ES2528138T3 - Apparatus for controlling the amount of fuel feed at idle - Google Patents

Abstract

Apparatus for controlling the amount of idle fuel feed that controls the idle rotation speed of an internal combustion diesel engine, comprising: first calculation means for calculating an integration correction expression (QII) based on a deviation of a real rotation speed (NE) of an internal combustion diesel engine with respect to an objective rotation speed (NETRG) of said internal combustion diesel engine during idling of said internal combustion diesel engine; establishment means for establishing a prospective correction expression (QIPBN) corresponding to the friction that exists at an early stage of starting said internal combustion diesel engine at the time of and / or immediately after the start-up of said internal combustion engine; and second calculation means for calculating a quantity of fuel feed by correcting a quantity of basic fuel that uses correction expressions including the integration correction expression (QII) calculated by said first calculation means and the prospective correction expression (QIPBN) established by said establishment means, characterized in that said establishment means gradually reduce the prospective correction expression established at the time of and / or immediately after the start-up of said internal combustion diesel engine.

Description

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DESCRIPTION

Apparatus for controlling the amount of fuel feed at idle

The present invention relates to an apparatus for controlling the amount of idle fuel feed that controls the idle rotation speed of an internal combustion engine by correcting a quantity of fuel feed using an integration correction expression.

Prior art

In a system for controlling the idle rotation speed by adjusting a quantity of fuel feed, for example, a system for controlling the idling rotation speed of a diesel engine described in the Japanese patent publication available to the public No. Hei 11 -93747, an amount of basic fuel is established from the rotation speed of an internal combustion engine based on a regulation model. On this basic fuel quantity an integration correction expression is calculated based on a deviation from the actual rotation speed with respect to an objective rotation speed. In this way, a feedback control of the idle rotation speed is carried out. Then, to adapt a change in friction caused by a change in the temperature of the internal combustion engine and the external load at idling, several kinds of prospective correction are carried out according to the temperature of the cooling water, the external load class such as an air conditioner or power steering, and the on / off condition. This prospective correction allows you to control the idle rotation speed in a stable manner.

Even with such a prospective correction, a certain friction inherent to the early start-up phase of the internal combustion engine is started immediately after starting the internal combustion engine that cannot be known taking into account only the corresponding friction at the same temperature level. Therefore, if the amount of basic fuel is corrected simply on the basis of a calculation of the prospective correction expression based on the friction that is estimated based on the temperature of the internal combustion engine, the amount of fuel feed becomes insufficient during the I idled immediately after starting the internal combustion engine, thus causing a drop in the rotation speed of the internal combustion engine.

Generally, this drop in the rotation speed of the internal combustion engine is corrected by increasing the amount of fuel feed in the integration correction expression mentioned above, so that the rotation speed of the internal combustion engine can be returned at a speed of objective rotation. However, this expression of integration correction tends to increase extremely if, for example, a load such as a semi-seeded state lasts a long time during idling. If the clutch is disengaged after the integration correction expression has therefore increased excessively, a prospective correction expression due to clutch engagement and the excessive integration correction expression may cooperate to cause a sharp increase in the speed of internal combustion engine rotation. To protect against this, a security process is generally executed in the calculation of the integration correction expression to prevent the integration correction expression from being excessive.

However, if a control interval of the integration correction expression is limited due to a safety value to avoid a sharp increase in the rotation speed, as mentioned above, the integration correction expression may not be capable of changing to such an extent that it compensates for the great friction that exists in the early phase of the start-up of the internal combustion engine, so that a fall in the rotation speed causes the engine to heat up, thus preventing a march to the stable idle Therefore, there is a possibility that the control interval for the expression of integration correction cannot be limited, resulting in an insufficient prevention of an abrupt increase in the rotation speed of the internal combustion engine caused by a semi-seeded condition. , etc.

An objective of the present invention is to provide a method for controlling an amount of idling fuel feed, and an apparatus for doing so, which can prevent a drop in the rotation speed of an internal combustion engine by compensating the friction generated in the phase. early start-up of the internal combustion engine and that can also prevent a sharp increase in the friction rotation speed that there is an integration correction expression in the subsequent control of a idle rotation speed.

Description of the invention

Means to achieve the aforementioned objective and its actions and effects will be described below.

According to a method for controlling a quantity of fuel feed according to an embodiment of the present

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The invention, based on a deviation from the actual rotation speed of an internal combustion engine with respect to an objective rotation speed during idling, an integration correction expression is calculated and then used to correct the amount of fuel supply, thus controlling the idle rotation speed of the internal combustion engine. By this method, at the time of and / or immediately after the start-up of the internal combustion engine, a prospective correction of the friction that exists in the early phase of the start-up of the internal combustion engine is carried out .

Thus, in contrast to a conventional method, the method of the present invention performs a prospective correction of this type on a quantity of fuel feed to correspond to the friction that exists in particular at the early stage of commissioning. of the internal combustion engine. Therefore, it is possible to bring the actual rotation speed of the internal combustion engine to an objective rotation speed before the value of a deviation from the actual rotation speed with respect to the target rotation speed of the internal combustion engine accumulates largely in the expression of integration correction.

In this way, the integration correction expression can be prevented from increasing in value, thus narrowing an interval to limit the integration correction expression using the security process. Therefore, it is possible to compensate for the friction that exists in the early start-up phase of the internal combustion engine in order to avoid a fall in the rotation speed thereof and also to avoid a sharp increase in the rotation speed caused by the expression of integration correction in the subsequent control of an idle rotation speed.

It should be noted that the concept of the early start-up phase referred to here encompasses both the start-up time and the moment immediately after the start-up. This also applies to the early commissioning phase that will be provided later.

In a preferred method for controlling an amount of fuel feed at idle, prospective correction is actually carried out by gradually reducing the value of the prospective correction expression that is set at the time of and / or immediately after the start-up. internal combustion engine running. By means of this prospective correction that implies the gradual reduction of the value of the expression of prospective correction established at the time of and / or immediately after the start-up of the internal combustion engine, the friction that exists in the early phase of the Start-up of the same, and then, prevents sudden acceleration from occurring when this prospective correction is stopped, thus allowing a smooth transition towards the subsequent control of the idle rotation speed.

In another preferred method of controlling the amount of fuel feed at idle, a period is provided during which the value of the prospective correction expression is maintained before the gradual reduction of this prospective correction expression. By therefore providing the period during which the prospective correction value is maintained, it is possible to effectively suppress an increase in this value at the time of or immediately after the start-up of the internal combustion engine even without extremely lengthening a initial value of the expression of prospective correction.

In a further preferred method of controlling the amount of fuel feed at idle, the value of the prospective correction expression is gradually reduced as time passes after the internal combustion engine has started or has been started. The rotation started. As a technique to reduce the value of the prospective correction expression gradually, this can be carried out depending on the time that has elapsed after the internal combustion engine has started or its rotation has started. Since the friction generated in the early start-up phase of the internal combustion engine gradually disappears when the internal combustion engine continues to run, the value of the prospective correction expression can be reduced as time passes. In this way, it is possible to avoid a sudden acceleration when the present prospective correction is stopped, thus softening the transition towards the subsequent control of the idle rotation speed.

In yet another preferred method of controlling the amount of fuel feed at idle, the value of the prospective correction expression is gradually reduced as a function of a cumulative number of rotations of the internal combustion engine after the start-up of the rotation or the start-up of the internal combustion engine. When the internal combustion engine is running, the friction generated in the early phase of the internal combustion engine start disappears gradually, so that the prospective correction expression value can be reduced based on the number of accumulated rotations while the internal combustion engine is running. In this way, it is possible to avoid a sudden acceleration when the present prospective correction is stopped, thus softening the transition towards the subsequent control of the idle rotation speed.

In an additional method for controlling the amount of fuel feed at idle, the prospective correction expression is gradually reduced as the temperature of the internal combustion engine increases. The internal combustion engine temperature gradually increases as the engine of

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Internal combustion continues to operate after commissioning. This temperature increase model is similar to the friction reduction model in the early phase of the internal combustion engine start-up, while a temperature factor is related to the amount of friction that exists in the early phase of the start-up of the internal combustion engine. Therefore, it is possible to appropriately reduce the value of the prospective correction expression based on an increase in the temperature of the internal combustion engine. In this way, it is possible to prevent a sudden acceleration from occurring when the present prospective correction is stopped, thus softening the transition towards the subsequent control of the idle rotation speed.

In addition, the cooling temperature of the internal combustion engine water is preferably used as the temperature thereof mentioned above. In this case, based on an increase in the temperature of the cooling water of the internal combustion engine, the value of the prospective correction expression can be reduced appropriately. In this way, it is possible to avoid a sudden acceleration when the present prospective correction is stopped, thus softening the transition towards the subsequent control of the idle rotation speed.

It should be noted that, like the engine temperature, a temperature of an engine lubricating oil closely related to friction can be used instead of the cooling water temperature. In this case, the prospective correction expression value can also be reduced appropriately based on an increase in the temperature of the lubricating oil.

In order to restart the engine after it has been set, the prospective correction expression is preferably set to a value at the time the engine is set to begin thereby reducing the value of the prospective correction expression starting from this value. After the engine stall, the friction that had been generated in the early phase of the start-up and was reduced by rotating the internal combustion engine until immediately before the engine crashes as soon as it recovers. Therefore, in order to restart the engine after it has been set, the prospective correction expression must adopt the value at the time the engine stalls so that its reduction can start from this value. In this way, it is possible to establish the prospective correction expression appropriately, thus further stabilizing the control over the idle rotation speed of the internal combustion engine.

The expression of prospective correction is preferably switched according to an offset position of the transmission. Since the magnitude of the friction that exists in the early phase of the start-up of the internal combustion engine changes with the offset position of the transmission, the magnitude of the prospective correction expression must be switched according to the offset position of the transmission. In this way, it is possible to establish the prospective correction expression in an appropriate manner, thus further stabilizing the idle rotation speed control of the internal combustion engine.

The expression of prospective correction can also be switched according to the presence / absence of external load. Since the magnitude of the friction that exists in the early phase of the start-up of the internal combustion engine changes with the presence / absence of external load, the magnitude of the prospective correction expression must be switched according to the presence / absence of load external In this way, it is possible to establish the prospective correction expression in an appropriate manner, thus further stabilizing the idle rotation speed control of the internal combustion engine.

The expression of prospective correction can also be switched according to an external load class. Since the magnitude of the friction that exists in the early phase of the start-up of the internal combustion engine changes with the external load class, such as an air conditioner or an assisted steering, the magnitude of the prospective correction expression must Switch according to the external load class. In this way, it is possible to establish the prospective correction expression in an appropriate manner, thus further stabilizing the idle rotation speed control of the internal combustion engine.

In a method for controlling the amount of idle fuel feed of another additional embodiment, an integration correction expression is calculated based on the deviation of the actual rotation speed of the internal combustion engine from an objective rotation speed during idling of the internal combustion engine, so that the safety process is subsequently executed on this integration correction expression using an upper limit and lower limit safety value and the integration correction expression is also used after that the safety process has been executed on it to correct the amount of fuel supply, thus controlling the idle rotation speed of the internal combustion engine. According to this method, at the time of and / or immediately after the start-up of the internal combustion engine, a control interval of the integration correction expression is established between the upper limit and lower limit safety values that It is wider than during normal operation.

The control interval of the integration correction expression in the security process is set more

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wide than during normal operation particularly at the time and / or immediately after the start-up of the internal combustion engine. At least at the time of and / or immediately after the start-up of the internal combustion engine, therefore, the deviation value of the actual rotation speed with respect to the target rotation speed of the engine is allowed Internal combustion accumulates greatly in the expression of integration correction. Therefore, only at the time of and / or immediately after the start-up of the internal combustion engine, the friction that exists at the early stage of the start-up of the internal combustion engine can be compensated by the expression of correction of integration, thus avoiding a fall in the rotation speed of the internal combustion engine.

Furthermore, when the idle rotation speed is subsequently controlled, the control interval of the integration correction expression is returned to a control interval during normal operation, so that the magnitude of the correction correction expression is prevented integration becomes excessive, thus avoiding a sharp increase in the speed of rotation in the control of the idle rotation speed.

According to the preferred embodiment, in the safety process, the control interval of the integration correction expression that is established at the time and / or immediately after the start-up of the internal combustion engine gradually narrows to a range of control during normal operation. The control interval of the integration correction expression that is set at the time of and / or immediately after the start-up of the internal combustion engine is therefore gradually narrowed during this safety process. Therefore, it is possible to sufficiently compensate for the friction that exists in the early stage of starting the internal combustion engine using the integration correction expression and then restore the control interval of the integration correction expression during operation. normal, thus softening the transition to the subsequent control of the idle rotation speed.

In addition, it is preferred to provide a period during which a width of the control interval of the integration correction expression is maintained before the gradual narrowing of the control interval of the integration correction expression. By providing the period during which the width of the control interval of the integration correction expression is maintained, it is possible to provide a time margin, at the time of and / or immediately after the start-up of the internal combustion engine , in which the integration correction expression can increase its value sufficiently without extending the control range of the integration correction expression extremely. Thus, it is possible to effectively compensate for the friction that exists in the early phase of the start-up of the internal combustion engine using the integration correction expression.

In addition, the control interval of the integration correction expression can also be gradually narrowed as time passes after the internal combustion engine has been put into operation or its rotation has started. As a technique to gradually reduce the control interval of the integration correction expression, it can be carried out according to the time that has elapsed after the internal combustion engine has started or its rotation has started. As the internal combustion engine continues to operate, its friction generated in the early phase of the internal combustion engine start-up gradually disappears, so that the integration correction expression gradually decreases its value. Therefore, it is possible to narrow the control interval of the integration correction expression appropriately based on the time that has passed. In this way, it is possible to restore the control interval of the integration correction expression during normal operation, thus softening the transition towards the subsequent idle rotation speed control.

It is preferred to gradually narrow the control interval of the integration correction expression according to the cumulative number of rotations of the internal combustion engine after it has been started or its rotation started. As a technique to gradually narrow the control interval of the integration correction expression, it can be carried out according to the cumulative number of rotations of the internal combustion engine after it has been started or its rotation started. As the internal combustion engine continues to operate, the friction generated in the early phase of the internal combustion engine gradually disappears and, therefore, gradually decreases the value of the integration correction expression. Therefore, by accumulating the rotations of the internal combustion engine and based on the cumulative number of rotations thereof, the control interval of the integration correction expression can be narrowed appropriately. In this way, it is possible to restore the control interval of the integration correction expression during normal operation, thus softening the transition towards the subsequent idle rotation speed control.

It is preferred to gradually narrow the control range of the integration correction expression according to an increase in the temperature of the internal combustion engine. As the internal combustion engine continues to run after it has started, its temperature gradually increases. This temperature increase model is similar to the friction reduction model in the early phase of the internal combustion engine start-up, while a temperature factor is related to the magnitude of the

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friction that exists in the early phase of the start-up of the internal combustion engine. Therefore, it is possible to narrow the control interval of the integration correction expression appropriately based on an increase in the temperature of the internal combustion engine. In this way, it is possible to restore the control interval of the integration correction expression during normal operation, thus softening the transition towards the subsequent idle rotation speed control.

The temperature of the cooling water of the internal combustion engine is preferably used as the temperature thereof mentioned above. In this case, the control interval of the integration correction expression can be narrowed appropriately based on an increase in the temperature of the cooling water of the internal combustion engine. In this way, it is possible to restore the control interval of the integration correction expression during normal operation, thus softening the transition towards the subsequent idle rotation speed control.

To restart the engine after it has been set, the control interval of the integration correction expression is preferably set to a value at the time the engine is clogged to thereby initiate a process of narrowing of this interval. After engine draft, the friction that had been generated in the early phase of the start-up of the internal combustion engine and that had been reduced by the rotation of the internal combustion engine until immediately before the engine crashed He barely recovers. To restart the engine after it has been blown, therefore, a value of the control interval of the integration correction expression is used at the time the engine is blown so that the above-mentioned process of narrowing the control interval of the integration correction expression can start from this value. In this way, it is possible to properly establish the control interval of the integration correction expression, thus further stabilizing the idle rotation speed control of the internal combustion engine.

Preferably, the control range of the integration correction expression is switched according to an offset position of the transmission. Since the magnitude of the friction that exists in the early phase of the start-up of the internal combustion engine changes with the offset position of the transmission, the control interval of the integration correction expression must be switched according to the offset position of the broadcast. In this way, it is possible to set the control interval of the integration correction expression in an appropriate manner, thereby further stabilizing the idle rotation speed control of the internal combustion engine.

Preferably, the control range of the integration correction expression is switched according to the presence / absence of external load. Since the magnitude of the friction that exists in the early phase of the start-up of the internal combustion engine changes with the presence / absence of external load such as an air conditioner or an assisted steering, the control interval of the expression of Integration correction must be switched according to the presence / absence of external load. In this way, it is possible to set the control interval of the integration correction expression in an appropriate manner, thereby further stabilizing the idle rotation speed control of the internal combustion engine.

Preferably, the control range of the prospective correction expression is switched according to an external load class. Since the magnitude of the friction that exists in the early phase of the start-up of the internal combustion engine changes with the external load class such as an air conditioner or an assisted steering, the control interval of the correction correction expression integration must be switched according to the external load class. In this way, it is possible to set the control interval of the integration correction expression in an appropriate manner, thereby further stabilizing the idle rotation speed control of the internal combustion engine.

Preferably, the control interval of the integration correction expression is set with respect to a value learned from the integration correction expression. In this case, it is possible to properly protect the expression of integration correction, which tends to change by focusing around a learned value. Thus, it is possible to properly establish the control interval of the integration correction expression, thus further stabilizing the idle rotation speed control of the internal combustion engine.

The learned value of the integration correction expression can be allowed to be calculated when the control interval of the integration correction expression is returned to an interval during normal operation. In a situation where the control interval of the integration correction expression is set wider than during normal operation, the integration correction expression changes greatly, so that it is not appropriate to calculate the learned value of the Integration correction expression since it is capable of generating an error. Therefore, when the control interval of the integration correction expression has returned to the interval during normal operation, it is allowed to calculate the learned value of the integration correction expression to thereby eliminate the occurrence of an error in the learned value, thus further stabilizing the idle rotation speed control.

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According to a method for controlling the amount of fuel feed at idle speed of another embodiment, a process of carrying out a prospective correction corresponding to the friction that is present at an early stage of the start-up of an engine is carried out. internal combustion and a process of establishing a control interval of the integration correction expression at the time of and / or immediately after the start-up of the internal combustion engine. Thus, it is possible to compensate for the friction that exists in the early phase of the start-up of the internal combustion engine so as to further improve in a remarkable way the effect of preventing a fall in the rotation speed of the internal combustion engine and also a sharp increase in the speed of rotation that can be attributed to the expression of integration correction in the subsequent control of the idle rotation speed.

The control interval of the integration correction expression between the upper limit and lower limit safety values is desirably established wider than during normal operation, although the prospective correction expression exists essentially. By making the establishment of the prospective correction expression and the control interval of the integration correction expression correspond to each other, it is possible to more effectively compensate for the friction that exists in the early phase of the commissioning of the internal combustion engine and more effectively avoid a sharp increase in the rotation speed that can be attributed to the subsequent value of the integration correction expression.

Desirably, the control interval of the integration correction expression between the upper limit and lower limit safety values is gradually narrowed to a normal operating range that contributes to a reduction in the value of the prospective correction expression. By operating the expression of prospective correction and the interval of control of the expression of correction of integration in mutual collaboration it is possible to more effectively compensate for the friction that exists in the early phase of the start-up of the internal combustion engine and also avoid a sharp increase in the rotation speed that can be attributed to the subsequent value of the integration correction expression.

The internal combustion engine is preferably a diesel engine. In this case, in the diesel engine, it is possible to compensate for the friction that exists in the early phase of the start-up in order to avoid a fall in the rotation speed as well as a sharp increase in the rotation speed that can be attributed to the expression of integration correction in the subsequent control of the idle rotation speed.

An embodiment of the present invention provides an apparatus for controlling the amount of fuel feed at idle. This control apparatus comprises first calculation means (means of calculating the integration correction expression) to calculate an integration correction expression based on a deviation from a real rotation speed of an internal combustion engine with respect to a speed Objective rotation thereof during idling of the internal combustion engine, setting means for establishing a prospective correction expression corresponding to the friction that exists in the early phase of the start-up of the internal combustion engine at the time of and / or immediately after the start-up of the internal combustion engine, and second calculation means (means for calculating the amount of fuel supply) to calculate the amount of fuel supply by correcting a basic fuel quantity using expressions of correction that include the expression of correction of integration calculated by the correction means of the integration correction expression and the prospective correction expression established by the establishment means.

The second calculation means calculates the amount of fuel feed by correcting the amount of basic fuel using correction expressions that include the integration correction expression calculated by the first calculation means and the prospective correction expression established by the setting means. Of these expressions, the expression of prospective correction is established as a correction expression that corresponds to the friction that exists in the early phase of the start-up of the internal combustion engine at the time of and / or immediately after the start-up. internal combustion engine running. Thus, it is possible to bring a real rotation speed of the internal combustion engine to an objective rotation speed before the value of a deviation from the actual rotation speed with respect to an objective rotation speed of the internal combustion engine accumulates largely in the expression of integration correction.

Therefore, the integration correction expression can be prevented from increasing, thus narrowing a control interval of the integration correction expression using the security process. Thus, it is possible to compensate for the friction that exists in the early phase of the start-up of the internal combustion engine so as to avoid a fall in the rotation speed thereof and also avoid a sharp increase in the rotation speed that can be attributed to the expression of integration correction in the subsequent control of an idle rotation speed.

In a preferred apparatus for controlling an amount of fuel feed at idle, the setting means gradually reduces the value of the prospective correction expression established at the time of and / or immediately after the start-up of the internal combustion engine. Thus, the means of

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establishment may gradually reduce the value of the prospective correction expression established at the time of and / or immediately after the start-up of the internal combustion engine to compensate for the friction that exists in the early phase of the engine start-up. internal combustion and then prevent abrupt acceleration from occurring when this prospective correction is stopped, thus softening the transition towards the subsequent control of the idle rotation speed.

In another preferred apparatus for controlling the amount of fuel feed at idle, a period is provided during which the value of the prospective correction expression is maintained before the gradual reduction of the prospective correction expression. In this case, it is possible to effectively eliminate an increase in the value of the integration correction expression at the time of and / or immediately after starting the internal combustion engine even without extremely lengthening an initial value of The expression of prospective correction.

In addition, the setting means may execute a process to reduce the value of the prospective correction expression gradually as time passes after the internal combustion engine has been put into operation or started. The friction that exists in the early phase of the start-up of the internal combustion engine gradually disappears as the internal combustion engine continues to run, so that the setting means can appropriately reduce the value of the prospective correction expression based on in the time that has passed. Therefore, it is possible to avoid a sudden acceleration that occurs, when the setting means reduce the value of the prospective correction expression, thus softening the transition towards the subsequent control of the idle rotation speed.

The setting means may reduce the value of the prospective correction expression gradually according to an accumulated number of rotations of the internal combustion engine after it has been started up. In this case, the friction that exists in the early phase of the start-up of the internal combustion engine gradually disappears as the internal combustion engine is running, so that the setting means can appropriately reduce the value of the Prospective correction expression if based on the cumulative number of rotations of the internal combustion engine. Thus, it is possible to prevent sudden acceleration from occurring when the setting means reduce the value of the prospective correction expression, thus softening the transition towards the subsequent control of the idle rotation speed.

In the preferred apparatus for controlling the amount of fuel feed at idle, the setting means gradually reduces the prospective correction expression according to an increase in the temperature of the internal combustion engine. As the internal combustion engine continues to run after it has started, its temperature gradually increases. This temperature increase model is similar to a friction reduction model in the early phase of the internal combustion engine start-up, while a temperature factor is related to the magnitude of the friction that exists in the phase Early start-up of the internal combustion engine. Therefore, it is possible to appropriately reduce the value of the prospective correction expression based on an increase in the temperature of the internal combustion engine. In this way, it is possible to avoid a sudden acceleration when the value of the prospective correction expression is reduced by the setting means, thus softening the transition towards the subsequent control of the idle rotation speed.

The setting means may employ a temperature of the cooling water of the internal combustion engine as the temperature thereof. Therefore, it is possible to adequately reduce the value of the prospective correction expression based on an increase in the temperature of the cooling water of the internal combustion engine. In this way, it is possible to avoid a sudden acceleration when the value of the prospective correction expression is reduced by the setting means, thus softening the transition towards the subsequent control of the idle rotation speed.

In a preferred apparatus for controlling the amount of fuel feed at idle, when an engine is restarted after it has been pulled out, the setting means establish the expressions of prospective correction in values at the time the engine is shut down. engine, and start the reduction from these values. In a case where the engine has stalled, the reduced friction that had been caused by the rotation of an internal combustion engine until immediately before it crashes, is barely recovered at an early stage of engine starting. Therefore, when the engine is restarted after it has been pulled out, the setting means adopt the values of the prospective correction expressions at the time the engine is blown, and the aforementioned reduction starts from the values. As a result, the setting means can establish prospective correction expressions appropriately and an idle rotation speed control of the internal combustion engine can be further stabilized.

Since the magnitude of friction at an early stage of the start of an internal combustion engine changes by the displacement positions of a transmission, the setting means can also be constituted in such a way that the magnitude of the prospective correction expressions is switched by the

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shift positions of the transmission. As a result, the setting means can establish the prospective correction expressions appropriately and an idle speed control of the internal combustion engine can be further stabilized.

Since the magnitude of friction at an early stage of the start of an internal combustion engine changes due to the presence or absence of external loads such as an air conditioner or an assisted steering, the setting means can also be constituted in such a way that the magnitude of the prospective correction expressions is switched by the presence or absence of external charges. As a result, the setting means can establish the prospective correction expressions appropriately and an idle speed control of the internal combustion engine can be further stabilized.

Since the magnitude of friction at an early stage of the start of an internal combustion engine changes by the types of external loads such as an air conditioner or an assisted steering, the setting means can also be constituted in such a way that the magnitude of the Prospective correction expressions are switched by external load types. As a result, the setting means can establish the prospective correction expressions appropriately and an idle speed control of the internal combustion engine can be further stabilized.

The idling fuel quantity control apparatus of the preferred embodiment comprises first calculation means for calculating an integration correction expression based on a deviation from a real rotation speed of an internal combustion engine with respect to a objective rotation speed thereof during idling of the internal combustion engine to thereby execute the safety process on the expression of integration correction using upper limit and lower limit safety values and also establish a control interval of the expression of integration correction between the upper limit and lower limit safety values, at the time of and / or immediately after the start-up of the internal combustion engine, wider than the control interval during operation normal, and second means of calculation to calculate a quantity Fuel supply unit by correcting a basic fuel quantity using correction expressions that include the integration correction expression calculated by the first calculation means.

Thus, the first calculation means establish the control interval of the integration correction expression, at the time of and / or immediately after the start-up of the internal combustion engine, wider than the control interval during operation. normal. At least at the time of and / or immediately after the start-up of the internal combustion engine, therefore, the value of the deviation from the actual rotation speed with respect to the target rotation speed of the engine is allowed Internal combustion accumulates in the expression of integration correction to a large extent. Therefore, only at the time of and / or immediately after the start-up of the internal combustion engine can the friction that exists at the early stage of the start-up of the internal combustion engine be compensated by the expression of correction of integration calculated by the first calculation means, thus avoiding a fall in the rotation speed of the internal combustion engine.

Furthermore, when the idle rotation speed is subsequently controlled, the first calculation means may prevent a value of the integration correction expression from becoming excessive to recover an amplitude of the control interval of the integration correction expression during the normal operation, thus avoiding a sharp increase in the rotation speed in the control of the idle rotation speed.

In the safety process, the first calculation means may gradually narrow the control interval of the integration correction expression established at the time of and / or immediately after the internal combustion engine is started up to the control interval. during normal operation. Then, the first calculation means can sufficiently compensate for the friction that exists in the early phase of the internal combustion engine starting using the integration correction expression and then recover the control interval of the integration correction expression during normal operation, thus softening the transition towards the subsequent control of the idle rotation speed.

The first means of calculation may have a period during which the amplitude of the control interval of the integration correction expression is maintained before gradually narrowing the integration correction expression. Then, it is possible to provide a time margin, at the time of or immediately after the start-up of the internal combustion engine, in which the integration correction expression is allowed to increase in value sufficiently without extending the interval control expression integration correction extremely. Thus, it is possible to compensate for the friction that exists in the early phase of starting the internal combustion engine using the integration correction expression.

The first calculation means can execute the process to gradually narrow the control interval of the integration correction expression according to the time that has elapsed after the internal combustion engine has been put into operation or started. As the internal combustion engine

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continues to operate, the friction generated in the early phase of the start-up of the internal combustion engine gradually disappears, so that the value of the integration correction expression is also gradually reduced. The first means of calculation, therefore, can appropriately narrow the control range of the integration correction expression based on the time that has passed. Thus, it is possible that the first calculation means recover a control interval of the integration correction expression during normal operation, thus softening the transition towards the subsequent idle rotation speed control.

The first calculation means can execute the process of gradually narrowing the control interval of the integration correction expression according to an accumulated number of rotations of the internal combustion engine after it has been started or its rotation started. As the internal combustion engine continues to operate, the friction generated in the early phase of the internal combustion engine start disappears gradually, so that the value of the integration correction expression is also gradually reduced. The first calculation means, therefore, can narrow the control range of the integration correction expression appropriately based on the number of rotations of the internal combustion engine. Thus, it is possible that the first calculation means recover a control interval of the integration correction expression during normal operation, thus softening the transition towards the subsequent idle rotation speed control.

The first means of calculation can execute the process of gradually narrowing the control range of the integration correction expression according to an increase in the temperature of the internal combustion engine. As the internal combustion engine continues to run after it has started, its temperature gradually increases. This temperature increase model is similar to the friction reduction model in the early phase of the internal combustion engine start-up, while a temperature factor is related to the amount of friction that exists in the early phase of the start-up of the internal combustion engine. The first means of calculation, therefore, can narrow the control range of the integration correction expression appropriately based on an increase in the temperature of the internal combustion engine. In this way, it is possible for the first calculation means to recover a control interval of the integration correction expression during normal operation, thus softening the transition towards the subsequent idle rotation speed control.

The first means of calculation can use the temperature of the cooling water of the internal combustion engine as that of the internal combustion engine. The first means of calculation, therefore, can appropriately narrow the control range of the integration correction expression based on the increase in the temperature of the cooling water of the internal combustion engine. Thus, it is possible that the first calculation means recover a control interval of the integration correction expression during normal operation, thus softening the transition towards the subsequent idle rotation speed control.

When the engine is restarted after it has been pulled out, the first calculation means can set the control interval to a value at the time the engine is blown so that the integration correction expression then begins a gradual narrowing process. of the control interval from this value. After the engine stall, the friction that had been generated in the early phase of the start-up and that had been reduced by the rotation of the internal combustion engine until the moment immediately before the engine crashes is barely recovered. To restart the engine after it has been blown, therefore, the first calculation means use the value of the control interval of the integration correction expression at the time the engine bursts, as described above, so that the reduction of the control interval of the integration correction expression can start from this value. In this way, it is possible that the first calculation means establish the integration correction expression appropriately, thereby further stabilizing the idle rotation speed control of the internal combustion engine.

The first calculation means can switch the control range of the integration correction expression according to a position shifted from the transmission. Since the magnitude of the friction that exists in the early phase of the start-up of the internal combustion engine changes with the offset position of the transmission, the first calculation means will commute the control interval of the integration correction expression according to the offset position of the transmission. Thus, it is possible that the first calculation means establish the control range of the integration correction expression in an appropriate manner, thereby further stabilizing the idle rotation speed control of the internal combustion engine.

The first calculation means can switch the control interval of the integration correction expression according to the presence / absence of external load. Since the magnitude of the friction that exists in the early phase of the start-up of the internal combustion engine changes with the presence / absence of an external load, the first calculation means will commute the control interval of the correction correction expression. integration according to the presence / absence of external load. Thus, it is possible that the first calculation means establish the control range of the integration correction expression in an appropriate manner, thereby further stabilizing the idle rotation speed control of the internal combustion engine.

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The first calculation means can switch the control range of the integration correction expression according to the external load class. Since the magnitude of the friction that exists in the early phase of the start-up of the internal combustion engine changes with the external load class such as an air conditioner or an assisted steering, the first calculation means will commute the control interval of the integration correction expression according to the external load class. Thus, it is possible that the first calculation means establish the control range of the integration correction expression in an appropriate manner, thereby further stabilizing the idle rotation speed control of the internal combustion engine.

The first calculation means may establish the control interval of the integration correction expression using a value learned from the integration correction expression as a reference. In this case it is possible to properly protect the expression of integration correction, whose value tends to change by focusing around the value learned. In this way, it is possible that the first calculation means establish the integration correction expression appropriately, thereby further stabilizing the idle rotation speed control of the internal combustion engine.

A preferred apparatus for controlling the amount of fuel feed at idle can be provided with learning means of the integration correction expression that calculate a learned value of the integration correction expression when the control interval of the correction correction expression integration established by the first calculation means has returned to a value of the interval during normal operation.

Since the value of the integration correction expression fluctuates greatly in a situation where the value of the control interval of the integration correction expression has been set wider than that during normal operation, it is not appropriate that the learning means of the integration correction expression calculate a value learned from the integration correction expression because it is capable of generating an error. Thus, the learning means of the integration correction expression will perform the calculation of the value learned from the integration correction expression when the integration correction expression established by the first calculation means has returned to a value of the control interval during normal operation Thus it is possible to eliminate the error of the learned value, thus stabilizing the control of the idle rotation speed.

The idle fuel feed quantity control apparatus of another embodiment comprises setting means for establishing a value of the prospective correction expression corresponding to the friction that exists in the early phase of the combustion engine start-up. internal, at the time of and / or immediately after the start-up of the internal combustion engine, and first means of calculation to calculate a value of the integration correction expression based on a deviation from a real engine rotation speed of internal combustion with respect to an objective rotation speed thereof during idling of the internal combustion engine to thereby execute the safety process on the expression of integration correction using upper limit and lower limit safety values and also set the control interval of the correction expression of integration between the safety values of upper limit and lower limit, at the time of and / or immediately after the start-up of the internal combustion engine, wider than the control interval during normal operation. Thus, it is possible to compensate for the friction that exists in the early phase of the start-up of the internal combustion engine to thereby improve the effect of preventing more effectively a fall in the rotation speed of the internal combustion engine and also a sharp increase in the speed of rotation that can be attributed to the expression of integration correction in the subsequent control of the idle rotation speed.

The first means of calculation can establish the control interval of the integration correction expression between the upper limit and lower limit safety values wider than that of normal operation while the prospective correction expression exists essentially. In this case, the first means of calculation make an expansion in the control range of the integration correction expression corresponding to a condition for establishing the prospective correction expression. Thus, it is possible to more effectively compensate for the friction that exists in the early phase of the start-up of the internal combustion engine, and more effectively avoid a sharp increase in the rotation speed that can be attributed to the subsequent value of Integration correction expression.

Preferably, the first calculation means gradually narrows the control interval of the integration correction expression between the upper limit and lower limit safety values to an interval during normal operation that works in collaboration with a decrease in the value of the expression of prospective correction. In this case, the first means of calculation work in mutual collaboration with the prospective correction expression and with the control interval of the integration correction expression. Thus, it is possible to more effectively compensate for the friction that exists in the early phase of the start-up of the internal combustion engine and also to avoid a sharp increase in the rotation speed that can be attributed to the subsequent value of the correction correction expression. integration.

Preferably, the idle fuel feed quantity control apparatus is applied to an engine

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diesel. In this case, in the diesel engine, it is possible to compensate for the friction that exists in the early phase of the start-up in order to avoid a fall in the rotation speed as well as a sharp increase in the rotation speed that can be attributed to the expression of integration correction in the subsequent control of the idle rotation speed.

According to a method for controlling an amount of fuel feed at idle, an integration correction expression is calculated based on a deviation from a real rotation speed of an internal combustion engine with respect to an objective rotation speed of said engine of internal combustion when said internal combustion engine is idling, and said integration correction expression is used to correct a quantity of fuel feed, thereby controlling the idle rotation speed of said internal combustion engine, the method being characterized in that : a prospective correction is carried out, corresponding to the friction that exists in the early phase of the start-up of the internal combustion engine, on said amount of fuel supply at an early stage of and / or immediately after the start running of said internal combustion engine.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said prospective correction is carried out by gradually reducing the expression of prospective correction established at the time of and / or immediately after the start-up of the internal combustion engine .

Advantageously, according to the method for controlling an amount of fuel feed at idle, a period is provided during which the value of the expression of said prospective correction is maintained, before the gradual reduction of said expression of prospective correction.

Advantageously, according to the method for controlling a quantity of fuel feed at idle, said prospective correction expression is gradually reduced according to the time that has elapsed after said internal combustion engine has been started or started.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said prospective correction expression is gradually reduced according to an accumulated number of rotations of said internal combustion engine after said internal combustion engine has been started or It has started.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said prospective correction expression is gradually reduced according to an increase in the temperature of said internal combustion engine.

Advantageously, according to the method for controlling an amount of fuel feed at idle, the temperature of the internal combustion engine is a temperature of the cooling water of said internal combustion engine.

Advantageously, according to the method to control an amount of fuel feed at idle, at the time of restarting an engine that has been pulled out, said prospective correction expression is set to the value at the time the engine is blown to start said engine. reduction from said value.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said prospective correction expression is switched according to a displaced position of the transmission.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said prospective correction expression is switched according to the presence / absence of external load.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said prospective correction expression is switched according to an external load class.

According to a method for controlling the amount of fuel feed at idle, an integration correction expression is calculated based on a deviation from a real rotation speed of an internal combustion engine with respect to an objective rotation speed of said engine of internal combustion when said internal combustion engine is idling, a safety process is executed on said integration correction expression using upper limit and lower limit safety values, and a quantity of fuel feed is corrected using the expression of integration correction after the safety process has been executed, thus controlling an idle rotation speed of said internal combustion engine, the method being characterized by:

a control interval of the integration correction expression is established, between said upper limit and lower limit safety values, wider than the control interval during normal operation in a

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early phase of and / or immediately after the start-up of said internal combustion engine.

Advantageously, according to the method for controlling a quantity of fuel feed at idle, in said security process, a control interval of said integration correction expression is established at the time of and / or immediately after commissioning. The internal combustion engine gradually narrows to the control range during normal operation.

Advantageously, according to the method for controlling an amount of fuel feed at idle, a period is provided during which an amplitude of the control interval of the integration correction expression is maintained before gradually reducing said control interval of the correction expression Integration

Advantageously, according to the method for controlling an amount of fuel feed at idle, said control interval of the integration correction expression is gradually reduced according to the time elapsed after said internal combustion engine has been started or started March.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said control interval of the integration correction expression is gradually reduced according to an accumulated number of rotations of said internal combustion engine after said internal combustion engine It has been started or started up.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said control interval of the integration correction expression is gradually reduced according to an increase in the temperature of said internal combustion engine.

Advantageously, according to the method for controlling an amount of fuel feed at idle, the temperature of said internal combustion engine is a temperature of the cooling water of said internal combustion engine.

Advantageously, according to the method for controlling an amount of fuel feed at idle, at the time of restarting after an engine draft, said control interval of the integration correction expression is set to an interval at the time of the draft. of the motor, so that said gradual reduction process starts from said interval.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said control interval of the integration correction expression is switched according to a offset position of a transmission.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said control interval of the integration correction expression is switched according to the presence / absence of external load.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said control interval of the integration correction expression is switched according to an external load class.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said control interval of the integration correction expression is established using a value learned from said integration correction expression as a reference position.

Advantageously, according to the method for controlling a quantity of fuel feed at idle, the calculation of the learned value of said integration correction expression is allowed when said control interval of the integration correction expression returns to the interval during normal operation.

According to a method for controlling an amount of fuel feed at idle, an integration correction expression is calculated based on a deviation from a real rotation speed of an internal combustion engine with respect to an objective rotation speed of said engine of internal combustion when said internal combustion engine is idling, a safety process is executed in said integration correction expression using an upper limit safety value and a lower limit safety value, and an amount of power supply is corrected. fuel using the expression of integration correction after executing said safety process, thereby controlling an idle rotation speed of said internal combustion engine, the method being characterized in that:

two processes are executed at the time of and / or immediately after the start-up of said internal combustion engine, one of the two processes being a process for carrying out, on a quantity of fuel feed, a prospective correction that corresponds to the friction that exists in a phase

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early start-up of said internal combustion engine, and the other of the two processes being a process to establish the control interval of the integration correction expression, between said upper limit safety value and said safety value of lower limit, wider than the control interval during normal operation

Advantageously, according to the method for controlling an amount of fuel feed at idle, the control interval of the integration correction expression between said upper limit and lower limit safety values is set wider than the interval during normal operation. while said expression of prospective correction is essentially present.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said control interval of the integration correction expression between said upper limit and lower limit safety values gradually narrows towards the interval during normal operation that it works in collaboration with the reduction of said expression of prospective correction.

Advantageously, according to the method for controlling an amount of fuel feed at idle, said internal combustion engine is configured as a diesel engine.

An apparatus for controlling the amount of fuel feed is characterized in that the apparatus controls the idle rotation speed of an internal combustion engine comprising:

first calculation means for calculating an integration correction expression based on a deviation from a real rotation speed of an internal combustion engine with respect to an objective rotation speed of said internal combustion engine during idling of said engine internal combustion; establishment means for establishing a prospective correction expression corresponding to the friction that exists in the early phase of the start-up of the internal combustion engine at the time of and / or immediately after the start-up of the internal combustion engine ; Y

second calculation means for calculating a quantity of fuel feed by correcting a quantity of basic fuel using correction expressions that include the integration correction expression calculated by said first calculation means and the prospective correction expression established by said setting means.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said setting means gradually reduces the prospective correction expression established at the time of and / or immediately after the start-up of the internal combustion engine.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said setting means provide a period during which the value of the prospective correction expression is maintained, before the gradual reduction of said prospective correction expression.

Advantageously, with the apparatus for controlling the amount of fuel feeding at idle, said setting means reduce said prospective correction expression gradually according to the time elapsed after said internal combustion engine has been started or started.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said setting means reduce said prospective correction expression gradually according to an accumulated number of rotations of said internal combustion engine after said internal combustion engine has been started or has been launched.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said setting means reduce said prospective correction expression gradually according to an increase in the temperature of said internal combustion engine.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said setting means use a temperature of the cooling water of said internal combustion engine as the temperature of said internal combustion engine.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, when said engine is restarted after an engine draft, said setting means set said prospective correction expression at a value of engine draft to start said reduction from said value.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said means

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of setting switch said prospective correction expression according to a displaced position of a transmission.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said setting means switches said prospective correction expression according to the presence / absence of external load.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said setting means switches said prospective correction expression according to an external load class.

An apparatus for controlling the amount of fuel feed at idle, is characterized in that the apparatus controls the idle rotation speed of an internal combustion engine comprising:

first calculation means for calculating an integration correction expression based on a deviation from a real rotation speed of said internal combustion engine with respect to an objective rotation speed of said internal combustion engine during idling of said engine of internal combustion to execute a safety process on said integration correction expression using an upper limit safety value and a lower limit safety value and also to establish a control interval of the integration correction expression, between said safety values of upper limit and lower limit, wider than the control interval during normal operation at the time of and / or immediately after the start-up of said internal combustion engine; and second calculation means for calculating an amount of fuel feed by correcting a basic fuel amount using correction expressions that include the integration correction expression calculated by said first calculation means.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, in said security process, said first calculation means gradually narrows a control interval of said integration correction expression, an interval that is established at the time of and / or immediately after starting said internal combustion engine, up to the interval during normal operation.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said first calculation means provide a period during which an amplitude of said control interval of the integration correction expression is maintained before the gradual reduction of said Integration correction expression.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said first calculation means narrows said control interval of the integration correction expression gradually according to the time that has elapsed since said internal combustion engine has started or has been launched.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said first calculation means narrows said control interval of the integration correction expression gradually according to a cumulative number of rotations of said internal combustion engine after said Internal combustion engine has started or started.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said first calculation means narrows said control interval of the integration correction expression gradually according to an increase in the temperature of said internal combustion engine.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said first calculation means use the temperature of the cooling water of said internal combustion engine as the temperature of said internal combustion engine.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, when the engine is restarted after it has been set, said first calculation means establish said control interval of the integration correction expression in the interval at the time of engine draft to start the gradual narrowing process from said interval.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said first calculation means switches said control interval of the integration correction expression according to a shifted position of a transmission.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said first calculation means switches said control interval of the integration correction expression according to the

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presence / absence of external load.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said first calculation means switches said control interval of the integration correction expression according to an external load class.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said first calculation means establish said control interval of the integration correction expression using a value learned from said integration correction expression as a reference.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, learning means of the integration correction expression executes the calculation of a value learned from said integration correction expression when said correction expression control interval of integration established by said first calculation means returns to the interval during normal operation.

An apparatus for controlling the amount of fuel feed at idle, is characterized in that the apparatus controls the idle rotation speed of an internal combustion engine comprising:

first calculation means for calculating an integration correction expression based on a deviation from a real rotation speed of said internal combustion engine with respect to an objective rotation speed of said internal combustion engine during idling of said engine of internal combustion to execute a safety process on said integration correction expression using an upper limit safety value and a lower limit value and also to establish a control interval of the integration correction expression, between said values of upper limit and lower limit safety, wider than the control interval during normal operation at the time of and / or immediately after the start-up of the internal combustion engine;

establishment means for establishing the expression of prospective correction that corresponds to the friction that exists in the early phase of the start-up of said internal combustion engine at the time of and / or immediately after the start-up of the combustion engine internal; Y

second calculation means for calculating a quantity of fuel feed by correcting a quantity of basic fuel using correction expressions that include the integration correction expression calculated by said first calculation means and the prospective correction expression established in said establishment means.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said control interval of the integration correction expression between said upper limit and lower limit safety values is set wider than the interval during normal operation while said expression of prospective correction is essentially present.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said first calculation means gradually narrows the control interval of the integration correction expression between said upper limit and lower limit safety values towards the interval during normal operation functioning in collaboration with the reduction of said expression of prospective correction by said establishment means.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said internal combustion engine is configured as a diesel engine.

Advantageously, with the apparatus for controlling an amount of fuel feed at idle, in addition to a prospective correction corresponding to the friction generated in the early start-up phase of said internal combustion engine, a cold correction is carried out on the amount of fuel feed to reflect a degree of friction influence due to the temperature of said internal combustion engine on the amount of fuel injection.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, in addition to a prospective correction corresponding to the friction generated in the early start-up phase of said internal combustion engine, a load correction is carried out electric over a fuel injection amount to reflect a degree of amount of energy used in a vehicle over the amount of fuel injection.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, in addition to a prospective correction corresponding to the friction generated in the early start-up phase of said

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Internal combustion engine, a correction of a fuel injection amount is carried out to reflect the load of an air conditioner of a vehicle on the amount of fuel injection.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, because, in addition to a prospective correction corresponding to the friction generated in the early start-up phase of said internal combustion engine, a correction is carried out on an amount of fuel injection to reflect the load of a power steering of a vehicle on the amount of fuel injection.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said setting means establish a cold correction expression to reflect a degree of friction influence due to a temperature of said internal combustion engine on an injection amount of fuel and adds said cold correction expression to said prospective correction expression.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said setting means establish an electric charge correction expression to reflect a degree of amount of energy used in a vehicle over a fuel injection amount and adds said electric charge correction expression to said prospective correction expression.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said setting means establish a correction expression to reflect the load of an air conditioner of a vehicle on a fuel injection amount, and add said correction expression to said expression of prospective correction.

Advantageously, with the apparatus for controlling the amount of fuel feed at idle, said setting means establish a correction expression to reflect the load of an assisted steering of a vehicle on a fuel injection amount, and add said correction expression to said expression of prospective correction.

Brief description of the drawings

Figure 1 is a schematic configuration diagram for showing a diesel engine of the pressure accumulation type and a control system thereof according to a first embodiment;

Figure 2 is a flow chart of a process of controlling the amount of fuel injection executed by an ECU according to the first embodiment;

Figure 3 is a correlation configuration diagram used to calculate tQGOV1 and tQGOV2 amounts of regulator injection based on an NE motor rotation speed and an ACCP degree of acceleration pedal depression used in a quantity control process. fuel injection;

Figure 4 is a flow chart of the ISC control process executed by the ECU according to the first embodiment;

Figure 5 is a flow chart of a process of calculating an integration correction expression QIXM value learned according to the first embodiment;

Figure 6 is a flow chart of a security process of an integration correction QII expression according to the first embodiment;

Figure 7 is a flow chart of a calculation process of an ISC prospective correction expression according to the first embodiment;

Figure 8 is a correlation configuration diagram used in a process of calculating a QIPAS expression of prospective correction of an early start-up phase and that of the prospective correction expression ISC;

Figure 9 is a correlation configuration diagram used in a process of calculating the prospective correction expression ISC;

Figure 10 is a flow chart of a process of calculating the prospective QIPAS expression of the early commissioning phase executed by the ECU according to the first embodiment;

Figure 11 is a flow chart of a counting process after the start-up of a timer Ts according to the first embodiment;

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Figure 12 is a timing diagram to show an example of a process according to the first embodiment;

Figure 13 is a timing diagram to show another example of the process according to the first embodiment;

Fig. 14 is a flow chart of a process of setting a security value executed by the ECU according to a second embodiment;

Fig. 15 is a flow chart of a process of calculating an integration correction expression value learned according to the second embodiment;

Figure 16 is a timing diagram to show an example of the process according to the second embodiment; Y

Figure 17 is a timing diagram to show another example of the process according to the second embodiment.

Best way to carry out the invention

First realization

Figure 1 is a schematic configuration diagram for showing a diesel engine 1 of the pressure accumulation type (common rail type diesel engine or common duct) and a control system thereof according to a first embodiment. The present diesel engine 1 is an internal combustion engine mounted on a vehicle for propulsion.

The diesel engine 1 is provided with a plurality of cylinders # 1, # 2, # 3 and # 4 (four cylinders are used in this embodiment, although only one cylinder is shown) and a combustion chamber of each of the # 1 to # 4 cylinders with an injector 2. The timing and amount of fuel injection for each of the # 1 to # 4 cylinders of the diesel engine 1 from the injector 2 are controlled by turning on / off an electromagnetic valve 3 to control the injection.

The injector 2 is connected to a common conduit 4 which serves as a common pressure accumulation tube for all cylinders in a configuration such that, when the injection control solenoid valve 3 opens, the fuel in the common conduit 4 It is injected into the combustion chambers of cylinders # 1 to # 4 from the injector 2. The common duct 4 accumulates in its interior a relatively high pressure corresponding to a fuel injection pressure. To achieve this accumulation pressure, the common conduit 4 is connected through a supply line 5 to a discharge port 6a of a supply pump 6. In addition, a check valve 7 is provided in the supply line 5. The existence of the check valve 7 allows the fuel to be fed from the feed pump 6 into the common conduit 4 and regulates it against a backflow from the conduit 4 common to the feed pump 6.

The feed pump 6 is connected through a suction station 6b to a fuel tank 8, and a filter 9 is provided between the suction port 6b and the fuel tank 8. The feed pump 6 takes the fuel from the fuel tank 8 through the filter 9. Furthermore, at the same time, the feed pump 6 causes a piston to oscillate using a cam, not shown, synchronized with the rotation of the engine 1 diesel to thus increase the fuel pressure to a desired level, thus feeding the high pressure fuel to the common conduit 4.

In addition, a pressure control valve 10 is provided near the discharge port 6a of the feed pump 6. The pressure control valve 10 is provided to control the pressure (i.e. injection pressure) of the fuel discharged into the common conduit 4 from the discharge port 6a. When the pressure control valve 10 is opened, the excess fuel not discharged from the discharge port 6a returns through the return port 6c provided in the feed pump 6 through the return line 11 in the tank 8 fuel

To the combustion chamber of the diesel engine 1, both an intake channel 13 and an exhaust channel 14 are connected. The combustion chamber of the diesel engine 1 has a glow plug 18 disposed therein. The glow plug 18 is ignited when a current flows through a glow plug 18a immediately before starting the diesel engine 1, glow plug 18 to which part of the injected fuel is then applied, thus promoting ignition and the combustion of the fuel in the present start-up assistance apparatus.

The diesel engine 1 is equipped with the following several kinds of sensors, etc. to detect the operating state of the diesel engine 1 in the first embodiment. That is, near an acceleration pedal 19, an acceleration sensor 20 is provided to detect an ACCP degree of acceleration of the acceleration pedal. In addition, the intake channel 13 is provided with a sensor 22 of the quantity of air admitted to detect a quantity GN of air

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sucked from an air flowing through the intake channel 13. A cylinder block of the diesel engine 1 is provided with a water temperature sensor 24 to detect the temperature (temperature THW of the cooling water) of the engine cooling water.

In addition, the return line 11 is provided with the fuel temperature sensor 26 to detect the temperature of a fuel. In addition, the common conduit 4 is provided with a fuel pressure sensor 27 to detect a pressure (injection pressure PC) of the fuel in the common conduit 4.

In the first embodiment, a sensor 28 NE (engine rotation speed sensor) is provided near a pulse generator (not shown) provided on a crankshaft (not shown) of the diesel engine 1. In addition, the rotation of the crankshaft is transmitted through a timing belt, etc. towards a camshaft (not shown) that acts to open / close an intake valve 31 and an exhaust valve 32. The camshaft is designed to rotate at half the speed of rotation of the crankshaft. Near a pulse generator (not shown) provided on the camshaft, a 29 G sensor (acceleration sensor) is provided. In the configuration of the first embodiment, respective impulse signals coming out of these sensors 28 and 29 are used to calculate the engine rotation NE speed, the crankshaft AC angle and the upper dead center (TDC) of each of the # 1 to # 4 cylinders.

In addition, an output shaft of a transmission, not shown, is provided with a vehicle speed sensor 30 for detecting the vehicle SPD speed based on a rotation speed of the output shaft.

In addition, an air conditioning switch 34 is provided to turn on / off an air conditioner that is driven in rotation by the output power of the diesel engine 1, a power steering switch 36 to indicate whether an power steering is operated using a pressure of Operating oil transmitted from a hydraulic pump that is driven in rotation by the output power of the diesel engine 1, a circuit 38 for controlling the amount of generated alternator power provided in an alternator to regulate the generated power of the alternator, a switch 40 neutral to indicate that a separation position of an automatic transmission is neutral, an idle improvement switch 42 for switching on / off when manually switching from an ordinary idle state to an improved idle state or vice versa, a starting switch 43 for detect the operational status of a starter motor, etc.

In the first embodiment, an electronic control unit 44 (ECU) is provided to perform various types of diesel engine 1 control, the ECU 44 executing a diesel engine 1 control process such as a fuel injection quantity control. . The ECU 44 is equipped with the central processing unit (CPU), a read-only memory (ROM) that stores various kinds of programs or maps and data that will be described later, a random access memory (RAM) that temporarily stores a result of the operation by the CPU, a security RAM that copies the result of the operation and the previously stored data, and a timer counter as well as an input interface and an output interface. These elements are all connected to each other through a bus.

The acceleration sensor 20, the admitted air quantity sensor 22, the water temperature sensor 24, the fuel temperature sensor 26, the fuel pressure sensor 27 and the generated alternator power control circuit 38 The aforementioned are connected to the input interface through a buffer, a multiplexer and an A / D converter respectively (not shown). In addition, sensor 28 NE, sensor 29 G and vehicle speed sensor 30 are connected to the input interface through a waveform shaping circuit (not shown). In addition, the air conditioning switch 34, power steering switch 36, neutral switch 40, idle enhancement switch 42 and starter switch 43 are directly connected to the input interface. The CPU receives signals from the aforementioned sensors through the input interface.

In addition, the electromagnetic valve 3, the pressure control valve 10 and the glow plug 18a are connected to the output interface through their respective drive circuits (not shown). The CPU performs the control and performs operations based on a value received through the interface to thereby control the solenoid valve 3, the pressure control valve 10 and the glow plug 18a in an appropriate manner through The output interface.

Next, the process of controlling the amount of fuel injection executed by the ECU 44 will be described based on the flow chart of Figure 2. This routine is executed by interrupting each injection process, that is, for each 180 degree crankshaft angle because the diesel engine 1 is a four-cylinder type. It should be noted that each process content and the corresponding stage are represented by "S ---".

When the fuel injection control process is started, the process first reads the operating state of the diesel engine 1, that is, in this case, the NE rotation speed of the engine obtained by a

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signal sent from the sensor 28 NE, the ACCP degree of acceleration of the acceleration pedal obtained by a signal sent from the acceleration sensor 20, the QII expression of integration correction, the QIPB expression of prospective load correction ISC and the expression QIPNT of ISC prospective rotation speed correction calculated by the ISC process (idle rotation speed control) later described, in a work area provided in the RAM of ECU 44 (S110).

Next, the quantity tQGOV1 of the idle regulator injection is calculated and the amount tQGOV2 of the displacement regulator is displaced from a map of Figure 3, in which its relations with respect to the NE speed of rotation of the motor are established. and the ACCP degree of acceleration pedal depression (S120). It should be noted that, as can be seen in Figure 3, the tQGOV1 amount of idle regulator injection, given in a dashed line in Figure 3, indicates an injection amount in a low rotation speed range of the engine , that is when a car is mainly in the idle rotation state. The tQGOV2 amount of injection of the displacement regulator, which is given by a continuous line in Figure 3, indicates an injection amount in a high rotation speed range of the engine, that is, when the car is mainly in the state of displacement.

Next, a sum of the tQGOV1 amount of idle regulator injection, the QII integration correction expression, the QIPB expression of prospective load correction ISC and the QIPNT expression of prospective rotation speed is compared with a sum of the tQGOV2 amount of injection of the regulator in displacement and the QIPB expression of prospective load correction ISC to select the greater of the two as the quantity QGOV of injection of the regulator (S130). As can be seen in Figure 3, therefore, in the low rotation speed range of the engine 1, that is, when the engine 1 is mainly in the idle rotation state, the sum of the injection quantity tQGOV1 from the idle regulator, the QII amount of integration correction, the QIPB expression of prospective load correction ISC and the QIPNT expression of prospective rotation speed ISC tend to be selected as the quantity QGOV of injection of the regulator. On the other hand, in the high rotation speed range of engine 1, that is, when the car is mainly in displacement, the sum of the amount of injection tQGOV2 of the displacement regulator and the QIPB expression of prospective load correction ISC tends to be selected as the quantity of injection regulator QGOV mentioned above.

Next, a maximum injection QFULL amount (S140) is calculated. It should be noted that the maximum injection QFULL amount refers to an upper limit of an amount of fuel to be fed to the combustion chamber and provides a limit value to prevent a rapid increase in the amount of smoke discharged from the combustion chamber. , excessive torque, etc.

Then, from the QFULL maximum injection quantity and the regulator injection QGOV quantity, the smallest is selected as the final injection QFIN quantity (S150). Then an instruction TSP value of the injection quantity (value in terms of time) corresponding to the final injection QFIN quantity (S160) is calculated and the instruction value of the injection quantity (S170) is obtained, ending this routine temporarily. When the instruction TSP value of the injection quantity is therefore resulted, the actuation of the electromagnetic valve 3 of the injector 2 is controlled, thereby injecting the fuel.

Figure 4 indicates a flow chart of the ISC routine (idle rotation speed control). This routine is executed by interrupting each injection process when the engine is idling.

When this routine is initiated, the ACCP degree of acceleration of the acceleration pedal obtained by the signal of the acceleration sensor 20, the temperature THW of the cooling water obtained by the signal of the water temperature sensor 24, the NE rotation speed of the engine obtained by the sensor signal 28 NE, the vehicle SPD speed obtained by the signal of the vehicle speed sensor 30, the on / off state of the power steering switch 36, an alternator control service DU obtained by the circuit 38 for controlling the amount of power of the generated alternator, etc. in the work area they are provided in the RAM of ECU 44 (S210).

It is then decided if the engine is currently idling (S220). If, for example, all conditions are satisfied that the ACCP degree of acceleration pedal depression is not greater than a predetermined opening degree of a practically completely closed state and the vehicle SPD speed is 0 km / h, it is decided If the engine is in idle state.

If the non-idle state (“NO” in S220) is detected, this routine ends temporarily. If the idle state (“YES” in S220) is detected, then the appropriate target NETRG rotation speed is set to (S230) corresponding to the on / off state of the air conditioner, to the on / off state of the address assisted, to the electric charge that appears in the DU control service of the alternator and the THW temperature of the cooling water. This establishment is carried out based on the map and the data stored in the ROM of ECU 44. Specifically, if the air conditioning and power steering are in the

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On, if the electric charge is high and if the THW temperature of the cooling water is low, the setting is carried out in such a way that the NETRG speed of rotation at the target idle is of a higher value.

Next, the NEDL deviation of the NE rotation speed of the actual motor with respect to the NETRG speed of rotation at the target idle is calculated by the following equation 1 (S240):

NEDL ← NETRG - NE [Ec. one]

Then, according to the NEDL deviation thus calculated, an amount ΔQII of integration is calculated based on the map stored in the ROM of ECU 44 (S250). Specifically, if the NEDL deviation is a positive value, the amount ΔQII of integration is set to a positive value and if the NEDL deviation is a negative value, the amount ΔQII of integration is set to a negative value.

Next, an integration amount ΔQII calculated in step S250 in the current period is added to an integration correction QII (i-1) expression of the amount of fuel injected obtained in the previous control period to provide the expression QII (i) integration correction for the current period (S260).

Next, the QIXM value of the learned integration correction expression (S270) is calculated. The process of calculating this QIXM value of the integration correction expression learned is shown in the flowchart of Figure 5.

That is to say, it is first determined whether the conditions of increase / update of the QIXM value of the learned integration correction expression (S271) are satisfied. The increase / update conditions must be met when the following two equations 2 and 3 remain true:

NE ≤ NETRG [Ec. 2]

QII (i)> QIXM (i-1) [Ec. 3]

in which QIXM (i-1) refers to a QIXM value of the integration correction expression learned obtained in the previous control period for each of the establishment conditions during idling, such as the presence / absence or the external load class including the air conditioner or the on / off state of the idle switch 42. It should be noted that the aforementioned equation 3 will not remain true if the idle state in the current control period is different from that in the previous control period due to a change in external load, etc.

If both equations 2 and 3 remain true (“YES” in S271), the QIXM value (i) of the integration correction expression learned in the current control period is calculated using the following equation 4 (S272).

QIXM (i) ← QIXM (i-1) + IQIIMDL, [Ec. 4]

in which the increased and updated IQIIMDL value provides a constant to gradually increase the QIXM (i-1) value of the integration correction expression learned from the previous control period.

If at least one of equations 2 and 3 is still not true ("NO" in S271), it is determined (S273) if the reduction / update conditions of the QIXM value of the integration correction correction expression learned are met. The reduction / update conditions must be met when the following equations 5 and 6 remain true.

NE ≥ NETRG [Ec. 5]

QII (i) <QIXM (i-1) [Ec. 6]

It should be noted that Equation 6 is still not true if the idle state in the previous idle control period is different from that in the current idle state control period due to a change in external load, etc. .

If both equation 5 and 6 remain true (“YES” in S273), the QIXM value (i) of the integration correction expression learned in the current control period is calculated using the following equation 7 (S274):

QIXM (i) ← QIXM (i-1) -DQIIMDL [Ec. 7]

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in which the reduced and updated DQIIMDL value provides a constant to gradually reduce the QIXM (i-1) value of the integration correction expression learned in the previous control period. It should be noted that although in the present embodiment the reduced and updated DQIIMDL value is set to the same value as the increased and updated IQIIMDL value, the reduced and updated DQIIMDL value may be different from the increased and updated IQIIMDL value.

If at least one of Equations 5 and 6 is still not true ("NO" in S273), the QIXM value (i-1) of the integration correction expression learned in the previous control period is set as is the QIXM value (i) of the integration correction expression learned in the current control period (S275). It should be noted that the QIXM value of the most recent integration correction expression learned in the same idle state as in the current period, is set as the QIXM value (i) of the integration correction expression learned in the period of current control if the idle state in the previous control period is different from that in the current control period due to a change in external load, etc.

When the QIXM value (i) of the integration correction expression learned in the current control period is calculated in steps S272, S274 or S275, the process of calculating the QIXM value of the integration integration correction expression learned ends (Figure 5).

Then, in the ISC process (Figure 4), an upper limit safety QIIGMX value and a lower limit security QIIGMN value (S280) are calculated. The QIIGMX and QIIGMN safety values are provided for each of the setting conditions at idle time such as presence / absence

or external load class including an air conditioner or the on / off state of the idle improvement switch 42. Therefore, in step S280, appropriate safety QIIGMX and QIIGMN values are set according to such set-up states at idle speed. It should be noted that the safety QIIGMX and QIIGMN values are set as the upper limit value and the lower limit value with respect to the QIXM (i) value of the integration correction expression learned respectively.

Next, the security process on the QII expression (i) of integration correction using these QIIGMX and security QIIGMN (S290) values is executed.

The security process of the integration correction QII expression is shown in the flowchart of Figure 6. First, it is determined whether the integration correction QII expression in the current period satisfies a relationship of the following equation 8 (S291).

QII (i)> QIXM (I) + QIIGMX [Ec. 8]

Equation 8 indicates that the QII expression (i) of integration correction calculated as described above is above the upper limit of the control range of the integration correction expression. If equation 8 (“YES” in S291) is met, the upper limit of the integration correction expression control interval is set in the integration correction expression QII (i) as indicated by the following equation 9 (S292).

QII (i) ← QIXM (i) + QIIGMX [Ec. 9]

Then, the security process (figure 6) of the present QII integration correction expression ends.

If, on the contrary, equation 8 (“NO” in S291) is not met, it is determined (S293) if the QII expression (i) of integration correction in the current period satisfies a relationship of the following equation 10.

QII (i) <QIXM (i) - QIIGMN [Ec. 10]

Equation 10 indicates that the QII expression (i) of integration correction calculated as described above is below the lower limit of the control range of the integration correction expression. If equation 10 (“YES” in S293) is met, the lower limit value of the control interval of the integration correction expression is set for the QII (i) expression of integration correction in this period as indicated by the following equation 11 (S294).

QII (i) ← QIXM (i) - QIIGMN [Ec. eleven]

Then, the present security process of the integration correction QII expression ends (Figure 6).

If equation 10 is not met (“NO” in S293), on the other hand, the present security process of the integration correction QII expression ends while maintaining the value of the correction correction expression

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integration (figure 6).

Then, the ISC process is executed (Figure 4) to calculate an ISC prospective correction expression (S300). Details of the calculation process of the ISC prospective correction expression are shown in the flowchart of Figure 7.

In the process of calculating the ISC prospective correction expression (Figure 7), first the rotation speed correction QIPNT expression is calculated from a map obtained previously by an experiment based on a calculated target rotation NETRG speed in step S230 mentioned above (S410). The QIPNT rotation speed correction expression is used to compensate for a defect

or an excess in the amount of fuel caused by a change in the NETRG speed of rotation at the idle speed that can be attributed to the properties of the regulation model mentioned above (Figure 3).

Next, a cold correction QIPBCL expression is calculated based on the THW temperature of the cooling water from a map shown in Figure 8B (S430). The cold correction QIPBCL expression is used to reflect the degree of influence that can be attributed to the low temperature in the engine 1 on friction in the amount of fuel injection.

Next, a QIPBDF electric charge correction expression is calculated based on the alternator control service DU from a map shown in Figure 8C (S440). The QIPBDF electric charge correction expression is a correction expression used to reflect the degree of power consumption by the glow plug 18 or a headlight, etc. of the vehicle over the amount of fuel injection. This is possible using the fact that the power consumption is reflected in the alternator control service DU to regulate the amount of power generated by the alternator.

Next, it is determined whether the air conditioner is in the on / off state (S450). If the air conditioner is in the on state (“YES” in S450), an air conditioning correction QIPBAC expression is calculated based on a real engine rotation speed NE from a map shown in Figure 9A (S460) . The QIPBAC air conditioning correction expression is a correction expression used to reflect the load of the air conditioner on the fuel injection amount and is regulated according to the NE rotation speed of the engine 1.

If the air conditioner is in the off state (“NO” in S450), on the other hand, “0” is set for the QIPBAC expression of air conditioning correction (S470).

Next, it is determined whether the power steering is in the on state (S480). If the power steering is in the on state (“YES” in S480), a QIPBPS expression of power steering correction is calculated based on a NE speed of actual motor rotation from a map shown in Figure 9B (S490 ). The QIPBPS power steering correction expression is a correction expression used to reflect the power steering load on the fuel injection amount and is adjusted according to the NE rotation speed of the engine 1.

If the assisted address is in the off state (“NO” in S480), on the other hand, “0” is set for the QIPBPS expression of assisted steering correction (S500).

Then, among the correction expressions calculated according to the above, the cold correction QIPBCL expression, the electric charge correction QIPBDF expression, the air conditioning correction QIPBAC expression and the power steering correction QIPBPS expression and The QIPAS expression of prospective correction of the early commissioning phase, which will be described later, are added together to give a QIPB expression of load correction (S510). Then, the calculation process of the ISC prospective correction expression ends (figure 7) to temporarily terminate the ISC control process (figure 4).

Thus calculating the QII expression of integration correction, the QIPNT expression of rotation speed correction and the QIPB expression of load correction, the load appearance is reflected in the calculation of the amount of injection QGOV of the regulator in step S130 of the process of controlling the fuel injection quantity mentioned above (figure 2). Accordingly, the amount of injection QGOV of the regulator is determined so that the NE rotation speed of the engine can be a NETRG speed of target idle rotation corresponding to the load.

A process for calculating the QIPAS expression of prospective correction of the early commissioning phase is shown in the flowchart of Figure 10. This routine is executed repeatedly not only during idling but also during each brief predetermined period of time by an interruption.

First, it is determined whether an automatic transmission shift interval is in the interval No.

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in the interval D based on the result of the neutral switch 40. Then, either an interval map N or an interval map D shown in Figure 8A is selected according to the displacement interval thus identified and, based on this selected map, a reference QIPASB value of the correction expression is calculated Early phase prospective starting from the THW temperature of the cooling water detected by the water temperature sensor 24 (S610).

Next, it is determined whether the time has already exceeded the value of the maintenance CQIPOF time of the early phase correction prospective start-up expression so that a timing counter Ts maintains the early phase prospective correction expression of constant start-up (S620). As described below, the timer counter Ts is a timer counter that counts when the engine 1 operates autonomously. In addition, as the CQIPOF time of maintaining the prospective correction expression of the early start-up phase, a value corresponding to, for example, 1 to 10 seconds or so is established. Autonomous engine operation refers to a state in which the engine 1 has started but has not yet been set in a condition in which the starter switch 43 is in the off state.

If Ts ≤ CQIPOF (“NO” in S620), the prospective correction QIPAS expression of the early commissioning phase is set to a value of the reference QIPASB value of the prospective early phase correction correction expression calculated in step S610 mentioned above (S630). Then, the process of calculating the QIPAS expression of prospective correction of the early start-up phase is temporarily terminated.

If the motor 1 continues to operate autonomously to give a ratio of Ts> CQIPOF ("YES" in S620), the QIPAS expression of prospective correction of the early start-up phase is calculated by the following equation 12 (S640).

QIPAS ← QIPASB - (Ts - CQIPOF) x QIPASDL [Ec. 12]

In this equation, the reduction QIPASDL amplitude provides the value of a rate at which the QIPAS expression of prospective correction of the early start-up phase is reduced as time passes in the autonomous operating condition.

Next, it is determined (S650) if the QIPAS expression of prospective correction of the early start-up phase is set as negative. If QIPAS ≥ 0 (“NO” in S650), then the process of calculating the QIPAS expression of prospective correction of the early start-up phase ends temporarily.

If, on the contrary, QIPAS <0 (“YES” in S650), “0” is set as the QIPAS expression of prospective correction of the early commissioning phase (S650) and the process of calculation of the QIPAS expression of prospective correction of the early start-up phase temporarily ends. Subsequently, as long as the power in ECU 44 is on, the QIPAS expression of prospective correction of the early start-up phase is kept at 0 (zero).

That is, once the engine 1 has been started, the QIPAS expression of prospective correction of the early start-up phase is kept in a constant state for a while, and then gradually decreases repeating the process in step 640 until it disappears at substantially final.

Next, the counting process of the timer counter Ts will be described. A flowchart of the counting process of the timing counter Ts is shown in Figure 11. This counting process of the timing counter Ts is executed repeatedly not only during idling but also every short predetermined period of time by an interruption

At the beginning of this routine, if it is the first process after the power of the ECU 44 (S710) is turned on. If it is the first process (“YES” in S710), the timer counter Ts is set to “0” (S720). Otherwise ("NO" S710), the value of the timer counter Ts is kept at the current value.

In the case of being after step S720 or deciding to be "NO" in step S710, it is determined (S730) if motor 1 is operating autonomously.

If it is not operating autonomously (“NO” in step S730), that is, the engine 1 is stopped or, even if it has been started once, the starter switch 43 is in the on state or has been openwork, then this routine ends temporarily.

If motor 1 is running autonomously ("YES" in step S730), the timer counter Ts performs the count as indicated by the following equation 13 (S740).

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Ts ← Ts + 1 [Ec.13]

Next, it is determined whether the timer counter Ts exceeds its upper limit TMX value (S750). As the upper limit TMX value, a value corresponding to, for example, 10 to 60 minutes is set.

If Ts ≤ TMX (“NO” in S750), then this routine ends temporarily.

If Ts> TMX (“YES” in S750), the upper limit value is set in the timer timer Ts (S760). Then, this routine ends temporarily.

Therefore, when the motor 1 operates autonomously, the timer counter Ts performs the counting and, if the upper limit TMX value is reached, the value remains constant at the TMX value. In addition, if the motor 1 in the autonomous operating state stops temporarily due to the engine crashing, etc. (“NO” in S730), the value of the timer counter Ts is maintained at a value at the time of engine crashing. If it starts again and starts an autonomous operation, the timer counter Ts starts counting from the value that has been maintained after the engine is pulled.

An example of a process according to the first embodiment is shown in the timing diagram of Figure 12.

The starter motor acts at time t1 to make the engine 1 start running. Then motor 1 is started to turn off the starter motor (time t2). Then the motor 1 starts to operate autonomously (time t2 or later). At time t2, the timer counter Ts starts counting. However, until the value of the timing counter Ts does not exceed the maintenance time CQIPOF of the prospective correction expression of the early commissioning phase, the QIPAS expression of the prospective correction of the early commissioning phase is maintained at a value of QIPASB already established at commissioning.

Then, when the value of the timing counter Ts exceeds the maintenance time CQIPOF of the prospective correction expression of the early start-up phase (time t3), the QIPAS expression of prospective correction of the early start-up phase is gradually reduce and, finally, up to "0" to disappear in this way substantially (time t4).

In this way, the load due to the great friction that occurs in the early phase of the start-up of the engine 1 is compensated by the QIPAS expression of prospective correction of the early start-up phase, so that the QII expression Integration correction will not increase greatly as indicated by a continuous line. If the QIPAS expression of prospective correction of the early commissioning phase is not provided, the QII expression of integration correction changes greatly as indicated by the dotted line. This makes it impossible to set the upper limit security QIIGMX value at a reduced level as in the case of the present embodiment.

Figure 13 shows a timing diagram in the case where the engine has crashed after starting. The starter motor starts at time t11 and switches from the on state to the off state at time t12. Therefore, as in the case of Figure 12 described above, the timer counter Ts starts counting (time t12 or later), and after the time CQIPOF of maintaining the prospective correction expression of the early phase has elapsed of commissioning, the QIPAS expression of prospective correction of the early commissioning phase begins to decrease its value (time t13

or later).

However, if the motor crashes at time t14, the timer counter Ts stops counting, which accompanies that the QIPAS expression of prospective correction of the early start-up phase stops reducing its value (time t14 or later). At the same time, the timer counter Ts and the QIPAS expression of prospective correction of the early start-up phase are maintained at their respective current values.

Then, when the motor 1 starts to operate autonomously due to a subsequent change from the on state to the off state of the starter motor (time t15 to time t16), the timer counter Ts starts counting again from the value maintained at the time of engine crashing, which accompanies that the QIPAS expression of prospective correction of the early start-up phase also begins to reduce its value from the value maintained at the time of engine crashing (time t16 or later ).

In the first embodiment mentioned above, steps S240 to S260 of the ISC process (figure 4) correspond to the process as the means of calculating the integration correction expression, the calculation process (figure 10) of the prospective correction QIPAS expression of the early start-up phase and the counting process (figure 11) of the timer counter Ts correspond to the process as the means of establishing the prospective correction expression of the early start-up phase, and the stages

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S120 and S130 of the fuel injection quantity control process (figure 2) correspond to the process as the means of calculating the amount of fuel feed.

The first embodiment mentioned above provides the following effects.

(1) In the first embodiment, as mentioned above, in particular, the QIPAS expression of prospective correction of the early start-up phase is envisaged to perform said prospective correction on the amount of fuel injection to correspond to the friction that exists in the early phase of the engine start-up 1. Consequently, it is possible to bring the NE rotation speed of the motor close to a target rotation NETRG speed before an offset of a NE speed of Real motor rotation with respect to the NETRG speed of target idle rotation is largely accumulated in the QII expression of integration correction.

In this way, the integration correction QII expression can be prevented from acquiring a great value, thus narrowing the control interval of the integration correction expression using the security process. According to the first embodiment, in particular, the upper limit security QIIGMX value can be reduced.

Therefore, it is possible to compensate for the friction that exists in the early phase of the engine start-up in order to avoid a fall in the engine rotation speed NE and also effectively prevent the value of the QII expression from Integration correction becomes excessive due to a semi-seeded condition. In this way it is possible to avoid a sharp increase in the rotation speed of the motor in the control of the idle rotation speed.

(2)

The QIPAS expression of prospective correction of the early commissioning phase is established at the time of commissioning, is kept constant for a period of time and then gradually reduced. It is reduced with a period of time, according to the first embodiment. As the engine continues to run, the friction that exists in the early phase of engine start-up gradually disappears. By reducing the QIPAS expression of prospective correction of the early start-up phase based on the elapsed time, therefore, the essential correction by using the QIPAS expression of prospective correction of the early start-up phase can be stopped without sudden acceleration, thus softening the transition to the subsequent control of the idle rotation speed.

In addition, until the CQIPOF time of maintaining the prospective correction expression of the early commissioning phase has elapsed, the value of the QIPAS expression of prospective correction of the early commissioning phase remains unchanged, so that you can effectively preventing the value of the integration correction QII expression from becoming large immediately after engine 1 has been started even without establishing an extremely large initial value of the prospective correction QIPAS expression of the early commissioning phase March.

(3)

If the engine crashes, the friction that had been generated in the early phase of the start-up and that had been reduced by the rotation of the engine 1 up to the moment immediately before the engine crashed is barely recovered. Therefore, to restart the engine after it has been pulled out, the QIPAS expression of prospective correction of the early start-up phase is set to the value at the time the engine is clogged so that the process can be started from this value. In this way, it is possible to establish the QIPAS expression of prospective correction of the early start-up phase in an appropriate manner, thus further stabilizing the idle rotation speed control.

(4)

The magnitude of the friction that exists in the early phase of the engine start-up changes with a shifted position of the transmission and the engine temperature. Therefore, the reference QIPASB value, which is an initial value of the prospective correction QIPAS expression of the early start-up phase, is switched according to the offset position of the transmission and the THW temperature of the cooling water. In this way, it is possible to establish the QIPAS expression of prospective correction of the early start-up phase in an appropriate manner, thus further stabilizing the idle rotation speed control of the internal combustion engine.

(5)

In the security process (Figure 6) of the integration correction QII expression, the control interval of the integration correction expression is set using the upper limit security QIIGMX value and the lower limit security QIIGMN value with regarding the QIXM value of the integration correction expression learned as a reference. Thus, this makes it possible to properly protect the integration correction QII expression that tends to oscillate by focusing around the QIXM value of the integration correction expression learned. In this way, it is possible to set the control interval of the integration correction expression in an appropriate manner, thereby further stabilizing the idle rotation speed control.

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Second embodiment

Unlike the first embodiment mentioned above, in the second embodiment a calculation of the QIPAS expression of prospective correction of the early commissioning phase shown in Figure 10 is not performed. Therefore, in step 510 of the process of calculation of the ISC prospective correction expression (figure 7), the process adds the QIPBCL expression of cold correction, the QIPBDF expression of electric charge correction, the QIPBAC expression of air conditioning correction and the QIPBPS expression of address correction assisted to give the QIPB expression of load correction.

In addition, step S280 of the ISC process is not executed (figure 4) and, instead, the process of setting the security value is executed independently as shown in figure 14. In addition, the present embodiment differs from the first embodiment mentioned above because it executes the process of calculating the QIXM value of the learned integration correction expression shown in Figure 15 instead of the calculation process (Figure 5) of the QIXM value of the learned integration correction expression. The other components are the same as those of the first embodiment mentioned above unless otherwise described.

The security value setting process (figure 14) is described as follows. This routine is executed repeatedly for each short constant period of time.

First, it is determined whether the value of the timer counter Ts has exceeded the CQIGOF safety maintenance time of the early start-up phase (S810). As this CQIGOF safety maintenance time of the early start-up phase, a value is established that corresponds, for example, to 1 to 10 seconds or so.

If Ts <CQIGOF (“NO” in S810), then an initial upper limit safety QIIGMXS value is set as the upper limit safety QIIGMX value (S820). The initial upper limit safety QIIGMXS value is previously set to a value such that the integration correction QII expression can accommodate such friction as to exist at the early stage of engine start-up.

Then, as the lower limit security QIIGMN value, an initial lower limit security QIIGMNS value (S830) is set. The initial lower limit safety QIIGMNS value is previously set to a value such that the engine cannot get caught due to an excessive reduction in the value of the integration correction QII expression due to some reason in the initial phase of the start-up. the motor.

Then, this routine ends temporarily. Therefore, as long as Ts ≤ CQIGOF (“NO” in S810), a relationship of the upper limit safety QIIGMX value is maintained = QIIGMXS (S820), while at the same time a relationship of the safety QIIGMN value of lower limit = QIIGMNS (S830).

When the timer counter Ts continues to count to provide a ratio of Ts> CQIGOF ("YES" in S810), the upper limit safety QIIGMX value is calculated by the following equation 14 (S840).

QIIGMX ← QIIGMXS - (Ts - CQIGOF) x QIGMXDL [Ec. 14]

In this equation, the QIGMXDL reduction amplitude provides a set value of a rate at which the upper limit safety QIIGMX value is reduced according to the autonomous operating condition.

Next, it is determined (S850) if the QIIGMX upper limit security value thus calculated is smaller than an ordinary upper limit security QIIGMXB value. If QIIGMX <QIIGMXB (“YES” in S850), a value of the QIIGMXB security value of the upper limit of ordinary time is set as the QIIGMX value of the upper limit security (S860). If, on the other hand, QIIGMX ≥ QIIGMXB (“NO” in S850), the value calculated in step S840 is maintained as the value of the upper limit safety QIIGMX value.

When step S860 has been passed or “NO” has been decided in step S850, the lower limit safety QIIGMN value is calculated using the following equation 15 (S870).

QIIGMN ← QIIGMNS - (Ts - CQIGOF) x QIGMNDL [Ec. fifteen]

In this equation, the QIGMNDL reduction amplitude provides a set value of a rate at which the lower limit safety QIIGMN value is reduced according to the autonomous operating time.

Next, it is determined (S880) if the lower limit security QIIGMN value thus calculated is smaller than an ordinary time lower limit security QIIGMNB value. If QIIGMN <QIIGMNB (“YES” in S880), it

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sets a value of the QIIGMNB security value of the lower limit of ordinary time as the QIIGMN value of the lower limit security (S890). If, on the other hand, QIIGMN ≥ QIIGMNB (“NO” in S880), a value calculated in step S870 is maintained as the value of the lower limit safety QIIGMN value.

Once step S890 has been passed or “NO” has been decided in step S880, this routine is temporarily terminated.

Next, the calculation process (figure 15) of the QIXM value of the integration correction expression learned will be described. It should be noted that in the present embodiment the process of steps S911 to S915 is the same as that of steps S271 to S275 of the calculation process (Figure 5) of the QIXM value of the integration correction expression learned in the first embodiment mentioned above. .

Once this routine is initiated, it is first determined whether the upper limit security QIIGMX value has reached the upper limit time QIIGMXB security value and, at the same time, if the lower limit security QIIGMN value has reached the QIIGMNB safety value of the lower limit of ordinary time (S910). If QIIGMX ≠ QIIGMXB and / or QIIGMN ≠ QIIGMNB (“NO” in S910), the QIXM value of the integration correction expression learned remains unchanged by setting the QIXM value (i-1) of the integration correction expression learned in the previous control period as the QIXM value (i) of the integration correction expression learned in the current control period (S915). It should be noted that the previous control period and the current control period are in different idle states due to the change in external load, the QIXM value of the most recently learned integration correction expression in the same idle state as in the idle state. Current control period is set as the QIXM (i) value of the integration correction expression learned in the current control period.

If, on the other hand, QIIGMX = QIIGMXB and QIIGMN = QIIGMNB (“YES” in S910), the process starts in step S911, which is followed by the calculation processes (S911 to S915) of the QIXM value of the correction correction expression. integration learned to change the QIXM value of the integration correction expression learned to an appropriate value as mentioned earlier in the description of the first embodiment.

An example of the process according to the second embodiment is shown in a timing diagram of Figure 16.

The starter motor acts at time t21 to make the engine 1 start running. Then, engine 1 starts to turn off the starter motor (time t22). Then, the motor 1 starts to operate autonomously (from time t22). At time t22 the timer counter Ts starts counting. However, until the value of the timer counter Ts has not exceeded CQIGOF safety maintenance time of the early start-up phase, the upper limit safety QIIGMX value is maintained at a value of the limit safety QIIGMXS value upper initial value already established at the beginning, and the lower limit security QIIGMN value is maintained at a value of the initial lower limit security QIIGMNS value already established at the beginning.

Then, when the value of the timer counter Ts has passed through the CQIGOF safety maintenance time of the early start-up phase (time t23), the upper limit safety QIIGMX value and the lower limit safety QIIGMN value they are gradually reduced until they are finally equal to the QIIGMXB security value of upper limit of ordinary time (time t25) and the QIIGMNB security value of lower limit of ordinary time (time t24), respectively.

To accommodate a possible significant increase in this type of the value of the integration correction QII expression to be the one required to compensate for the large friction load that occurs in the early phase of engine 1 startup, the value safety, especially the upper limit safety QIIGMX value, is set temporarily large at the time of and immediately after commissioning. Therefore, it is possible to sufficiently compensate for the friction that occurs in the early stage of commissioning in terms of the amount of fuel injection.

Then, to accompany a friction drop at the time of the early commissioning phase, both the upper limit safety QIIGMX value and the lower limit safety QIIGMN value are reduced so that they can finally become the QIIGMXB security value of the upper limit of ordinary time and the QIIGMNB security value of the lower limit of ordinary time, respectively. Neither the upper limit security QIIGMX value nor the lower limit security QIIGMN value, therefore, continue to be of great value.

Figure 17 shows a case in which the engine has crashed after it has started. The starter motor starts at time t31 and turns off at time t32 to make, as described with reference to Figure 16, that the timer counter Ts starts counting (time t32 or later), thus beginning to reduce the upper limit security QIIGMX value and the limit security QIIGMN value

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lower after the CQIGOF safety maintenance time of the early start-up phase (time t33 or later) has elapsed.

However, if the engine crashes at time t34, the counting counter Ts stops counting, which accompanies that the upper limit safety QIIGMX value and the lower limit safety QIIGMN value also cease to decrease (time t34 or later). At this time, the timer counter Ts and the upper and lower limit QIIGMX and QIIGMN safety values are maintained at their respective current values.

Then, when the motor 1 starts to operate autonomously due to the subsequent change from the on state to the off state of the starter motor (time t35 to time t36), the timer counter Ts starts counting again after value maintained at the time of the engine crashing, which accompanies that the QIIGMX value of upper limit safety and the QIIGMN value of lower limit safety also begin to be reduced again starting from their respective values maintained at the time of crashing the motor (time t36 or later). Finally, the upper limit security QIIGMX value is equal to the ordinary time upper limit security QIIGMXB value (time t38) and the lower limit security QIIGMN value is equal to the lower time limit security QIIGMNB value ordinary (time t37).

In the second embodiment mentioned above, steps S240 to S270 and S290 of the ISC process (figure 4), the process of setting the safety value (figure 14) and the counting process (figure 11) of the timer counter Ts correspond to the processes such as the means of calculating the integration correction expression, steps S120 and S130 of the process of controlling the fuel injection quantity (Figure 2) correspond to the process as the means of calculating the quantity of fuel feed , and the calculation process (figure 15) of the QIXM value of the integration correction expression learned corresponds to the process as the means for the integration correction expression learned.

The second embodiment mentioned above provides the following effects.

(one)

At the moment of and immediately after the start-up of the engine 1, the control interval of the integration correction expression, that is, a distance between the upper limit safety QIIGMX value and the limit safety QIIGMN value Lower is set wider than that of during normal operation. In particular, the upper limit security QIIGMX value is set large. Consequently, at the time of or immediately after the start-up of the engine 1, the value of a deviation of a rotation speed NE of the actual motor with respect to a NETRG speed of rotation at the target idle is allowed to accumulate in greatly in the QII expression of integration correction. Therefore, only at the moment of and immediately after the start-up can the friction that exists in the early phase of the start-up of the engine be compensated by the expression QII of integration correction, thus avoiding a drop in speed NE of motor rotation.

In addition, when the idle rotation speed is subsequently controlled, the control interval of the integration correction expression returns to a control interval during normal operation, so that the magnitude of the correction correction QII expression is prevented integration becomes excessive, thus avoiding a sharp increase in the speed of rotation in the control of the idle rotation speed.

(2)

The control interval of the integration correction expression gradually narrows down by reducing the upper limit safety QIIGMX value and the lower limit safety QIIGMN value gradually as the time elapses after their values have been maintained for a while. . Specifically, the value of the integration correction expression QII is gradually reduced because the friction generated in the early phase of the engine start disappears gradually as the engine 1 continues to run. Therefore, by gradually narrowing the control interval of the integration correction expression as time passes, a control interval of the integration correction expression can be restored during normal operation, thereby softening the transition to the subsequent idle rotation speed control.

Furthermore, by providing a period during which an amplitude of the control interval of the integration correction expression is maintained in the early stage, it is possible to provide a time margin, at the time of or immediately after the start-up of the internal combustion engine, in which the integration correction expression QII can increase sufficiently in value without extending the control range of the integration correction expression extremely. Thus it is possible to effectively compensate for the friction that exists in the early phase of the engine start-up using the QII expression of integration correction.

(3)

In a situation where the control interval of the integration correction expression is set wider than that during normal operation, the integration correction QII expression changes greatly. Therefore, it is not appropriate to calculate the QIXM value of the integration correction expression

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learned because it is likely to generate an error. Therefore, if the control interval of the integration correction expression must still return to the interval during normal operation, the calculation of the QIXM value of the integration correction expression learned is prevented and, when the interval has been restored during normal operation, the calculation of the QIXM value of the integration correction expression learned is allowed. In this way, it is possible to effectively eliminate the occurrence of an error in the QIXM value of the integration correction expression learned, thus further stabilizing the idle rotation speed control.

(4)

When the engine crashed, the friction that had been generated in the early phase of the start-up and that had been reduced due to the rotation of the engine 1 until now immediately before the engine crashed, is barely recovered, so that QII expression of integration correction must also remain of great value. Therefore, in order to restart the engine after it has crashed, the control interval of the integration correction expression must be set to an amplitude at the time the engine is clogged so that the process can be started in this state. In this way, it is possible to set the control interval of the integration correction expression in an appropriate manner, thereby further stabilizing the idle rotation speed control of the internal combustion engine.

(5)

As in the case of the first embodiment mentioned above, the control interval of the integration correction expression can be set appropriately, thus further stabilizing the idle rotation speed control.

Other realizations

The first and second embodiments mentioned above can be combined in their configuration. That is, the process of calculating the QIPAS expression of prospective correction of the early commissioning phase (Figure 10) of the first embodiment mentioned above must be executed in a configuration of the second embodiment mentioned above so that the QIPAS expression of Prospective correction of the early start-up phase can be calculated and added to the QIPB expression of load correction. At the same time, the same values will be used for the CQIGOF safety maintenance time of the early commissioning phase and the CQIPOF maintenance time of the prospective correction expression of the early commissioning phase used, for example, in the process of setting the security value (figure 14). In addition, the reduction amplitude QIPASDL in equation 12 above, the amplitude reduction QIGMXDL in equation 14 mentioned above and the amplitude reduction QIGMNDL in equation 15 mentioned above are set so that the instant at which the expression QIPAS of prospective correction of the early start-up phase is set to “0”, the moment at which the upper limit safety QIIGMX value becomes the upper limit time QIIGMXB security value and the instant at that the lower limit security QIIGMN value becomes the ordinary lower limit security QIIGMNB value, can occur almost simultaneously.

In such a configuration, an extension of the application of the prospective correction QIPAS expression of the early start-up phase and an expansion of the control interval of the integration correction expression at the time of or immediately after are provided of the start-up, so that subsequently, the QIPAS expression of prospective correction of the early start-up phase disappears in relation to the reduction of the control interval of the integration correction expression. This makes it possible to sufficiently compensate, in the QII expression of integration correction, the friction generated in the early phase of commissioning even if it has not been sufficiently compensated for by the value of the QIPAS expression of early phase prospective correction Commissioning at the time of or immediately after commissioning. Therefore, it is possible to further stabilize the idle rotation speed.

Although the QIPAS expression of prospective correction of the early start-up phase of the first embodiment mentioned above and the safety values QIIGMX and QIIGMN of the second embodiment mentioned above have been set according to the value of the timer counter Ts, they can be set according the cumulative number of rotations of the motor rotation NE speed. This is because the friction of the early start-up phase gradually lessens as the engine is running in

or after commissioning it. In addition, the QIPAS expression of prospective correction of the early start-up phase and the QIIGMX and QIIGMN safety values can be set according to an increase in the THW temperature of the cooling water. The THW temperature of the cooling water gradually increases as the engine continues to run after it has started. This is because this temperature increase model is similar to a friction reduction model generated in the early start-up phase of the engine and, also this temperature factor is involved in the magnitude of the friction generated in the early phase of starting the engine.

Although in the aforementioned embodiments, the timer counter Ts had started counting at a time when the motor 1 had started to run completely autonomously.

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after a change from the on state to the off state of the starter motor, the timer counter Ts can be adapted to start counting at a time when the starter has started the operation of the engine 1. In addition, the Timing counter Ts can be adapted to perform the count when the rotation speed exceeds a reference rotation speed even if the motor of

5 boot is in the on state.

Although in the first embodiment mentioned above, the reference QIPASB value of the prospective correction expression of the early start-up phase has been set according to the displaced position of the automatic transmission and the THW temperature of the cooling water, it can be set from otherwise, for example, depending on the class or the presence / absence of the external load such as the air conditioner or address

10 assisted.

Although in the second embodiment mentioned above a set value such as the initial upper limit safety QIIGMXS value and the initial lower limit safety QIIGMNS value have been used, they can be set according to the displaced position of the automatic transmission or the water THW temperature of refrigeration or according to the class or the presence / absence of the external load such as air conditioning or power steering.

An integration correction expression is calculated based on a deviation from a real rotation speed with respect to an objective rotation speed of an internal combustion engine when the internal combustion engine is idling and used to correct an amount of fuel supply, thus controlling an idle rotation speed of the internal combustion engine. At the time of and / or immediately after starting the internal combustion engine, a correction is made

20 prospective according to the friction that exists in the early phase of the start-up of the internal combustion engine over the amount of fuel supply

Claims (11)

E06116325 01-16-2015 1. Apparatus for controlling the amount of idle fuel feed that controls the idle rotation speed of an internal combustion diesel engine, comprising: first means of calculation to calculate an integration correction expression (QII) based on 5 a deviation from a real rotation speed (NE) of an internal combustion diesel engine with respect to a target rotation speed (NETRG) of said internal combustion diesel engine during idling of said internal combustion diesel engine; establishment means for establishing a prospective correction expression (QIPBN) corresponding to the friction that exists at an early stage of starting said diesel engine of 10 internal combustion at the time of and / or immediately after the start-up of said internal combustion engine; Y second calculation means for calculating a quantity of fuel feed by correcting a quantity of basic fuel that uses correction expressions including the integration correction expression (QII) calculated by said first calculation means and the expression (QIPBN) of 15 prospective correction established by said establishment means, characterized because said establishment means gradually reduce the prospective correction expression established at the time of and / or immediately after the start-up of said internal combustion diesel engine. Apparatus for controlling the amount of fuel feed at idle according to claim 1, characterized in that said setting means provide a period during which a value of the prospective correction expression is maintained before a gradual reduction of said expression of prospective correction 3. Apparatus for controlling the amount of fuel feed at idle according to claim 1 or 2, 25 characterized in that said setting means reduce said prospective correction expression gradually according to the time elapsed after said internal combustion diesel engine has been started or started. 4. Apparatus for controlling the amount of fuel feed at idle according to claim 1 or 2, characterized in that said setting means reduce said prospective correction expression 30 gradually according to a cumulative number of rotations of said internal combustion diesel engine after said internal combustion diesel engine has been started or started. 5. Apparatus for controlling the amount of fuel feed at idle according to claim 1 or 2, characterized in that said setting means reduce said prospective correction expression gradually according to an increase in the temperature of said internal combustion diesel engine. Apparatus for controlling the amount of fuel feed at idle according to claim 5, characterized in that said setting means use a temperature of the cooling water of said internal combustion diesel engine as the temperature of said internal combustion diesel engine. 7. Apparatus for controlling the amount of fuel feed at idle according to any one of claims 1 to 6, characterized in that, when said engine is restarted after being 40, said setting means establish said prospective correction expression at a motor draft value to initiate said reduction from said value. 8. Apparatus for controlling the amount of fuel feed at idle according to any one of claims 1 to 7, characterized in that said setting means switches said prospective correction expression according to an offset position of a transmission. Apparatus for controlling the amount of fuel feed at idle according to any one of claims 1 to 7, characterized in that said setting means switches said prospective correction expression according to the presence / absence of external load. 10. Apparatus for controlling the amount of fuel feed at idle according to any one of the 32 E06116325 01-16-2015 claims 1 to 7, characterized in that said setting means switch said prospective correction expression according to an external load class. 11. Method for controlling an amount of idling fuel feed according to claim 1, characterized in that said setting means establish a cold correction expression 5 to reflect a degree of friction influence due to a temperature of said diesel internal combustion engine on a fuel injection amount and add said cold correction expression to said prospective correction expression. 12. Method for controlling an amount of idling fuel feed according to claim 1, characterized in that said setting means establish a load correction expression 10 to reflect a degree of amount of energy used in a vehicle over a quantity of fuel injection and add said electric charge correction expression to said prospective correction expression. 13. Method for controlling an amount of idling fuel feed according to claim 1, characterized in that said setting means establish a correction expression for 15 reflect the load of an air conditioner of a vehicle on a fuel injection amount and add said correction expression to said prospective correction expression. 14. Method for controlling an amount of idling fuel feed according to claim 1, characterized in that said setting means establish a correction expression to reflect the load of an assisted steering of a vehicle on a fuel injection amount and 20 add said correction expression to said prospective correction expression. 33