the map setting area (measurement area) is mathematically expressed using a statistical model.

  The control value / error acquisition unit 521 has, for each of a plurality of maps (for example, a medium / high load map and a low load map), input values of one or a plurality of parameters (for example, the engine speed NE and the throttle opening THR described above). , A map search is performed using the intake valve timing VTR and the EGR valve opening EGRSTP) to obtain a control value (for example, the estimated engine intake air amount GN ′ described above), and an error (%) of the control value is calculated. Ask. That is, the control value / error acquisition unit 521 functions as an error acquisition unit described in the claims. The error acquired by the control value / error acquisition unit 521 is output to the map selection unit 531.

  Here, the error is a variation in a control value (for example, the estimated engine intake air amount GN ′ described above) when a map (for example, the medium / high load map and the low load map described above) is described using a statistical model. . That is, it is a variation included in the measurement when creating the map (for example, dispersion of measured values, degree of distortion, etc.).

  The error of the control value is preferably calculated using, for example, a method such as an alternative estimation method, a test sample method, or an n-flood cross-validation method. For example, when using an alternative estimation method, first, the relationship between the input value and output value (control value) of a point group measured in advance is modeled (mapped). Thereafter, an input value is input to the created map, and an output (control value) is acquired. The ratio between the obtained output (control value) and the output value measured in advance is taken as the error of the output (control value).

  Here, an example of the relationship between the experimental measurement value and the control value error in each of the two maps (Map A and Map B) is shown in FIG. The horizontal axis in FIG. 5 is the map search value (control value), and the vertical axis is the experimental measurement value. As shown by a broken line in FIG. 5, in the map A, the variation (error) of the experimental measurement value is spindle-shaped (that is, after the variation (error) is temporarily increased with respect to the increase of the map search value (control value). Distributed to converge). On the other hand, in the map B, as indicated by a one-dot chain line in FIG. 5, the variation (error) of the experimental measurement value is substantially fan-shaped (that is, the variation (error) increases as the map search value (control value) increases. Distributed in a monotonically increasing manner).

  Next, in each of the two maps (map A and map B) described above, an example of control values (x1, x2 in FIG. 5) acquired for the same input value and an error with respect to the control value are shown in FIG. Show. As shown in FIG. 6, the error (variation) of the control value x1 is “the error of the control value x1 of the map A> the error of the control value x1 of the map B”. In this case, the control value x1 of the map B with less error is selected (details will be described later). Similarly, the error (variation) of the control value x2 is “the error of the control value x2 of the map A <the error of the control value x2 of the map B”. In this case, the control value x2 of the map A with less error is selected (details will be described later).

  Returning to FIG. 1, the description will be continued. The map selection unit 531 selects a map to be used for control from a plurality of maps based on the control value error acquired by the control value / error acquisition unit 521. At that time, the map selection unit 531 selects a map having the smallest control value error. That is, the map selection unit 531 functions as a map selection unit described in the claims. The map selected by the map selection unit 531 is output to the control value determination unit 541.

  The control value determining unit 541 determines (adopts) the control value of the map selected by the map selecting unit 531 as the control value of the engine 10. That is, the control value determining unit 541 functions as a control value determining unit described in the claims.

  Here, the control model shown in FIG. 2 is used, for example, based on the medium / high load map generated based on the measurement result of the engine dynamometer (EDM) and the measurement result of the chassis dynamometer (CDM). A specific description will be given by taking as an example the case of alternatively selecting the low load map. Here, FIG. 2 is a diagram illustrating an example of a control model that the ECU 50 has to obtain the estimated engine intake air amount GN ′. The medium / high load model 521a (corresponding to the control value / error acquisition unit 521) has a medium / high load map generated based on the measurement result of the engine dynamometer (EDM), and the low load model 521b (control value). The error acquisition unit 521 has a low-load map generated based on the measurement result of the chassis dynamometer (CDM).

  When the engine speed NE, the throttle opening THR, the intake valve timing VTR, and the EGR valve opening EGRSTP are input to the medium / high load model 521a, a control value (estimated intake air amount GN ′) based on the medium / high load map, And an error of the control value is acquired and output. Similarly, when the engine speed NE, the throttle opening THR, the intake valve timing VTR, and the EGR valve opening EGRSTP are input to the low load model 521b, a control value (intake air estimated amount GN) based on the low load map is input. ') And the error of the control value is acquired and output.

  Here, the error of the control value acquired by each of the medium / high load model 521a and the low load model 521b is output to a comparison block (corresponding to the map selection unit) 531 described later. On the other hand, the control value (intake air estimation amount GN ′) acquired by each of the medium / high load model 521a and the low load model 521b is output to the selection block (corresponding to the control value determination unit) 541.

  The comparison block 531 compares the error of the control value output from the medium / high load model 521a with the error of the control value output from the low load model 521b, for example, the error of the control value output from the medium / high load model 521a. If is smaller, “1” is output. On the other hand, the comparison block 53 outputs “0” when the error of the control value output from the low load model 521b is smaller.

  The selection block 541 includes a comparison result (“1” or “0”) of the comparison block 531, and control values (intake air) of the medium / high load model (medium / high load map) 521 a and the low load model (low load map) 521 b. An estimated amount GN ′) is input. When “1” is input as the comparison result, the selection block 541 outputs the control value (estimated intake air amount GN ′) of the medium / high load model (medium / high load map), and when “0” is input. Output the control value (estimated intake air amount GN ′) of the low load model (low load map).

  As described above, an appropriate control value (estimated intake air amount GN ′) is acquired from the viewpoint of control. It should be noted that, based on the calculated engine intake air estimation GN ′, for example, adjusting the opening of the throttle valve 13 or predicting a change in the estimated engine intake air amount GN ′, the throttle valve 13 and the variable valve Optimal control of the timing mechanism 26, the EGR valve 42, and the like can also be performed. Further, by comparing the intake air amount GN measured by the air flow meter 14 and the estimated intake air amount GN ', it is possible to detect an abnormality such as an air leak.

  Next, the operation of the control device 1 will be described with reference to FIG. FIG. 7 is a flowchart showing a processing procedure of control value acquisition processing (map selection processing) by the control device 1. This process is repeatedly executed in the ECU 50 at a predetermined timing. Here, for example, a case where the engine intake air estimated amount GN ′ (used as a control value for intake air optimum control) is obtained as shown in FIG. 2 using the map shown in FIG. 3, for example. I will explain.

  First, in step S100, input values of a plurality of parameters indicating the operating state of the engine 10, in the example of FIG. 2, the engine speed NE (rpm), the throttle opening THR (deg), the intake valve timing VTR (deg), And the EGR valve opening EGRSTP are input.

  Next, in step S102, the control value search (map search) is executed using the input value input in step S100, and the control value of the medium / high load map is acquired. Subsequently, in step S104, an error in the control value of the medium / high load map acquired in step S102 is acquired. Since the method for acquiring the control value error is as described above, detailed description thereof is omitted here.

  Similarly, in step S106, a control value search (map search) is executed using the input value input in step S100, and the control value of the low load map is acquired. Subsequently, in step S108, an error in the control value of the low load map acquired in step S106 is acquired. Since the error acquisition method is as described above, detailed description thereof is omitted here.

  Next, in step S110, the control value error of the medium / high load map obtained in step S104 is compared with the control value error of the low load map obtained in step S108, and the control value error is smaller. A map is selected.

  In step S112, the control value (intake air estimated amount GN ') obtained from the map selected in step S110 is determined (adopted) as a normal control value and output.

  As described above in detail, according to the present embodiment, an error of a control value with respect to an input value is acquired for each of a plurality of maps, and a map to be used is selected based on the error. Therefore, for example, a map having a control value with the smallest error can be selected. As a result, when the map is divided into a plurality of maps, it is possible to select a more appropriate map from the plurality of maps without requiring a complicated conditional branching process or the like.

  In particular, according to the present embodiment, the error is the variation in the control value when the map is described using a statistical model, that is, the variation included in the measurement at the time of creating the map (the dispersion of the measurement value and the degree of distortion). Therefore, it is possible to select an appropriate map from a plurality of maps in consideration of these variations. Further, since the map is described using a statistical model, it is possible to appropriately handle variations (such as dispersion of measured values and degree of distortion) when the map is generated.

  In addition, according to the present embodiment, since an error of a control value with respect to input values of a plurality of parameters is acquired, even if each map is a two-dimensional or more multi-dimensional map, a complicated conditional branching process or the like is required. Therefore, it is possible to select an appropriate map from a plurality of maps in terms of control.

(Second Embodiment)
In the first embodiment described above, the map to be used is selected (switched) according to the error of the control value. Instead of such a method, when the error of each map is smaller than the predetermined value, the error The map is selected (switched) according to the above, and when the error of each map is larger than a predetermined value, the map is selected (switched) according to the distance between the outline of the setting area of each map and the input value. You can also.

  Then, next, the structure of the control apparatus 2 which concerns on 2nd Embodiment is demonstrated using FIG.8 and FIG.9 collectively. FIG. 8 is a diagram illustrating a configuration of the control device 2 and a configuration of the engine 10 to which the control device 2 is applied. FIG. 9 is a diagram illustrating an example of a control model that the control device 2 has to obtain an estimated engine intake air amount. In FIG. 8 and FIG. 9, the same reference numerals are given to the same or equivalent components as in the first embodiment.

  The present embodiment is different from the first embodiment described above in that an ECU 50B is used instead of the ECU 50. The ECU 50B further includes a distance acquisition unit 522, and also includes a map selection unit 532 and a control value determination unit 542 instead of the map selection unit 531 and the control value determination unit 541. This is different from the first embodiment. Since other configurations are the same as or similar to those of the first embodiment described above, detailed description thereof is omitted here.

  The distance acquisition unit 522 determines the distance between the acquired input value (input point) of one or more parameters and the outline (boundary) of each setting area of the plurality of maps. At this time, the distance acquisition unit 522 determines whether the input value (input point) is located inside or outside the outline of the map, and the distance between the input value and the outline of the setting area of the map On the other hand, a signed distance is obtained by adding a sign “−” inside the outline of the setting area and “+” outside the outline of the setting area. That is, the distance acquisition unit 522 functions as a distance acquisition unit described in the claims. The signed distance acquired by the distance acquisition unit 522 is output to the map selection unit 532.

  When the error of the control value acquired by the control value / error acquisition unit 521 is less than a predetermined value (threshold value) set in advance, the map selection unit 532 selects a plurality of maps based on the control value error. Select the map to use. At that time, the map selection unit 532 selects a map having the smallest control value error. On the other hand, the map selection unit 532 selects a map to be used from among a plurality of maps based on the signed distance acquired by the distance acquisition unit 522 when the control value error is equal to or greater than the predetermined value. At that time, the map selection unit 532 selects a map having the smallest signed distance. The map selected by the map selection unit 532 is output to the control value determination unit 542.

  The control value determination unit 542 determines (adopts) the control value of the map selected by the map selection unit 532 as the control value of the engine 10.

  Here, the control model shown in FIG. 9 is used, for example, based on the medium / high load map generated based on the measurement result of the engine dynamometer (EDM) and the measurement result of the chassis dynamometer (CDM). A specific description will be given by taking as an example the case of alternatively selecting the low load map. Here, FIG. 9 is a diagram illustrating an example of a control model that the ECU 50 has to obtain the estimated engine intake air amount GN ′. The medium / high load model 52a (corresponding to the control value / error acquisition unit 521 and the distance acquisition unit 522) has a medium / high load map generated based on the measurement result of the engine dynamometer (EDM). The model 52b (corresponding to the control value / error acquisition unit 521 and the distance acquisition unit 522) has a low-load map generated based on the measurement result of the chassis dynamometer (CDM).

  When the engine speed NE, the throttle opening THR, the intake valve timing VTR, and the EGR valve opening EGRSTP are respectively input to the medium / high load model 52a, a control value (estimated intake air amount GN ') based on the medium / high load map, In addition, the error of the control value and the signed distance between the input value and the outline of the medium / high load map are acquired and output.

  More specifically, when the engine speed NE, the throttle opening THR, the intake valve timing VTR, and the EGR valve opening EGRSTP are input to the medium / high load model 52a, the input values are input to the medium / high load model 52a. The medium / high load map is used to search for a control value (intake air estimated amount GN ′) of the engine 10. Then, the acquired control value is output from the GN ′ port. In the medium / high load model 52a, it is determined whether the input value is located inside or outside the outline of the medium / high load map, and the distance between the input value and the outline of the medium / high load map is obtained. . For example, the distance (signed distance from the outline of the input point) to which “+” is added if it is outside and “−” if it is inside is output from the distance port. The method for calculating the error of the control value is as described above, and thus detailed description thereof is omitted here.

  Similarly, when the engine speed NE, the throttle opening degree THR, the intake valve timing VTR, and the EGR valve opening degree EGRSTP are input to the low load model 52b, the control value (estimated intake air amount GN) based on the low load map is input. '), The error of the control value, and the signed distance between the input value and the outline of the low load map are acquired and output.

  The first comparison block 532a (corresponding to the map selection unit 532) compares the signed distance output from the medium / high load model 52a and the signed distance output from the low load model 52b, for example, from the medium / high load model 52a. If the output signed distance is smaller, “1” is output. On the other hand, the first comparison block 532a outputs “0” when the signed distance output from the low load model 52b is smaller.

  Similarly, the second comparison block 532b (corresponding to the map selection unit 532) compares the error output from the medium / high load model 52a with the error output from the low load model 52b, and outputs, for example, from the medium / high load model 52a. If the error is smaller, “1” is output. On the other hand, the second comparison block 532b outputs “0” when the error output from the low load model 52b is smaller.

  In the first selection block 542a (corresponding to the control value determination unit 542), the comparison result (“1” or “0”) of the comparison block 532a, the medium / high load model (medium / high load map) 52a, and the low load model (low) A control value (estimated intake air amount GN ′) of each load map) 52b is input. When “1” is input as a comparison result, the first selection block 542a outputs a control value (estimated intake air amount GN ′) of the medium / high load model (medium / high load map), and “0” is input. In the case that the control value is low, the control value (intake air estimated amount GN ′) of the low load model (low load map) is output to the third selection block 542c.

  Similarly, the second selection block 542b (corresponding to the control value determination unit 542) includes the comparison result (“1” or “0”) of the comparison block 532b, the medium / high load model (medium / high load map) 52a, and the low load. A control value (estimated intake air amount GN ′) of each model (low load map) 52b is input. When “1” is input as the comparison result, the second selection block 542b outputs the control value (estimated intake air amount GN ′) of the medium / high load model (medium / high load map), and “0” is input. In the case that the control value is low, the control value (intake air estimated amount GN ′) of the low load model (low load map) is output to the third selection block 542c.

  The third comparison block 532c outputs “1” to the third selection block 542c when the error is smaller than a predetermined value (threshold value) set in advance. On the other hand, the third comparison block 532c outputs “0” to the third selection block 542c when the error is equal to or greater than the predetermined value.

  The third selection block 542c includes the comparison result (“1” or “0”) of the third comparison block 532, and the control values (estimated intake air amount GN) from the first selection block 542a and the second selection block 542b. ') Is entered. The third selection block 542c outputs the control value (estimated intake air amount GN ′) of the first selection block 542a when “0” is input as the comparison result, and when “1” is input. Outputs the control value (estimated intake air amount GN ′) of the second selection block 542b.

  As described above, an appropriate control value (estimated intake air amount GN ′) is acquired from the viewpoint of control. It should be noted that, based on the calculated engine intake air estimation GN ′, for example, adjusting the opening of the throttle valve 13 or predicting a change in the estimated engine intake air amount GN ′, the throttle valve 13 and the variable valve Optimal control of the timing mechanism 26, the EGR valve 42, etc. can also be performed. Further, by comparing the intake air amount GN measured by the air flow meter 14 and the estimated intake air amount GN ', it is possible to detect an abnormality such as an air leak.

  Next, the operation of the control device 2 will be described with reference to FIG. FIG. 10 is a flowchart showing a processing procedure of control value acquisition processing (map selection processing) by the control device 2. This process is repeatedly executed at a predetermined timing in the ECU 50B. Here, for example, a case where an engine intake air estimated amount GN ′ (used as a control value for intake air optimum control) is obtained as shown in FIG. 9 by using the map shown in FIG. 3, for example. I will explain.

  First, in step S200, input values of a plurality of parameters indicating the operating state of the engine 10, in the example of FIG. 9, the engine speed NE (rpm), the throttle opening THR (deg), the intake valve timing VTR (deg), And the EGR valve opening EGRSTP are input.

  Next, in step S202, the control value search (map search) is executed using the input value input in step S200, and the control value of the medium / high load map is acquired. Subsequently, in step S204, an error in the control value of the medium / high load map acquired in step S202 is acquired. Since the error acquisition method is as described above, detailed description is omitted here.

  Similarly, in step S206, the control value search (map search) is executed using the input value input in step S200, and the control value of the low load map is acquired. Subsequently, in step S208, an error in the control value of the low load map acquired in step S206 is acquired. Since the error acquisition method is as described above, detailed description is omitted here.

  Next, in step S210, the input values (input points) of the engine speed NE, the throttle opening THR, the intake valve timing VTR, and the EGR valve opening EGRSTP input in step S200 are set in a setting region ( It is determined whether it is located inside or outside the outline of the measurement area) and the inside of the outline of the setting area with respect to the distance between the input value and the outline of the setting area of the medium / high load map A signed distance to which “−” is added and “+” is added to the outside of the outline of the setting area is obtained.

  In step S212, in the same manner as in step S210, with respect to the distance between the input value and the outline of the setting area of the low load map, “−” is set inside the outline of the setting area, and outside the outline of the setting area. A signed distance to which a sign “+” is added is obtained.

  Next, in step S214, whether or not the error in the control value of the medium / high load map acquired in step S204 and the error in the control value of the low load map acquired in step S208 are less than a predetermined value (threshold). Judgment is made. Here, when both or one of the errors is less than the predetermined value, the process proceeds to step S216. On the other hand, when the error of both (all) control values is equal to or greater than the predetermined value, the process proceeds to step S218.

  If the error is less than the predetermined value, in step S216, a map to be used is selected based on the error. That is, the control value error of the medium and high load map obtained in step S204 is compared with the control value error of the low load map obtained in step S208, and the map having the smaller control value error is selected. .

  On the other hand, if the error is greater than or equal to the predetermined value, in step S218, a map to be used is selected based on the signed distance. That is, the signed distance from the outline of the medium / high load map obtained in step S210 is compared with the signed distance from the outline of the low load map obtained in step S212, and the map with the smaller signed distance is obtained. Selected.

  In step S220, the control value (intake air estimated amount GN ') obtained from the selected map is output.

  According to the present embodiment, when the error of the control value obtained from the map is less than the predetermined value, the map to be used is selected based on the error, and when the error of the control value is equal to or larger than the predetermined value, the code A map to be used is selected based on the attached distance. Therefore, when at least one error is less than a predetermined value, for example, a map having a control value with the smallest error can be selected. On the other hand, when all the errors are equal to or greater than a predetermined value, for example, a map with the smallest signed distance can be selected. Here, for example, there are cases where the input value is inside the outer shell of the map but there is no measurement point in the vicinity and there is a large error, while the input value is outside the outer shell of the map but there is a measurement point in the vicinity. There may be small errors. In such a case, the latter map is selected. For example, when the input value is outside the outer shell of the map and there is no measurement point in the vicinity and the error is large, the map is selected according to the signed distance. As a result, when the map is divided into multiple maps, it is possible to select an appropriate map (optimal map) from among multiple maps without requiring complicated conditional branching processing. It becomes.

  At this time, according to the present embodiment, the distance between the input value and the outline of the setting area of the map is set to “−” inside the outline of the setting area and “+” outside the outline of the setting area. Is added, and a map having the smallest signed distance is selected. Therefore, when the control value error is large, it is possible to select a more appropriate map from a plurality of maps simply by obtaining the distance (signed distance) between the input value and the outline of the setting area of each map. it can. In place of the above, a code in which the input value and the outline of the setting area of the map are added with a sign that “+” is inside the outline of the setting area and “−” is outside the outline of the setting area. The attached distance may be obtained and a map having the largest signed distance may be selected.

  In particular, according to the present embodiment, even if each map is a multi-dimensional map of two or more dimensions, an appropriate map is selected from a plurality of maps without requiring complicated conditional branch processing or the like. can do.

  Further, according to the present embodiment, since the outline of the map setting area (the boundary of the measurement area) is statistically modeled, even if the outline of each map has a non-linear shape, the outline is appropriately defined. can do. Therefore, since the distance between the input value and the outline (boundary) of the setting area of each map can be obtained accurately, the map closest to the input value can be accurately extracted (selected).

  Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications can be made. For example, in the above-described embodiment, the case where the present invention is applied to a gasoline engine control device has been described as an example. However, the present invention includes, for example, a diesel engine, an automatic transmission, an electric motor (hybrid vehicle, electric vehicle), The present invention can also be applied to a control device for a power unit such as a fuel cell.

  In the above-described embodiment, one control value is output (the estimated engine intake air amount GN ′). However, two or more control values may be output.

DESCRIPTION OF SYMBOLS 1, 2 Control apparatus 10 Engine 12 Injector 13 Electronically controlled throttle valve 14 Air flow meter 17 Spark plug 26, 27 Variable valve timing mechanism 31 Throttle opening sensor 32 Cam angle sensor 33 Crank angle sensor 40 Exhaust gas recirculation device 42 EGR valve 50, 50B ECU
51 Storage Unit 521 Control Value / Error Acquisition Unit 522 Distance Acquisition Unit 522a Nearest Neighbor Point Acquisition Unit 522b Input Value Selection Unit 522c Control Value Search Unit 531 532 Map Selection Unit 541 542 Control Value Determination Unit

Claims (9)

Detecting means for acquiring an input value of a parameter indicating an operation state of the power unit;
Storage means for storing in advance a plurality of maps defining the relationship between the input value and the control value;
For each of a plurality of maps stored in the storage means, a control value for the input value acquired by the detection means, and an error acquisition means for acquiring an error of the control value;
Map selection means for selecting a map to be used from the plurality of maps based on the error acquired by the error acquisition means;
A control device comprising: a control value determination unit that employs a control value of the map selected by the map selection unit as a control value of the power unit.   The control apparatus according to claim 1, wherein the error is a variation in the control value when the map is described using a statistical model. The detection means obtains input values of a plurality of parameters,
The storage means stores in advance a plurality of maps of two or more dimensions that define a relationship between input values of a plurality of parameters and one or more control values,
The control apparatus according to claim 1, wherein the error acquisition unit acquires a control value with respect to input values of the plurality of parameters and an error of the control value. A distance acquisition unit that obtains a distance between the input value acquired by the detection unit and the outline of each setting region of the plurality of maps stored in the storage unit;
When the error is less than a predetermined value, the map selection means selects a map to be used from the plurality of maps based on the error, and when the error is equal to or greater than the predetermined value, The control apparatus according to claim 1, wherein a map to be used is selected from the plurality of maps based on the distance. The detection means obtains input values of a plurality of parameters,
The storage means stores in advance a plurality of maps of two or more dimensions that define a relationship between input values of a plurality of parameters and one or more control values,
The control apparatus according to claim 4, wherein the distance obtaining unit obtains distances between input values of the plurality of parameters and outlines of setting areas of the plurality of maps. The distance acquisition means, when determining the distance between the input value and each of the plurality of maps, the distance between the input value and the outline of the setting area of the map, "-" inside the outline of the setting area, A signed distance is obtained by adding a sign “+” outside the outline of the setting area,
The control device according to claim 4, wherein the map selection unit selects a map having the smallest signed distance. The distance acquisition means, when obtaining the distance between the input value and each of the plurality of maps, to the distance between the input value and the outline of the map setting area, "+" inside the outline of the setting area, A signed distance is obtained by adding a sign "-" outside the outline of the setting area,
The control device according to claim 4, wherein the map selection unit selects a map having the largest signed distance.   8. The control device according to claim 4, wherein each of the plurality of maps has an outer shape of the setting area that is not rectangular. 9.   9. The control device according to claim 4, wherein each of the plurality of maps has a contour of the setting region expressed by a statistical model.

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