BACKGROUND OF THE INVENTION

[0001] 1. Field of the Invention

[0002] The present invention relates to a control system and method and an engine control unit that control a plant, using a model defining the relationship between a simulation value simulating the behavior of an internal variable of the plant and a detection value reflecting the behavior of the internal variable.

[0003] 2. Description of the Related Art

[0004] Recently, due to social requirements, it is demanded of internal combustion engines that the engines have excellent exhaust emission characteristics, that is, an excellent emission reduction rate of the catalyst. On the other hand, internal combustion engines having a plurality of cylinders can suffer variation in air-fuel ratio between the cylinders to which the air-fuel mixture is supplied, due to the malfunction of an EGR system, an evaporative fuel processing system, or injectors. In such a case, there is a fear that the emission reduction rate of the catalyst is lowered. As a control system for a plant, which overcomes such a problem, there has been conventionally proposed an air-fuel ratio control system for an internal combustion engine, which corrects variation in air-fuel ratio between cylinders, using an observer based on the optimal control theory applied thereto (see e.g. Publication of Japanese Patent No. 3296472, pages 19-23, FIGS. 35 and 36 ). This air-fuel ratio control system is comprised of a LAF sensor disposed in the collecting section of an exhaust pipe, for detecting the air-fuel ratio of exhaust gases, a control unit to which a detection signal (indicative of the detected air-fuel ratio) from the LAF sensor is input, and injectors disposed in the intake manifold of the exhaust pipe for the respective cylinders and connected to the control unit.

[0005] In this control unit, variation in air-fuel ratio of exhaust gases emitted from a plurality of cylinders, i.e. variation in air-fuel ratio of the mixture between the cylinders is corrected by calculating a cylinder-by-cylinder fuel injection amount as the amount of fuel to be injected from each injector into the associated cylinder, based on the detected air-fuel ratio output from the LAF sensor, using the observer and by PID control, as described below.

[0006] That is, the control unit calculates the basic fuel injection amount depending on the operating conditions of the engine, and multiplies the basic fuel injection amount by various correction coefficients to calculate the output fuel injection amount. Then, as described in detail hereinbelow, the observer calculates a cylinder-by-cylinder estimated air-fuel ratio, and a cylinder-by-cylinder estimated feedback correction coefficient is determined by PID control based on the estimated cylinder-by-cylinder air-fuel ratio. The cylinder-by-cylinder fuel injection amount is calculated by multiplying an output fuel injection amount by the cylinder-by-cylinder feedback correction coefficient.

[0007] The cylinder-by-cylinder estimated air-fuel ratio is calculated by the observer based on the optimal control theory. More specifically, by using a model of a discrete-time system representative of the relationship between a cylinder-by-cylinder fuel-air ratio and a fuel-air ratio detected at the collecting section (where the LAF sensor is disposed), the cylinder-by-cylinder estimated air-fuel ratio is calculated. Further, in the PID control, a value obtained by dividing the fuel-air ratio detected at the collecting section, i.e. the detected air-fuel ratio, by the average value of the respective preceding values of the feedback correction coefficients is set to a target value, and the cylinder-by-cylinder feedback correction coefficient is calculated such that the difference between the target value and the cylinder-by-cylinder estimated air-fuel ratio calculated by the observer converges to a value of 0.

[0008] Further, another air-fuel ratio control system is known which calculates the fuel injection amount on a cylinder-by-cylinder basis, based on an estimated intake air amount calculated by estimating the amount of intake air to be supplied to each of a plurality of cylinders, on a cylinder-by-cylinder basis, and an estimated air-fuel ratio calculated on a cylinder-by-cylinder basis by an observer similar to that described above (see e.g. Japanese Laid-Open Patent Publication (Kokai) No. 6-74076, pages, 3-12, FIGS. 1 and 31 ).

[0009] More specifically, this air-fuel ratio control system calculates a target intake fuel amount by searching a map according to the engine speed and the intake pipe pressure. Further, by applying a fluid dynamics model to the intake system of the engine, the estimated intake air amount is calculated on a cylinder-by-cylinder basis, and the estimated air-fuel ratio is calculated on a cylinder-by-cylinder basis, by the observer described above. Further, by dividing the estimated intake air amount by the estimated air-fuel ratio, an estimated intake fuel amount is calculated on a cylinder-by-cylinder basis, and a final fuel injection amount is calculated by an adaptive controller such that the estimated intake fuel amount becomes equal to the target intake fuel mount.

[0010] Recently, aside from the above-mentioned demand of ensuring an excellent emission reduction rate of the catalyst, internal combustion engines are demanded of higher power output and higher torque. To meet the demand, there is conventionally employed the technique of reducing the exhaust resistance and exhaust interference by configuring the layout of the exhaust system into a complicated shape (in which exhaust passages from the cylinders are progressively combined in the exhaust manifold such that four passages, for example, are combined into two passages, and the two passages are then combined into one passage). However, when the conventional air-fuel ratio control system is applied to internal combustion engines having such a complicated exhaust system layout, the observer can no longer establish itself based on the conventional optimal control theory, and therefore, the variation in air-fuel ratio between the cylinders cannot be properly corrected, which can lead to a lowered emission reduction rate of the catalyst. This is because according to the conventional optimal control theory, modeling errors and changes in the dynamic characteristics of a model are not considered in the simulation model and the optimal control theory itself, which makes the observer small in margin of stability and low in robustness. Therefore, the air-fuel ratio control system does not have a sufficient stability against changes in the contributions of exhaust gases from the individual cylinders to the detected air-fuel ratio of the LAF sensor caused by attachment of fuel, etc., changes in the response of the LAF sensor, and the aging of the same.

[0011] Further, in the second-described air-fuel ratio control system, which uses the observer similar to that used in the first-described air-fuel ratio control system, there can be a case in which the observer cannot establish itself for the reason described above. In such a case, the fuel injection amount cannot be properly calculated on a cylinder-by-cylinder basis, which can degrade the emission reduction rate of the catalyst. Further, in a multi-cylinder internal combustion engine, in general, variation also occurs in intake air amount between the cylinders. However, the second-described air-fuel ratio control system does not consider the correction of the variation in intake air amount, and only estimates the intake air amount on a cylinder-by-cylinder basis, by applying the fluid dynamics model thereto. Therefore, the variation in intake air amount between the cylinders cannot be properly corrected, which brings about variation in the air-fuel ratio between the cylinders, causing further degradation of emission reduction rate of the catalyst.

SUMMARY OF THE INVENTION

[0012] It is a first object of the present invention to provide a control system and method and a control unit that are capable of realizing highly robust control having a large margin of stability.

[0013] It is a second object of the present invention to provide a control system and method and a control unit that are applicable to control of an air-fuel ratio of a mixture supplied to an internal combustion engine having a plurality of cylinders, and capable of appropriately and promptly correcting variation in air-fuel ratio or intake air amount between the cylinders and thereby realizing an accurate air-fuel ratio control even when the engine has a complicated exhaust system layout.

[0014] To attain the first object, in a first aspect of the present invention, there is provided a control system for controlling a plant, comprising:

[0015] detection means for detecting a detection value reflecting a behavior of a first internal variable of the plant;

[0016] simulation value-generating means for generating a simulation value simulating the behavior of the first internal variable;

[0017] estimation means for estimating an estimation value of the detection value based on a model defining a relationship between the estimation value and the simulation value;

[0018] identification means for identifying a model parameter of the model according to the detected detection value and the generated simulation value, such that the estimated estimation value becomes equal to the detected detection value; and

[0019] first control means for determining a first input to be inputted to the plant, according to the identified model parameter.

[0020] With the arrangement of the control system according to the first aspect of the invention, the detection value reflecting the behavior of the first internal variable of the plant is detected, and the estimation value of the detection value is estimated based on a model defining the relationship between the estimation value and the simulation value simulating the behavior of the first internal variable. The model parameter of the model is identified according to the detection value and the simulation value, such that the estimated estimation value becomes equal to the detected detection value, and the first input to be inputted to the plant is determined according to the identified model parameter. Thus, the model parameter is identified such that the estimated estimation value becomes equal to the detected detection value, which enables the model parameter to be identified as a value in which the actual behavior of the first internal variable is properly reflected, particularly, enables the model parameter to be identified as a value in which the actual behavior of the first internal variable is reflected in real time, when an onboard identifier is used as the identification means. Further, the first input is determined according to the thus identified model parameter, so that even when the first internal variable is drastically changed, the first input can be determined as a value in which the behavior of the first internal variable is promptly and properly reflected, and by using the first input thus determined, it is possible to promptly and properly control the first internal variable to a predetermined state or a predetermined value. As a result, e.g. when the plant is to be controlled such that the first input causes the detection value detected by the detection means to converge to a predetermined target value, even if the S/N ratio or sensitivity of the detection means is low, it is possible to set the detection value susceptible to the behavior of the first internal variable to the predetermined target value promptly with stability by causing the behavior of the first internal variable to be reflected in the first input. That is, it is possible to realize a control having a higher robustness and a larger margin of stability than the prior art.

[0021] Preferably, the control system further comprises second control means for determining a second input to be inputted to the plant such that the detection value is caused to converge to a predetermined target value, the first internal variable comprising a plurality of first internal variables, the simulation value comprising a plurality of simulation values simulating respective behaviors of the plurality of first internal variables, the model parameter comprising a plurality of model parameters, and the identification means identifies the plurality of model parameters according to the detection value and the plurality of simulation values such that the estimated estimation value becomes equal to the detected detection value, the first control means determining the first input such that the identified model parameters converge to an average value thereof.

[0022] With the arrangement of the preferred embodiment, the second control means determines the second input to be inputted to the plant such that the detection value is caused to converge to the predetermined target value, and the identification means identifies the plurality of model parameters according to the detection value and the plurality of simulation values such that the estimated estimation value becomes equal to the detected detection value. The first control means determines the first input such that the identified model parameters converge to the average value thereof. Thus, the first input is determined such that the identified values of the plurality of model parameters converge to the average value thereof, which makes it possible to prevent a control process for causing the detection value detected by the detection means to converge to the predetermined target value and a control process for controlling the first internal variable from interfering with each other, and at the same time correct variation in behavior between the plurality of first internal variables.

[0023] More preferably, the first control means comprises learned correction value-calculating means for calculating a learned correction value of the first input, using a sequential statistical algorithm, correction means for correcting the first input using the calculated learned correction value, and input means for inputting the corrected first input to the plant.

[0024] The least-squares method is generally employed as the identifying computational algorithm. However, in the identifying computation by the least-squares method, after collecting a plurality of numbers of various data for computation, the computation is executed collectively based on the collected data. Therefore, at the start of the control, the identification of the model parameter is not executed until completion of collection of the data, which makes it impossible to calculate the first input based on the identified value of the model parameter, which can degrade the controllability. In contrast, with the arrangement of the present preferred embodiment of the control system, the learned correction value of the first input is calculated with the sequential statistical algorithm, which enables the first input to be corrected even at the start of the control by the learned correction value calculated every control cycle. Therefore, e.g. by setting an initial value of the first input in advance, even before the model parameter is newly identified at the start of the control, the first input can be always corrected by the learned correction value calculated every control cycle, whereby the controllability at the start of the control can be enhanced.

[0025] More preferably, the learned correction value-calculating means calculates the learned correction value of the first input using a regression equation in which the learned correction value is used as a dependent variable and a second internal variable having influence on the first internal variable is used as an independent variable, and calculates a regression coefficient and a constant term of the regression equation with the sequential statistical algorithm.

[0026] With the arrangement of the preferred embodiment, the learned correction value of the first input is calculated using the regression equation in which the learned correction value is used as the dependent variable and a second internal variable having influence on the first internal variable is used as the independent variable, and the regression coefficient and the constant term of the regression equation are calculated with the sequential statistical algorithm. Therefore, even when the rate of change in the second internal variable is very high, making the rate of change in the first internal variable also so high that it is difficult to estimate the first internal variable, it is possible to calculate the learned correction value as a value in which the actual state of the first internal variable is properly reflected, thereby further enhancing the controllability of the first internal variable by the first input.

[0027] Preferably, the first control means determines an input component contained in the first input based on a difference between the model parameter and a predetermined target value.

[0028] With the arrangement of this preferred embodiment, it is possible to determine the input component contained in the first input based on the difference between the model parameter and the predetermined target value. Therefore, the plant can be controlled such that model parameter converges to a predetermined target value, thereby causing the first internal variable of the plant to converge to a predetermined value without causing a steady-state deviation.

[0029] More preferably, the first control means determines other input components than the input component contained in the first input, based on the model parameter.

[0030] With the arrangement of this preferred embodiment, the first input contains not only the input component determined based on the difference between the model parameter and the predetermined target value, but also the other input components determined based on the model parameter. Therefore, e.g. when the plant is controlled such that the model parameter converges to the predetermined target value, the first internal variable of the plant can be controlled that it converges to the predetermined value without causing overshooting or an oscillatory behavior. As a result, the detection value can be controlled to the stable state while preventing the same from becoming oscillatory or being overshot.

[0031] Preferably, the first control means determines the first input according to the model parameter with a response-specified control algorithm.

[0032] With the arrangement of this preferred embodiment, the first input is determined according to the model parameter with the response-specified control algorithm, and therefore, it is possible to control the plant, for example, such that model parameter converges to the predetermined target value, whereby the first internal variable of the plant can be controlled such that it converges to the predetermined value without causing overshooting or an oscillatory behavior. As a result, when the plant is controlled by the first input, the detection value can be controlled to a stable state while preventing the same from becoming oscillatory or overshot.

[0033] Preferably, the identification means identifies the model parameter by a fixed gain method.

[0034] With the arrangement of the preferred embodiment, the model parameter is identified by the fixed gain method, and therefore, it is possible to reduce computational load on the identification means. This makes it possible to shorten the computing time of the first input, whereby it is possible to calculate the first input promptly and properly as a value in which the behavior of the first internal variable is properly reflected, even when the rate of change in the first internal variable is high. Further, when a method of identifying the model parameter by adding a predetermined correction component to the reference value thereof is employed as the fixed gain method, the identified value of the model parameter can be constrained to values close to the reference value, which makes it possible to prevent an increase in the rate of change in the first internal variable from causing the state of the first internal variable to be unsuitably reflected in the identified value of the model parameter, thereby making it possible to enhance the stability of the control.

[0035] Further preferably, the identification means identifies the model parameter by calculating a model parameter reference value according to the second internal variable, and adding a predetermined correction component to the calculated model parameter reference value.

[0036] With the arrangement of this preferred embodiment, the model parameter is identified by adding the predetermined correction component to the model parameter reference value calculated according to the second internal variable. This makes it possible to constrain the identified value of the model parameter to values close to the model parameter reference value, whereby even when the rate of change in the first internal variable is high due to the influence of change in the second internal variable, it is possible to promptly and properly calculate the first input as a value in which the behavior of the first internal variable is properly reflected, thereby enhancing the stability of the control.

[0037] Preferably, the control system further comprises delay means for delaying one of the detection value and the simulation value by a predetermined delay time period, and the identification means identifies the model parameter according to the delayed one of the detection value and the simulation value, and the other of the detection value and the simulation value.

[0038] With the arrangement of this preferred embodiment, the model parameter is identified according to the delayed one of the detection value and the simulation value, and the other of the detection value and the simulation value. Therefore, e.g. when the detection value or the simulation value surfers from the dead time, it is possible to identify the model parameter with accuracy while taking the dead time into account, thereby further enhancing the stability of the control.

[0039] Preferably the control system further comprises filter means for generating a filtered value of the detection value by subjecting the detection value to predetermined filtering processing, and the identification means identifies the model parameter according to the filtered value of the detection value and the simulation value.

[0040] In general, in this kind of control system, when the absolute value of the detection value changes over a wide range, the identifying process by the identification means can be incapable of following up the change in the detection value, which can cause delay in identification of the model parameter, causing degraded accuracy of the identification. In contrast, with the arrangement of this preferred embodiment, the identification means identifies the model parameter according to the filtered value of the detection value obtained by subjecting the detection value to the predetermined filtering processing and the simulation value, and therefore, by properly setting the filtering characteristics of the filtering processing, it is possible, even when the absolute value of the detection value changes over a wide range, the filtered value of the detection value can be generated as a value which positively contains information necessary for identification of the model parameter, i.e. information indicative of the behavior of the internal variables, and suppressed in the range of change thereof. Therefore, by identifying model parameter using the filtered value and the simulation value, it is possible to suppress delay in the identification of the model parameter and enhance the accuracy of the identification, thereby further enhancing the stability and response of the control.

[0041] To attain the second object, in a second aspect of the present invention, there is provided a control system for an internal combustion engine including a plurality of cylinders, a plurality of exhaust passages extending from the plurality of cylinders, respectively, and one exhaust passage into which the plurality of exhaust passages are combined, the control system controlling an amount of fuel to be supplied to the plurality of cylinders, on a cylinder-by-cylinder basis, thereby controlling an air-fuel ratio of exhaust gases emitted from the plurality of cylinders,

[0042] the control system comprising:

[0043] fuel amount-determining means for determining an amount of fuel to be supplied to each of the plurality of cylinders;

[0044] air-fuel ratio parameter-detecting means for detecting an air-fuel ratio parameter indicative of an air-fuel ratio of exhaust gases in the one exhaust passage;

[0045] simulation value-generating means for generating a plurality of simulation values simulating respective behaviors of air-fuel ratios of exhaust gases emitted from the plurality of cylinders;

[0046] estimation means for estimating an estimation value of the air-fuel ratio parameter based on a model defining a relationship between the estimation value and the plurality of simulation values;

[0047] identification means for identifying a plurality of model parameters of the model according to the detected air-fuel ratio parameter and the generated plurality of simulation values, such that the estimation value of the air-fuel ratio parameter becomes equal to the detected air-fuel ratio parameter;

[0048] first correction value-calculating means for calculating a first correction value for correcting the amount of fuel to be supplied to the plurality of cylinders, according to the identified plurality of model parameters, on a cylinder-by-cylinder basis; and

[0049] first fuel amount-correcting means for correcting the determined amount of fuel according to the calculated first correction value, on a cylinder-by-cylinder basis.

[0050] With the arrangement of the control system according to the second aspect of the invention, the amount of fuel to be supplied to each of the plurality of cylinders is determined by the fuel amount-determining means, and the air-fuel ratio parameter indicative of the air-fuel ratio of exhaust gases in the one exhaust passage is detected by the air-fuel ratio parameter-detecting means. The estimation value of the air-fuel ratio parameter is estimated based on the model defining the relationship between the estimation value and the plurality of simulation values simulating respective behaviors of air-fuel ratios of exhaust gases emitted from the plurality of cylinders, and the plurality of model parameters of the model are identified by the identification means such that the estimation value of the air-fuel ratio parameter becomes equal to the detected air-fuel ratio parameter. The first correction value for correcting the amount of fuel to be supplied to the plurality of cylinders is calculated according to the identified plurality of model parameters, on a cylinder-by-cylinder basis, by the first correction value-calculating means. The determined fuel amount is corrected according to the calculated first correction value, on a cylinder-by-cylinder basis, by the first fuel amount-correcting means. Thus, the plurality of model parameters are identified such that the estimation value of the air-fuel ratio parameter becomes equal to the detected air-fuel ratio parameter, which makes it possible to identify the plurality of model parameters as values in which the actual behaviors of exhaust gases emitted from the plurality of cylinders, i.e. variation in air-fuel ratio between the cylinders is reflected therein. Therefore, by correcting the amount of fuel to be supplied to each cylinder according to the first correction value calculated according to the identified values of the plurality of model parameters, on a cylinder-by-cylinder basis, it is possible to properly correct variation in air fuel ratio between the cylinders. Further, by using an onboard identifier as the identification means, it is possible to calculate the first correction value based on the model parameters identified in real time. This makes it possible, differently from the conventional control system, even when the dynamic characteristics of the controlled object are changed due to changes in respective contributions of the cylinders to the detected air-fuel ratio parameter, which are caused by attachment of fuel in the cylinders, variation in the response of the air-fuel ratio parameter-detecting means, and aging of the same, to correct the amount of fuel such that variation in air-fuel ratio between the cylinders is corrected (absorbed) while causing changes in the dynamic characteristics of the controlled object to be reflected in the model. As a result, even when the control system is applied to an internal combustion engine having a complicated exhaust system layout, it is possible to properly and promptly correct variation in air-fuel ratio between the cylinders, and thereby control the air-fuel ratio with accuracy. That is, it is possible to realize a highly robust air-fuel ratio control having a large margin of stability, and thereby, when a catalyst is provided in the exhaust passage, maintain an excellent emission reduction rate of the catalyst.

[0051] Preferably, the control system further comprises second correction value-calculating means for calculating a second correction value for correcting the amount of fuel to be supplied to each cylinder, such that the air-fuel ratio parameter is caused to converge to a predetermined target value, and second fuel amount-correcting means for correcting the amount of fuel to be supplied to each cylinder according to the calculated second correction value, and the first correction value-calculating means calculates the first correction value, on a cylinder-by-cylinder basis, such that the identified plurality of model parameters converge to an average value thereof.

[0052] With the arrangement of this preferred embodiment, the second correction value-calculating means calculates the second correction value for correcting the amount of fuel to be supplied to each cylinder, such that the air-fuel ratio parameter is caused to converge to the predetermined target value, and the second fuel amount-correcting means corrects the amount of fuel to be supplied to each cylinder according to the calculated second correction value. Further, the first correction value-calculating means calculates the first correction value, on a cylinder-by-cylinder basis, such that the identified plurality of model parameters converge to an average value thereof. Thus, the first correction value is calculated such that the identified plurality of model parameters converge to an average value thereof, and therefore it is possible to correct variation in air-fuel ratio between the cylinders, whereby it is possible to prevent the control process for causing the air-fuel ratio parameter to converge to a predetermined target value and the control process for correcting variation in air-fuel ratio between the cylinders from interfering with each other, thereby ensuring stability of the air-fuel ratio control.

[0053] Preferably, the control system further comprises learned correction value-calculating means for calculating a learned correction value of the first correction value with a sequential statistical algorithm, on a cylinder-by-cylinder basis, and the first fuel amount-correcting means corrects the amount of fuel further according to the calculated learned correction value, on a cylinder-by-cylinder basis.

[0054] As described hereinbefore, although the least-squares method is generally employed as the identifying computational algorithm, in the identifying computation by this method, after collecting a plurality of numbers of various data for computation, the computation is executed collectively based on the collected data. Therefore, at the start of the air-fuel ratio control, the identification of the model parameter is not executed until completion of collection of the data. This makes it impossible to calculate the first correction value based on the identified value of the model parameter, which can degrade the controllability of the air-fuel ratio control. In contrast, with the arrangement of the present preferred embodiment of the control system, the learned correction value of the first correction value is calculated with the sequential statistical algorithm, which enables the first correction value to be corrected by the learned correction value calculated every control cycle even at the start of the air-fuel ratio control. Therefore, by setting the initial value of the first correction value in advance, or by using the learned correction value calculated in the preceding operation of the engine as the initial value of the learned correction value of the current operation, it is possible, even before the identification of the model parameter is started at the start of the air-fuel ratio control, to always correct the first correction value by the learned correction value calculated every control cycle, whereby the controllability at the start of the air-fuel ratio control can be enhanced. This makes it possible, when a catalyst is provided in the exhaust passage, to enhance the emission reduction rate of the catalyst at the start of the air-fuel ratio control.

[0055] More preferably, the control system further comprises operating condition parameter-detecting means for detecting an operating condition parameter indicative of an operating condition of the engine, and the learned correction value-calculating means calculates the learned correction value using a regression equation in which the learned correction value is used as a dependent variable and the detected operating condition parameter is used as an independent variable, and calculates a regression coefficient and a constant term of the regression equation with the sequential statistical algorithm.

[0056] With the arrangement of the preferred embodiment, the learned correction value of the first correction value is calculated using a regression equation in which the learned correction value of the first correction value is used as a dependent variable and the detected operating condition parameter is used as an independent variable, and the regression coefficient and the constant term of the regression equation are calculated with the sequential statistical algorithm. Therefore, even when the engine is in a drastically changing operating condition, such as a transient operating condition, causing a sudden change of the air-fuel ratio, which makes it difficult to estimate the air-fuel ratio, it is possible to calculate the learned correction value as a value in which the actual state of the air-fuel ratio of each cylinder is properly reflected, thereby further enhancing the controllability of the air-fuel ratio control.

[0057] Preferably, the first correction value-calculating means calculates a correction value component contained in the first correction value based on a difference between the identified model parameters and a predetermined target value.

[0058] With the arrangement of this preferred embodiment, the first correction value-calculating means calculates the correction value component contained in the first correction value based on the difference between the identified model parameters and the predetermined target value. Therefore, the amount of fuel can be corrected such that model parameters converge to the predetermined target value, thereby providing control on the air-fuel ratio, on a cylinder-by-cylinder basis, such that the air-fuel ratio converges to a predetermined value without causing a steady-state deviation.

[0059] More preferably, the first correction value-calculating means calculates other correction value components than the correction value component contained in the first correction value, based on the identified model parameters.

[0060] With the arrangement of this preferred embodiment, the first correction value contains not only the correction value component determined based on the difference between the model parameters and the predetermined target value, but also the other correction value components determined based on the model parameters. Therefore, e.g. when the amount of fuel is controlled, on a cylinder-by-cylinder basis, such that the model parameters converge to the predetermined target value, the air-fuel ratio can be controlled, on a cylinder-by-cylinder basis, such that it converges to the predetermined value without causing overshooting or an oscillatory behavior, with stability.

[0061] Preferably, the first correction value-calculating means calculates the first correction value according to the model parameters with a response-specified control algorithm.

[0062] With the arrangement of this preferred embodiment, the first correction value is determined according to the model parameters with the response-specified control algorithm, and therefore, it is possible to correct the amount of fuel, for example, such that model parameters converge to the predetermined target value, whereby the air-fuel ratio can be corrected, on a cylinder-by-cylinder basis, such that it converges to the predetermined value without causing overshooting or an oscillatory behavior, with stability.

[0063] Preferably, the identification means identifies the model parameters by a fixed gain method.

[0064] With the arrangement of the preferred embodiment, the model parameters are identified by the fixed gain method, and therefore, it is possible to reduce computational load on the identification means. This makes it possible to shorten the computing time of the first correction value, whereby it is possible to calculate the first correction value promptly and properly, on a cylinder-by-cylinder basis, as a value in which the behavior of the air-fuel ratio is properly reflected, even when the rate of change in the air-fuel ratio of each cylinder is high due to a transient operating condition of the engine. Further, when a method of identifying the model parameters by adding respective predetermined correction components to reference values thereof is employed as the fixed gain method, the identified values of the model parameters can be constrained to values close to the reference values, which makes it possible to prevent an increase in the rate of change in the air-fuel ratio from causing the actual state of the air-fuel ratio to be unsuitably reflected in the identified values of the model parameters, thereby making it possible to further enhance the stability of the air-fuel ratio control.

[0065] Preferably, the identification means identifies the model parameters by calculating respective model parameter reference values according to the operating condition parameter, and adding predetermined correction components to the calculated model parameter reference values, respectively.

[0066] With the arrangement of this preferred embodiment, the model parameters are identified by adding the respective predetermined correction components to the model parameter reference values calculated according to the operating condition parameter. This makes it possible to constrain the identified values of the model parameters to respective values close to the model parameter reference values, whereby even when the rate of change in the air-fuel ratio is high due to the influence of change in the operating condition of the engine, it is possible to promptly and properly calculate the first correction value, on a cylinder-by-cylinder basis, as a value in which the behavior of the air-fuel ratio is properly reflected, thereby further enhancing the stability of the control.

[0067] Preferably, the control system further comprises delay means for delaying the air-fuel ratio parameter by a predetermined delay time period, and the identification means identifies the model parameters according to the delayed air-fuel ratio parameter and the plurality of simulation values.

[0068] In general, in the internal combustion engine, there is a predetermined dead time from a time that the mixture supplied to each cylinder has burned to a time that the resulting exhaust gases reach the collecting section of the exhaust passage or a location downstream of the collecting section. However, with the arrangement of this preferred embodiment, the model parameter is identified according to the delayed air-fuel ratio parameter, which is delayed by the predetermined dead time, and the plurality of model parameters. Therefore, it is possible to identify the model parameter with accuracy while taking the dead time into account, thereby further enhancing the stability of the control.

[0069] To attain the second object, in a third aspect of the present invention, there is provided a control system for an internal combustion engine including one intake passage, a plurality of intake passages branching from the one intake passage, and a plurality of cylinders connected to the plurality of intake passages extend, respectively, the control system controlling an amount of fuel to be supplied to the plurality of cylinders, on a cylinder-by-cylinder basis, thereby controlling an air-fuel ratio of exhaust gases emitted from the plurality of cylinders,

[0070] the control system comprising:

[0071] fuel amount-determining means for determining an amount of fuel to be supplied to each of the plurality of cylinders;

[0072] intake air amount parameter-detecting means disposed in the one intake passage, for detecting an intake air amount parameter indicative of an amount of intake air;

[0073] simulation value-generating means for generating a plurality of simulation values simulating respective behaviors of amounts of intake air to be drawn into the plurality of cylinders;

[0074] estimation means for estimating an estimation value of the intake air amount parameter based on a model defining a relationship between the estimation value and the plurality of simulation values;

[0075] identification means for identifying a plurality of model parameters of the model according to the detected intake air amount parameter and the generated plurality of simulation values, such that the estimation value of the intake air amount parameter becomes equal to the detected intake air amount parameter;

[0076] third correction value-calculating means for calculating a third correction value for correcting the amount of fuel to be supplied to the plurality of cylinders, according to the identified plurality of model parameters, on a cylinder-by-cylinder basis; and

[0077] third fuel amount-correcting means for correcting the determined amount of fuel according to the calculated third correction value, on a cylinder-by-cylinder basis.

[0078] With the arrangement of the control system according to the third aspect of the invention, the fuel amount-determining means determines the amount of fuel to be supplied to each cylinder, and the intake air amount parameter-detecting means disposed in the one intake passage detects the intake air amount parameter indicative of the amount of intake air. The estimation means estimates the estimation value of the intake air amount parameter based on the model defining the relationship between the estimation value and the plurality of simulation values simulating respective behaviors of amounts of intake air to be drawn into the plurality of cylinders, and the identification means identifies the plurality of model parameters of the model such that the estimation value of the intake air amount parameter becomes equal to the detected intake air amount parameter. The third correction value-calculating means calculates the third correction value for correcting the amount of fuel to be supplied to the plurality of cylinders, according to the identified plurality of model parameters, on a cylinder-by-cylinder basis, and the third fuel amount-correcting means corrects the determined fuel amount according to the calculated third correction value, on a cylinder-by-cylinder basis. Thus, the plurality of model parameters are identified such that the estimation value of the intake air amount parameter becomes equal to the detected intake air amount parameter, which makes it possible to identify the plurality of model parameters as values in which the actual behaviors of amounts of intake air drawn into the cylinders are reflected therein, i.e. variation in intake air amount between the cylinders is reflected therein. Therefore, by correcting the amount of fuel to be supplied to each cylinder according to the third correction value calculated according to the identified values of the plurality of model parameters, on a cylinder-by-cylinder basis, it is possible to properly correct variation in intake air amount between the cylinders. Further, by using an onboard identifier as the identification means, it is possible to calculate the third correction value based on the model parameters identified in real time. This makes it possible, differently from the conventional control system, even when the dynamic characteristics of the controlled object are changed due to variation in the response of the intake air amount parameter-detecting means, and aging of the same, to correct the fuel amount such that variation in intake air amount between the cylinders is corrected while causing changes in the dynamic characteristics of the controlled object to be reflected in the model. As a result, even when the control system is applied to an internal combustion engine having a complicated exhaust system layout, it is possible to properly and promptly correct variation in intake air amount between the cylinders, and thereby control the air-fuel ratio with accuracy. That is, it is possible to realize a highly robust air-fuel ratio control having a large margin of stability, and thereby, when a catalyst is provided in the exhaust passage, maintain an excellent emission reduction rate of the catalyst.

[0079] Preferably, the engine includes a plurality of exhaust passages extending from the plurality of cylinders, respectively, and one exhaust passage into which the plurality of exhaust passages are combined, and the control system further comprises intake air amount parameter-detecting means for detecting an intake air amount parameter indicative of an air-fuel ratio of exhaust gases in the one exhaust passage, fourth correction value-calculating means for calculating a fourth correction value for correcting the amount of fuel to be supplied to each cylinder, such that the detected air-fuel ratio parameter is caused to converge to a predetermined target value, and fourth fuel amount-correcting means for correcting the amount of fuel to be supplied to each cylinder according to the calculated fourth correction value, the third correction value-calculating means calculating the third correction value, on a cylinder-by-cylinder basis, such that the identified plurality of model parameters converge to an average value thereof.

[0080] With the arrangement of this preferred embodiment, the fourth correction value-calculating means calculates the fourth correction value for correcting the amount of fuel to be supplied to each cylinder, such that the air-fuel ratio parameter is caused to converge to the predetermined target value, and the fourth fuel amount-correcting means corrects the amount of fuel to be supplied to each cylinder according to the calculated fourth correction value. Further, the third correction value-calculating means calculates the third correction value, on a cylinder-by-cylinder basis, such that the identified plurality of model parameters converge to an average value thereof. Thus, the third correction value is calculated such that the identified plurality of model parameters converge to an average value thereof, which makes it possible to correct variation in intake air amount between the cylinders, whereby it is possible to prevent the control process for causing the air-fuel ratio parameter to converge to the predetermined target value and the control process for correcting variation in intake air amount between the cylinders from interfering with each other, thereby ensuring stability of the air-fuel ratio control.

[0081] Preferably, the control system further comprises learned correction value-calculating means for calculating a learned correction value of the third correction value with a sequential statistical algorithm, on a cylinder-by-cylinder basis, and the third fuel amount-correcting means corrects the amount of fuel further according to the calculated learned correction value, on a cylinder-by-cylinder basis.

[0082] As described hereinbefore, when the least-squares method is employed as the identifying computational algorithm, the identification of the model parameter is not executed until completion of collection of the data at the start of the control, which makes it impossible to calculate the third correction value based on the identified value of the model parameter, which can degrade the controllability of the air-fuel ratio control. In contrast, with the arrangement of the present preferred embodiment of the control system, the learned correction value of the third correction value is calculated with the sequential statistical algorithm, which enables the third correction value to be corrected by the learned correction value calculated every control cycle even at the start of the control. Therefore, by setting the initial value of the third correction value in advance, or by using the learned correction value calculated in the preceding operation of the engine as the initial value of the learned correction value of the current operation, it is possible, even before the identification of the model parameter is started at the start of the air-fuel ratio control, to always correct the third correction value by the learned correction value calculated every control cycle, whereby the controllability at the start of the air-fuel ratio control can be enhanced. This makes it possible, when a catalyst is provided in the exhaust passage, to enhance the emission reduction rate of the catalyst at the start of the air-fuel ratio control.

[0083] More preferably, the control system further comprises operating condition parameter-detecting means for detecting an operating condition parameter indicative of an operating condition of the engine, and the learned correction value-calculating means calculates the learned correction value using a regression equation in which the learned correction value is used as a dependent variable and the detected operating condition parameter is used as an independent variable, and calculates a regression coefficient and a constant term of the regression equation with the sequential statistical algorithm.

[0084] With the arrangement of the preferred embodiment, the learned correction value of the third correction value is calculated using the regression equation in which the learned correction value is used as the dependent variable and the detected operating condition parameter is used as the independent variable, and the regression coefficient and the constant term of the regression equation are calculated with the sequential statistical algorithm. Therefore, even when the engine is in a drastically changing operating condition, such as a transient operating condition, causing a sudden change of the air-fuel ratio, which makes it difficult to estimate the first internal variable, it is possible to calculate the learned correction value as a value in which the actual state of the amount of intake air supplied to each cylinder is properly reflected, thereby further enhancing the controllability of the air-fuel ratio control.

[0085] Preferably, the third correction value-calculating means calculates a correction value component contained in the third correction value based on a difference between the identified model parameters and a predetermined target value.

[0086] With the arrangement of this preferred embodiment, the third correction value-calculating means calculates the correction value component contained in the third correction value based on the difference between the identified model parameters and the predetermined target value. Therefore, the amount of fuel can be corrected such that the model parameters converge to a predetermined target value, thereby providing control on the intake air amount on a cylinder-by-cylinder basis such that the intake air amount converges to a predetermined value without causing a steady-state deviation.

[0087] More preferably, the third correction value-calculating means calculates other correction value components than the correction value component contained in the third correction value, based on the identified model parameters.

[0088] With the arrangement of this preferred embodiment, the third correction value contains not only the correction value component determined based on the difference between the model parameters and the predetermined target value, but also other correction value components determined based on the model parameters. Therefore, e.g. when the amount of fuel is controlled on a cylinder-by-cylinder basis such that the model parameters converge to the predetermined target value, the amount of intake air can be controlled, on a cylinder-by-cylinder basis, such that it converges to the predetermined value without causing overshooting or an oscillatory behavior, with stability.

[0089] Preferably, the third correction value-calculating means calculates the third correction value according to the model parameters with a response-specified control algorithm.

[0090] With the arrangement of this preferred embodiment, the third correction value is determined according to the model parameters with the response-specified control algorithm, and therefore, it is possible to correct the amount of fuel, for example, such that model parameters converge to the predetermined target value, whereby the amount of intake air can be corrected, on a cylinder-by-cylinder basis, such that it converges to the predetermined value without causing overshooting or an oscillatory behavior, with stability.

[0091] Preferably, the identification means identifies the model parameters by a fixed gain method.

[0092] With the arrangement of the preferred embodiment, the model parameters are identified by the fixed gain method, and therefore, it is possible to reduce computational load on the identification means. This makes it possible to shorten the computing time of the third correction value, whereby it is possible to calculate the third correction value promptly and properly, on a cylinder-by-cylinder basis, as a value in which the behavior of the amount of intake air is properly reflected, even when the rate of change in the amount of intake air of each cylinder is high due to a transient operating condition of the engine. Further, when a method of identifying the model parameters by adding respective predetermined correction components to reference values thereof is employed as the fixed gain method, the identified values of the model parameters can be constrained to values close to the reference values, which makes it possible to prevent an increase in the rate of change in the intake air amount from causing the actual state of the intake air amount to be unsuitably reflected in the identified values of the model parameters, thereby making it possible to further enhance the stability of the air-fuel ratio control.

[0093] Further preferably, the identification means identifies the model parameters by calculating respective model parameter reference values according to the operating condition parameter, and adding predetermined correction components to the calculated model parameter reference values, respectively.

[0094] With the arrangement of this preferred embodiment, the model parameters are identified by adding the respective predetermined correction components to the model parameter reference values calculated according to the operating condition parameter. This makes it possible to constrain the identified values of the model parameters to values close to the model parameter reference values, whereby even when the rate of change in the amount of intake air is high due to the influence of change in the operating condition of the engine, it is possible to promptly and properly calculate the third correction value, on a cylinder-by-cylinder basis, as a value in which the behavior of the amount of intake air is properly reflected, thereby further enhancing the stability of the control.

[0095] Preferably, the control system further comprises delay means for delaying the plurality of simulation values by a predetermined delay time period, and the identification means identifies the model parameters according to the intake air amount parameter and the delayed plurality of simulation values.

[0096] In general, in the internal combustion engine, there is a predetermined dead time before air drawn into the intake passage reaches each cylinder via the branches of the intake passage. However, with the arrangement of this preferred embodiment, the model parameters are identified according to the intake air amount parameter and the plurality of delayed simulation values, which is delayed by the predetermined dead time. Therefore, it is possible to identify the model parameters with accuracy while taking the dead time into account, the