JP3309576B2 - Idle speed control device for internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an idle speed control device for an internal combustion engine, and more particularly, to controlling an idle speed by correcting an opening of an idle speed control valve based on a load state of electric equipment mounted on a vehicle. The present invention relates to an idle speed control device for an internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Utility Model Laid-Open Publication No. 1-111116.
As disclosed in Japanese Patent Laid-Open No. 0, there is known a device that corrects an opening of an idle speed control valve in accordance with a load state of an electric device mounted on a vehicle to control an idle speed.

That is, when an electric device such as an air conditioner, which consumes a large amount of electric power, is operated, it is necessary to increase the amount of electric power generated by the alternator, especially during idling. Idle up) is commonly used.

As a mechanism for controlling the idle speed of the internal combustion engine, an idle speed control valve (hereinafter referred to as ISCV) that bypasses a throttle valve provided in the intake pipe is provided, and the opening of the ISCV is controlled. A mechanism that controls the amount of intake air when the throttle valve is fully closed, that is, when the engine is idling, is widely used. The device described in the above publication realizes a desired idle-up by controlling the opening of the ISCV.

In this case, the opening of the ISCV is generally controlled by feedback control based on the engine speed. In the device described in the above publication, the target idle speed at normal times and the idle A desired function is realized by presetting a target idle rotation speed at the time of up and switching between the target rotation speeds according to the operation state of the electric load.

[0006] When the vehicle is started while the engine is idle-up in the internal combustion engine, the acceleration shock at the start of the vehicle is large, and the ride comfort may be degraded. Further, since the engine speed increases while the vehicle is running, a sufficient power generation amount can be obtained without performing processing such as idle-up. Therefore, if it is predicted that the vehicle will start during idle-up execution, it is desirable to release the control.

On the other hand, in the device described in the above publication, the target value of the idling speed is reduced when the foot brake is turned on. In this case, when the parking brake is released to start the stopped vehicle and the foot brake is depressed, or when the shift position of the automatic transmission is switched from the parking range to the drive range, the foot brake is released to release the shift lock. When is depressed, the idle speed decreases, and the acceleration shock is alleviated.

[0008]

However, the above-described conventional apparatus changes the idle speed of the internal combustion engine by changing the target idle speed and performing feedback control of the ISCV opening with respect to the target idle speed. It is a configuration for controlling. Therefore, after processing is performed to reduce the idle speed, it takes some time for the engine speed to actually decrease to the target idle speed.

For this reason, the above-mentioned conventional device can effectively reduce the acceleration shock when the vehicle is started after a sufficient time has elapsed after the foot brake is depressed, but the foot brake is depressed. When the vehicle is started immediately after the vehicle is moved, there is a problem that the acceleration shock cannot be suppressed.

The present invention has been made in view of the above points, and when the start of a vehicle is predicted during execution of idle-up, the opening of the ISCV is controlled to the close side by a predetermined estimated value. It is an object of the present invention to provide an idle speed control device for an internal combustion engine that solves the above-mentioned problem by immediately reducing the idle speed.

[0011]

Means for Solving the Problems According to claim 1 of the present invention.
The idle speed control device is used when the internal combustion engine is idling.
Speed control to control the amount of intake air
To detect the load state of the electronic valve mounted on the vehicle
An electric load detecting means, and a detection result of the electric load detecting means.
Control the idle speed control valve based on the
Control means for controlling the electric load during idling.
When the speed exceeds a predetermined amount, the idle speed control
The eye of the internal combustion engine that corrects the opening of the roll valve to the open side
The dollar rotation speed control device detects the starting state of the vehicle.
Starting state detecting means, and a vehicle provided by the starting state detecting means.
As soon as it is detected that
On the other hand, the idle speed controller corrected to the open side
Adjusts the opening of the trawl valve to the closed side by a predetermined expected amount.
And potential correction command means issues a command to correct the electrical
An electric load exceeding a predetermined amount is detected by the load detection means.
The idle speed control valve
The degree is stored, and the stored value and the starting state detecting means are used.
The idle spin when the vehicle is detected to start
Correction based on the valve control valve opening.
And opening change detecting means for detecting an earthenware pots opening change, the electric negative
An electric load exceeding a predetermined amount was detected by the load detection means.
At this time, the state of the electric load is stored, and the stored value and the
It is detected that the vehicle starts moving by the running state detecting means.
Occurred during the correction based on the state of the electrical load at the time of
Load change detecting means for detecting a change state of the electric load.
The prospective correction instructing means includes the opening degree change detecting means.
And the load change detecting means.
Therefore, using the detected change state,
The opening degree difference corrected as described above is set as the predetermined expected amount.
Take a configuration to determine. According to this configuration, idle-up
After the execution decision is made, until the start of the vehicle is detected
If the load condition of electrical equipment fluctuates during
Means that the opening can be realized in consideration of the load fluctuation.
The load on electrical equipment immediately after the idle-up is released.
To achieve an appropriate idle speed corresponding to the
Wear.

[0012] An eye of an internal combustion engine according to claim 2 of the present invention.
The rotational speed control device according to claim 1, wherein
The expected correction command means determines that the change state is a constant electric load.
In the case of the first correction value is added to the opening difference, the variable
When the switching state is an increase in electric load, the opening degree difference
Add a second correction value with a value smaller than one correction value.
For example, if the state changes of the electric load decreases, the opening
A third complement having a difference greater than the first compensation value
Add a positive value and set each as the predetermined expected amount
It adopts the configuration to do. According to this configuration, the idle-up solution
When setting the idle speed after removal, exceed the specified amount
Idle speed control when electrical load is detected
When the opening of the valve and the start of the vehicle are detected
Of idle speed control valve opening
And before and after the idle-up control
Depending on the load change state, the electric load
If the load increases, the electrical load remains unchanged
The above opening difference is corrected so that the rotation speed becomes higher than
If the electrical load decreases, there is no change in the electrical load.
To compensate for the opening difference so that the rotation speed is lower than when
The idle-up solution
Immediately after removal, an appropriate eye corresponding to the load condition of electrical equipment
Rotation speed can be realized.

An idle speed control according to claim 3 of the present invention.
The control device according to claim 2, wherein the first supplementary device is provided.
The positive value is a negative value, and the change state is a constant electric load.
In this case, the value smaller than the opening difference is the predetermined probability.
Take a configuration that is set as an amount. According to this configuration,
Idle speed control to release idle up
After correcting the closing valve
Does not fall below the opening before idle-up, always
Set to exceed the opening before idle-up
The idle speed is reduced excessively,
Idle up without causing gin stalls
Necessary and sufficient number of revolutions for the current electrical load after release
Can be maintained.

[0014]

In FIG . 1 , the idle speed control valve M1 controls the amount of intake air when the internal combustion engine is idling. Therefore, when the opening of the idle speed control valve M1 is corrected to the open side, the idle speed increases, while when the opening is corrected to the closed side, the idle speed decreases.

The electric load detecting means M2 detects a load state of electric equipment mounted on the vehicle. The control means M3
Is based on the detection result of the electric load detection means M2,
When the load is large, the opening of the idle speed control valve M1 is corrected to the open side. Therefore, when the load of the electric equipment mounted on the vehicle is large, the idling speed increases, a sufficient power generation amount is obtained, and engine stall is prevented.

The starting state detecting means M4 detects the state when the vehicle starts. Further, when the start of the vehicle is detected, the prospective correction command means M5 issues a command to correct the opening of the idle speed control valve M1 corrected to the open side to the closed side by a predetermined predictable amount. Emit.

For this reason, when the start of the vehicle is predicted, the idle rotation speed immediately decreases, and even when the start operation is actually performed immediately after the start is predicted, the acceleration is sufficiently accelerated. Shock will be suppressed.

In FIG . 2 , the valve opening storage means M
Reference numeral 6 stores an uncorrected opening when the load of the electric equipment mounted on the vehicle exceeds a predetermined amount and the opening of the idle speed control valve M1 is corrected to the opening side.

The opening change detecting means M7 detects the start of the vehicle based on the stored value of the valve opening storing means M6 and the actual opening of the idle speed control valve M1. The amount of change in the opening provided by the correction is detected.

Further, the expected correction command means M5 in the present invention sets a value obtained by subtracting a predetermined value from the detection result of the opening degree change detecting means M9 as the predetermined expected amount. Therefore, when the control means M3 corrects the opening of the idle speed control valve M1 to the closing side in accordance with the command of the expectation correction command means M5 when the vehicle starts, the correction amount does not become excessive, Engine stall due to the correction is reliably prevented.

In FIG . 3 , the load state storage means M8
Stores the load state of the electric device at the time when execution of idle-up is determined in the internal combustion engine. Further, the load change detecting means M9 detects a change in the load of the electric equipment based on the storage result of the load state storage means M8 and the load state of the electric equipment when the start of the vehicle is detected.

In the present invention, the expectation correction command means M5 is configured to execute the predetermined expectation based on the detection result of the load change detection means M9, that is, based on a change in the load state of the electric device during execution of idle-up. Set the amount.

Therefore, if the load state of the electric equipment increases or decreases after the execution of the idle-up is determined and before the start of the vehicle is detected, the estimated amount set to cancel the idle-up is The change is reflected, and after the release of the idle-up, an idle rotational speed that is not excessive or deficient corresponding to the load fluctuation of the electric device is realized.

[0024]

FIG. 4 is a conceptual diagram of an internal combustion engine 10 equipped with an idle speed control device according to an embodiment of the present invention.
The idle speed control device according to the present embodiment is configured to be applied to an ambulance equipped with many electric devices such as first aid devices.

The internal combustion engine 10 is a V-type multi-cylinder internal combustion engine, and FIG. 4 shows two cylinders #A and #B. The ♯A cylinder and ♯B cylinder have intake branch pipes 12 respectively.
a and 12b are communicated. Intake branch pipes 12a, 12b
Are both connected to the surge tank 14. An intake pipe 18 having an air filter 16 at an end thereof is connected to the upstream of the surge tank 14.

The amount of air flowing through the intake pipe 18 is
That is, an air flow meter 20 for detecting an intake air amount of the internal combustion engine 10 and an intake air temperature sensor 2 for detecting a temperature of the intake air.
2, and a throttle valve 24 that controls the amount of intake air in conjunction with the accelerator pedal is incorporated.

In the vicinity of the throttle valve 24, a throttle position sensor 26 for outputting an electric signal corresponding to the throttle opening and outputting an idle signal when the throttle valve 24 is fully closed is provided. ing.

The intake pipe 18 is provided with a bypass passage 28 that bypasses the throttle valve 24 and leads to the surge tank 14. The bypass passage 28 is provided with an idle speed control valve (ISC
V) 30 and supplies an amount of air to the surge tank 14 according to the opening of the ISCV 30.

That is, when an appropriate output is required of the internal combustion engine 10 and the throttle valve 24 is open, the intake air is mainly supplied from the intake pipe 18 to the surge tank 14, while the idle air is When the throttle valve 24 is fully closed, the intake air is mainly supplied to the surge tank 14 via the bypass passage 28.

Therefore, when the engine 10 is idling,
Is an amount corresponding to the opening of the ISCV 30. In the present embodiment, the idle speed is controlled by controlling the opening.

Each of the intake branch pipes 12a and 12b has an injector 3 for injecting a predetermined amount of fuel into ♯A or ♯B.
2a and 32b are provided. A fuel pulsation damper 34 is provided above the injector 32a.
A fuel passage 40 communicating with a fuel pump 38 disposed in the fuel tank 36 communicates with the fuel tank 36.

A pressure regulator 42 is disposed above the injector 32b, and a fuel passage 44 communicating with the injector 32a and a fuel passage 46 communicating with the fuel tank 36 communicate with the pressure regulator 42. I have.

Here, the fuel pulsation damper 34 is a damper for absorbing the pulsation of the fuel supplied from the fuel pump 38, and has a pulsation with respect to the injector 32a and the injector 32b communicated through the fuel passage 44. Supply less fuel.

The pressure regulator 42 is a control valve for releasing the fuel pressure to the fuel tank 36 when the fuel pressure exceeds a predetermined pressure.
2b is prevented from being supplied with excessive fuel pressure. Therefore, the fuel of a stable pressure is supplied to the injectors 32a and 32b, and it is possible to secure the stable fuel injection characteristics in the present embodiment.

In this embodiment, the canister 50 is connected to the intake pipe 18 via the VSV 48.
Here, the canister 50 adsorbs the vapor fuel released into the intake pipe 18 when the internal combustion engine 10 is stopped, and purges the adsorbed fuel into the intake pipe 18 when the internal combustion engine 10 is restarted. At this time, the VSV 48 controls the conduction state between the canister 50 and the intake pipe 18 to control the amount of fuel purge.

The exhaust branch pipes 52a and 52b are connected to the #A cylinder and the #B cylinder, respectively. These exhaust branch pipes 52a and 52b have O ₂ sensors 54a and 54, respectively.
b, and the catalyst devices 56a and 56b are incorporated.
Here, the O ₂ sensors 54a and 54b are sensors that generate an electric signal according to the oxygen concentration in the exhaust gas, and the catalytic devices 56a and 56b are devices that purify the exhaust gas most efficiently near the stoichiometric air-fuel ratio. is there.

In this embodiment, the O ₂ sensor 54a,
By detecting the air-fuel ratio based on the output signal of 54b and performing feedback control of the fuel injection amount based on the air-fuel ratio, the purifying ability of the catalyst devices 56a and 56b is sufficiently exhibited.

Further, ignition plugs 58a and 58b are disposed in the combustion chambers of the #A cylinder and the #B cylinder, respectively. The ignition plugs 58a and 58b are supplied with a high voltage generated by the operation of the igniters 60a and 60b, respectively.

Incidentally, the above-mentioned air flow meter 20,
Intake temperature sensor 22, throttle position sensor 26,
ISCV30, injectors 32a, 32b, the fuel pump 38, VSV48, O ₂ sensor 54a, 54b, and the igniter 60a, 60b are connected to the ECU 90.

Here, the ECU 90 controls the fuel injection amount,
An electronic control unit that comprehensively controls the internal combustion engine 10 such as ignition timing control. In addition to the various sensors described above, a crank position sensor 62 for detecting a crank angle, a water temperature sensor 64 for detecting a coolant temperature, Sensors 66a and 66b for detecting knocking of the vehicle, a starter device 68 of the internal combustion engine 10, a compressor 70 of an air conditioner having a built-in magnet clutch, a vehicle speed sensor 72 for generating a pulse signal according to the vehicle speed, a foot brake which is turned on when the foot brake is activated A switch 74, a beacon switch 76 that is turned on when a beacon (patlight) that operates in an emergency, a neutral start switch 78 that allows starting of the internal combustion engine 10 only when the transmission is in a neutral position, and an abnormality of the internal combustion engine 10 are displayed. Check lamp 80, battery 7 Etc. are connected.

FIG. 5 is a block diagram showing the periphery of the ECU 90. As shown in the figure, an ECU 90 is mainly composed of a CPU 91, and further has an input interface circuit 92 and an A / D converter 93 for reading an analog signal and converting it into a digital signal, an input interface circuit 94 for reading a digital signal, and a calculation result of the CPU 91. And an output interface circuit 96 for outputting the operation result of the CPU 91 to various actuators.

This embodiment is characterized by the control method of the idle speed control executed by the ECU 90. Hereinafter, the characteristic portion of the present embodiment will be described with reference to FIGS.

FIG. 6 is a flowchart showing an example of a routine executed by the ECU 90 to implement the above-described first to third aspects of the present invention. The routine shown in the figure is a routine for setting the target opening of the ISCV 30 or the target idle speed of the internal combustion engine 10 according to the load state of the electric equipment mounted on the vehicle.

More specifically, in this embodiment, the ECU
Under certain conditions, the vehicle on which the vehicle 90 is mounted, i.e., an ambulance, idles up when the vehicle stops in order to secure sufficient power required for performing emergency treatment at the rescue site, while completing the emergency treatment, When launching,
In order to mitigate the acceleration shock generated at that time, the idle-up is immediately canceled.

Therefore, when the routine shown in FIG. 6 is started, first, at step 100, it is determined whether or not an idle signal is issued from the throttle position sensor 26 in order to determine whether or not the internal combustion engine 10 is in an idle state. If the internal combustion engine 10 is not in the idle state, it can be estimated that the ambulance is not working on site. If an idle signal is detected by the above determination, the process proceeds to step 102 thereafter.

Step 102 is a step for judging whether the vehicle speed is 0 km / h based on the output signal of the vehicle speed sensor 72. As in the case of step 100, the vehicle speed is 0 km
If it is not / h, it can be determined that the ambulance is not working on site.

As a result, when it is determined that the vehicle speed is 0 km / h, the routine proceeds to step 104, where the engine speed N is determined based on the output signal of the crank position sensor 62.
It is determined whether E is 300 rpm or more. This is because the start of the internal combustion engine, that is, the period during which the starter device 68 is cranking the internal combustion engine 10 is considered. Therefore, the process proceeds to step 106 only when the above condition is satisfied.

Step 106 is a step for judging whether or not the beacon switch 76 is turned on in order to judge whether or not the beacon mounted on the ambulance is operating. This is because, when an ambulance performs emergency treatment at the site, a beacon is activated to notify the situation to the surroundings, and the beacon switch 76 is always turned on while working on the site.

If it is confirmed in step 106 that the beacon switch 76 is on, then in step 108, the foot brake switch 7
It is determined whether 4 is off. This is because if the ambulance is working on site, the braking force should be secured by the parking brake, and if the foot brake is operated, it can be determined that it is not working on site.

From this viewpoint, if the foot brake switch 74 is off, it is determined that the ambulance is working on site, and thereafter, the processing after step 110 is performed to idle up the internal combustion engine 10.

In step 110, the operation state of the air conditioner ZAC is detected in order to detect the operation state of the air conditioner compressor 70.
And storing the read state as ZACi. This is to reflect a change in the operating state ZAC of the air conditioner during idle-up when canceling idle-up. Specifically, if the air-conditioner switch is off, “0” is set to ZACi, and if the air-conditioner switch is on. For example, "1" is stored in ZACi.

Step 112 is a step of reading the step position PMT of the ISCV 30 and storing the value as PMTi. By storing the step position PMT before executing the idle-up, it is possible to prevent the step position PMT from becoming too small when the idle-up is canceled later.

When the above processing is completed, the internal combustion engine 1 is actually
In order to increase the idle speed of zero, step 114
At step 116, "1" is set to an idle up execution flag XIDUP, and at step 116, the target idle speed is set to 1200 rpm, and the current routine is terminated.

When the target idle speed is set as described above, the target idle speed is reflected on the engine speed by a feedback routine shown in FIG.

That is, the routine shown in FIG. 7 reads the target idle speed and the actual engine speed (steps 200 and 202), and based on the difference between them, the ISCV.
The number of open / close steps to be given to 30 is calculated (step 2
04), a routine for opening and closing the ISCV 30 with the number of steps (step 206).

In this case, for example, as shown in FIG.
_{At 1,} it is determined that the idle-up operation is to be performed, and when the target idle speed is increased from 700 rpm at the normal time to 1200 rpm, the engine speed is then increased ((D) in the figure).
Until the speed actually reaches 1200rpm,
The step position PMT of No. 30 increases, and converges to the step position PMT at which the actual idle speed becomes near 1200 rpm.

Note that, as shown in FIG.₁In
And the air conditioner is not operating (ZAC = 0)
Is the time t as shown in FIG.₁Hereafter, ZACi
"0" is set. Also, PMTi
Is the time t as shown in FIG. ₁PMT in the
(E) is set.

By the way, in the routine shown in FIG.
If any of the conditions in steps 100 to 108 is not satisfied, that is, if it is determined that the ambulance is not working on site, the processing of step 118 and thereafter is executed.

Step 118 is a step for judging whether or not "1" is set in the idle-up execution flag XIDUP. Here, XIDUP is “1” when it is determined that the ambulance is working on site as described above.
Is a flag to be set. Therefore, step 118
If XIDUP = 1 holds, it can be inferred that the on-site work has been completed, and that the vehicle is just about to be started.

On the other hand, in step 118, XIDLU
P = 1 is not satisfied when no special processing is performed in the vehicle. Therefore, in this case, the current routine is terminated without performing any processing thereafter.

In the processing after step 120, the idle-up being executed is canceled and the processing for immediately reducing the engine speed to near the normal idle speed of 700 rpm is performed. As described above, the on-site processing in the ambulance has already been completed, and the vehicle is about to start, so that the driving force normally generated during idling is generated in order to reduce the acceleration shock.

More specifically, in step 120, the current operating state ZAC of the air conditioner is read, and in step 12
2, the current step position PMT of the ISCV 30 is read, and then, in step 124, the ZAC and PMT read as described above and the steps 110,
Based on the ZACi and PMTi stored respectively in 112, the expected amount PE is calculated as shown in Table 1 below.

[0063]

[Table 1]

That is, in the present embodiment, the operation state of the air conditioner does not change during the
If i = ZAC holds (modes A and B in Table 1 above), ISCV 30 is used to realize idle-up.
The value "PMT-PMTi-5" obtained by subtracting the predetermined value "5" from the number of steps on the opening side PMT-PMTi given to the above is set as the expected amount PE.

When the air conditioner starts operating during the idle-up operation (mode C in Table 1 above), the PMT
The value “PMT-P obtained by subtracting the predetermined value“ 11 ”from −PMTi
If the operation of the air conditioner is stopped during idle-up of the MTi-11 ″ (mode D in Table 1 above), the PMT
−PMT−PMT obtained by adding a predetermined value “1” to PMTi
Let i + 1 "be the expected amount PE.

After calculating the expected amount PE as described above, in step 126, the ISCV 30 is added to the estimated amount PE without applying feedback based on the engine speed.
Is performed to drive to the closing side. This is because, in the case of the feedback control, high-speed response cannot be ensured, and the engine speed cannot be appropriately reduced in a short time until the vehicle actually starts.

On the other hand, as in the present embodiment, if any of the conditions in steps 100 to 108 is not satisfied during the idle-up execution, that is, if the vehicle is predicted to start, then the ISCV 30 is expected. According to the configuration in which the valve is closed by the control, the engine speed can be appropriately reduced immediately after that, and the acceleration shock at the time of starting can be effectively suppressed.

In this embodiment, if there is no change in the operating state of the air conditioner as described above, when releasing the idle-up operation, the ISCV 30 is opened five steps from the step position before the execution of the idle-up operation. Is prospectively controlled. Therefore, the engine speed does not unduly decrease when the idle-up is canceled, and the occurrence of engine stall and the like can be reliably prevented.

Further, in this embodiment, when the operating state of the air conditioner changes during execution of idle-up as shown in the modes C and D in Table 1, the changed state is also reflected in the estimated amount PE. I am going to let it.

In other words, if the load on the internal combustion engine 10 is the same between when the execution of the idle-up is started and when the execution is canceled, when the execution of the idle-up is canceled, the step at the start of the execution stored as PMTi is used. ISC in position
By controlling the V30, it is possible to realize an idle speed almost equal to that before the start of the execution.

However, if the operating state of the air conditioner changes during the execution of the idle-up operation, a large difference occurs in the load applied to the internal combustion engine 10 between the start of the execution of the idle-up operation and the release of the execution, and the ISCV 30 is simply stored in PMTi. It is not possible to secure an appropriate idle speed only by controlling the step position to be performed.

More specifically, as shown in FIG. 8 (G), the air conditioner is not operating at the idle start execution start time t ₁ , then starts operating at time t ₂ , and starts operating at the execution release time t ₃ . there if it is sustained, step position in the execution cancel time t _3, it is necessary to correct the side opening only appropriate number of steps from the step position in the execution start time t _1.

The idle start-up execution start time t ₄
Air conditioning is in operation in, then operation is stopped at time t _5, when the operation stop is sustained in the execution cancel time t _6, the step position in the execution cancel time t _6, the execution start time t ₄ Needs to be corrected to the close side by an appropriate number of steps from the step position in.

Therefore, in this embodiment, based on the expected amount PE for modes A and B in Table 1 above,
In the case of mode C, the open side is shifted by 6 steps,
In this case, the expected amount PE is corrected to the closing side by six steps. As a result, in the present embodiment, an appropriate engine speed can always be maintained after the release of the idle-up state, regardless of a change in the operating state of the air conditioner during the idle-up state.

After the idle-up is released by the anticipation control in step 126 as described above, next, in step 128, the idle-up execution flag XIDL
UP is reset to "0", and in step 130, the target idle speed is set to a normal value of 700 rpm, and the current routine ends.

Therefore, when this routine is executed thereafter, the condition is determined not to be satisfied in step 118, except when all the conditions in steps 100 to 108 are satisfied again, and the routine is performed without any processing. Will be terminated.

The target idle speed is 700 rp.
Since m is set, every time the routine shown in FIG. 7 is executed, the feedback control is executed based on the target idle speed 700 rpm, and the actual idle speed gradually matches with 700 rpm.

The present embodiment is mainly configured to be applied to an ambulance, and the necessity of idling up is determined based on whether the ambulance is working on site. In this sense, in the present embodiment, the above step 10
0 to 108 constitute the electric load detecting means M2 in the first aspect of the present invention.

In this embodiment, the start of the vehicle is predicted when the conditions in steps 100 to 108 are not satisfied. In this sense, these steps 100 to 108 also correspond to the starting state detecting means M4 in the first aspect of the present invention.

Further, in this embodiment, the step 110 is performed in accordance with the first embodiment.
6, similarly, the step 120 is position change detecting unit M7, the step 112 is the load condition storing means M8
Step 122 corresponds to the load change detecting means M9, and step 124 corresponds to the prospective correction instructing means M5.

By the way, in this embodiment, the above Table 1
As shown in the above, the expected value PE is calculated by subtracting or adding predetermined values “5”, “11”, and “1” from PMT-PMTi, respectively, according to the operating state of the air conditioner. The predetermined value is not limited to this value,
The adjustment can be arbitrarily made in consideration of the consistency with the internal combustion engine 10.

In the present embodiment, the necessity of idle-up is determined based on whether or not the ambulance is working on site as described above. However, the application is not limited to the ambulance. The vehicle may be configured to directly detect the operating states of various electric devices mounted on the vehicle, or detect the total amount of power consumed by the various electric devices, and determine the necessity of idle-up based on the detection result. .

Further, in the present embodiment, the above-mentioned claim 3
In realizing the described invention, the expected value PE is changed by focusing on the operating state of the air conditioner.
The factor underlying the change is not limited to the operating state of the air conditioner, but may be focused on the operating state of another electric device that applies a load to the internal combustion engine.

[0084]

According to the first and second aspects of the present invention, immediately after the idle-up is released, the load state of the electric equipment is immediately changed.
To achieve an appropriate idle speed corresponding to the
Wear. Therefore, even when idle-up is performed in accordance with the load state of the electric equipment mounted on the vehicle, an excessive driving force is not generated at the time of starting the vehicle, and good starting characteristics without acceleration shock are realized. Can be.

According to the third aspect of the present invention , the idling speed is excessively reduced, and the engine stop
Operating condition of the internal combustion engine without causing
It is possible to obtain the effect of being able to maintain stable
it can.

[0086]

[0087]

[0088]

[0089]

[0090]

[Brief description of the drawings]

FIG. 1 is a principle configuration diagram of an idle speed control device for an internal combustion engine according to the present invention.

FIG. 2 is another principle configuration diagram of the internal combustion engine idle speed control device according to the present invention.

FIG. 3 is another principle configuration diagram of the internal combustion engine idle speed control device according to the present invention.

FIG. 4 is an overall configuration diagram of an internal combustion engine equipped with an idle speed control device according to one embodiment of the present invention.

FIG. 5 is a block diagram showing a peripheral configuration of an electronic control unit which is a main part of the idle speed control unit according to one embodiment of the present invention.

FIG. 6 is a flowchart illustrating an example of an idle speed control routine executed by the idle speed control device according to the embodiment of the present invention;

FIG. 7 is a flowchart of an example of a feedback routine executed in the idle speed control device according to the embodiment of the present invention;

FIG. 8 is a time chart for explaining the operation of the idle speed control device according to one embodiment of the present invention.

[Explanation of symbols]

M1 Idle speed control valve M2 Electric load detecting means M3 Control means M4 Start state detecting means M5 Estimation command means M6 Valve opening storage means M7 Opening change detecting means M8 Load state storing means M9 Load change detecting means 10 Internal combustion engine 26 Throttle position Sensor 30 Idle speed control valve (ISC
V) 62 Crank position sensor 70 Air conditioner compressor 72 Vehicle speed sensor 74 Foot brake switch 76 Beacon switch

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-54-98426 (JP, A) JP-A-1-244128 (JP, A) JP-A-6-221209 (JP, A) JP-A-4- 112943 (JP, A) JP-A-62-67245 (JP, A) JP-A-63-118813 (JP, A) JP-A-63-1346 (JP, U) (58) Fields investigated (Int. ⁷ , DB name) F02D 29/00-29/06 F02D 41/00-41/40

Claims (3)

(57) [Claims] 1. Intake air during idling of an internal combustion engine
An idle speed control valve to control the amount,
Electrical load detection that detects the load status of on-board electrical equipment
Means, based on the detection result of the electric load detection means,
Control hand to control idle speed control valve
The electric load during idling exceeds a predetermined amount.
The idle speed control valve
Idle Speed Control of Internal Combustion Engine to Correct Opening of Valve to Open Side
In the control device, starting state detecting means for detecting a starting state of the vehicle, and starting of the vehicle are detected by the starting state detecting means.
ReAs soon asAnd the control means is corrected to the open side.
Opening of the idle speed control valve
It is expected that a command will be issued to correct to the closed side by the predetermined expected amount.
Correction command means, An electric load exceeding a predetermined amount is detected by the electric load detecting means.
When the idle speed control bar is detected,
The opening of the lube is stored, and the stored value and the starting state detecting means are stored.
Said eye when the vehicle is detected to start by a step
Based on the dollar speed control valve opening and
Opening change detecting means for detecting an opening change due to the correction, An electric load exceeding a predetermined amount is detected by the electric load detecting means.
When detected, the state of the electric load is stored, and the stored value is stored.
And that the vehicle is started by the starting state detecting means.
Executes correction based on the state of the electric load at the time of detection.
Load change detection that detects the change in the electrical load that occurs during
And means, The expectation correction command means is provided by the opening degree change detection means.
And the load change detecting means.
And the change state detected by the
The corrected opening difference is set as the predetermined expected amount.
To Idling speed control apparatus for an internal combustion engine
Place. 2. The idle rotation of the internal combustion engine according to claim 1.
In the numerical control device,The expectation correction command means, When the change state is constant electric load, the opening degree difference
Add the first correction value, When the change state is an increase in the electric load, the opening degree difference
A second correction value having a value smaller than the first correction value
And add When the change state is a decrease in electric load,
A third correction value having a value greater than the first correction value
And add Set as the predetermined expected amount
An idle speed control device for an internal combustion engine, characterized in that: 3. Claims2Idle rotation of internal combustion engine as described
A numerical controller,The first correction value is a negative value, When the change state is a constant electric load, the difference between the opening degrees is determined.
Smaller value is set as the predetermined expected amount thing
An idle speed control device for an internal combustion engine, characterized in that: