JP3391085B2 - 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.

[0002]

2. Description of the Related Art Conventionally, as an idle speed control device for an internal combustion engine, as disclosed in Japanese Patent Application Laid-Open No. 61-169642, a passage for bypassing an intake throttle valve provided in an intake system of the engine. There is an electromagnetic idle control valve provided on the way to control the idle rotation speed by adjusting the flow rate of auxiliary air supplied through the auxiliary air passage by the idle control valve.

The idle control valve includes, for example, a valve opening coil and a valve closing coil, and pulse signals (driving signals) are sent to these coils in a mutually inverted state. The valve opening is adjusted according to the duty ratio of the pulse signal. By the way, the duty ratio of the pulse signal to the idle control valve is determined by the following equation during normal operation.

ISC _dy = ISC _tw + ISC _et + ISC _vb + ISC _fb Here, ISC _tw is a basic control value depending on a cooling water temperature (hereinafter referred to as “water temperature”), and ISC _et is an air conditioner correction and a torque converter D range. Various correction values such as correction, ISC
_vb is a correction value according to the battery voltage, and ISC _fb is a feedback correction value for idle speed feedback control (ISC) described later.

Regarding the feedback control of the idle speed, the target speed dependent on the water temperature detected by the water temperature sensor is compared with the actual engine speed detected by the crank angle sensor, and if there is a difference, The control value at that time is corrected so as to achieve the target rotation speed, and therefore the feedback correction value ISC _fb is defined.

Then, the value of the feedback correction value ISC _fb is changed by the proportional-plus-integral (PI) control for stable control. That is, the target rotation speed and the actual rotation speed are compared, and when the actual rotation speed is lower (higher) than the target rotation speed, the feedback correction value ISC _fb is first increased (down) by P minutes, Then gradually increase (lower) by I minutes.

The rotation speed obtained by the open loop duty (the control amount ISC _dy when the feedback correction value ISC _fb = 0) is the sum of ISC _tw , ISC _et , and ISC _vb , and the target rotation speed is completely the same. If so, the feedback correction value ISC _dy becomes 0, so that feedback control is not necessary, but in reality, the correlation shifts due to clogging of the throttle chamber, variations in the idle control valve and other parts, changes over time, etc. Are doing.

By the way, as described above, the feedback correction value ISC _fb is changed by proportional- _plus- integral (PI) control,
In feedback control of the idle speed to the target speed, the ignition timing is advanced or the intake air flow rate is increased in accordance with the load to prevent the engine speed from dropping immediately after the load is applied. Some increase the generated torque by the applied load (JP-A-60-30444, JP-A-61-169).
642, etc.).

That is, in the one disclosed in Japanese Patent Laid-Open No. 60-30444, a delay timer is provided from the request to apply the external load to the actual application of the load, and the generated torque is increased and corrected during this delay timer. It is a thing. Further, the one disclosed in Japanese Patent Laid-Open No. 61-169642 discloses overload correction of the ignition timing at the moment when an external load is applied, and then gradually retards the ignition timing to an appropriate timing so that the load is applied. The torque generated at the moment is particularly increased to prevent the rotation speed from dropping.

[0010]

However, in such an idle speed control device, the former one can prevent the idle speed from instantaneously dropping when an external load is applied, but it is not practical. The rotation speed increases once before the load is applied, and the driver feels a lot of discomfort.

Further, in the latter case, in order to give a sufficient advance margin to increase the output when the load is turned on, the ignition timing at the time of normal idle operation is the ignition timing (M
However, there is a problem in that the fuel consumption during idle driving is deteriorated because the angle must be set sufficiently behind BT). Therefore, the present invention has been made in view of the above-mentioned conventional problems, and an idle rotation of an internal combustion engine in which fuel consumption and drivability during idle operation are improved while preventing engine rotation fluctuation due to application of an external load. An object is to provide a speed control device.

[0012]

Therefore, according to the invention described in claim 1, as shown in FIG. 1, in the auxiliary air passage bypassing the throttle valve provided in the intake system of the engine, the auxiliary air passage is provided. Is provided with auxiliary air flow rate control means for changing the flow passage area according to the valve opening degree, and the valve opening degree of the auxiliary air flow rate control means is feedback-controlled so that the engine rotation speed approaches the target rotation speed in a predetermined idle operation state. In an internal combustion engine idle speed control device comprising idle speed control means, an ignition timing control means for controlling an ignition timing of the engine, a load input request detection means for detecting a load input request to the engine, and an engine The load input detection means for detecting the actual load input and the size of the load for which the load request is detected by the load input request detection means
A valve opening increase correction amount setting means for setting an increase correction amount of the valve opening degree of the auxiliary air flow rate control means that matches , and a valve of the auxiliary air flow rate control means based on the increase correction amount when there is a request to apply the load. a valve opening increase correction control means for increasing correction control the opening degree, load application request by the load-on request detecting means
Ignition timing retard correction amount setting means for setting the retard correction amount so as to gradually delay the ignition timing of the engine, and when the load is requested to be input, the ignition timing is based on the retard correction amount. And an ignition timing advance correction amount for setting an advance correction amount of the ignition timing of the engine according to the actual application of the load detected by the load application detection means. It is configured to include setting means and ignition timing advance correction control means for performing advance correction control of ignition timing based on the advance correction amount when an actual load is applied.

According to the second aspect of the present invention, as shown in FIG. 2, the auxiliary air passage that bypasses the throttle valve provided in the intake system of the engine is opened in the auxiliary air passage. Equipped with auxiliary air flow rate control means that changes depending on the degree,
In an idle speed control device for an internal combustion engine, which comprises an idle speed control means for feedback controlling the valve opening of the auxiliary air flow rate control means so that the engine speed approaches a target speed in a predetermined idle operating state, Ignition timing control means for controlling the ignition timing of the engine, load application request detection means for detecting an application request of load to the engine, and load application request detection means for detecting the application request.
A valve opening increase correction amount setting means for setting an increase correction amount of the valve opening of the auxiliary air flow rate control means corresponding to the magnitude of the issued load, and when there is a request to apply the load, based on the increase correction amount A valve opening increase correction control means for increasing and controlling the valve opening of the auxiliary air flow rate control means, and to gradually delay the ignition timing of the engine when the load application request is detected by the load application request detection means. An ignition timing retard correction amount setting means for setting a retard correction amount, and an ignition timing retard correction control means for performing retard correction control of the ignition timing based on the retard correction amount when there is a load request. Ignition timing advance correction amount setting means for setting an advance correction amount of the ignition timing of the engine according to a predetermined elapsed time from the load application request detected by the load application request detection means, and predetermined from the load application request After a lapse of time, Ignition timing advance correction control means for advancing correction control of the ignition timing based on the angular correction amount, and contain.

Further, the invention according to claim 3 further comprises load applying means for applying an actual load after a predetermined time has passed from the ignition timing advance correction control by the ignition timing advance correction control means. To be done.

[0015]

According to this structure, in the invention of claim 1, the idle rotation speed control means feeds back the valve opening degree of the air flow rate control means so that the engine rotation speed approaches the target rotation speed in a predetermined idle operation state. Control. On the other hand, for example, when a request for making a load such as an automatic transmission is given to the engine, the valve opening degree is increased based on the increase correction value of the valve opening degree of the idle control valve set by the valve opening increase correction value setting means. The increase correction control means performs the increase correction control on the valve opening of the idle control valve, and the ignition timing retard correction amount setting means detects the load application request.
When the ignition timing of the engine is gradually retarded, the ignition timing retard correction control means retards the ignition timing based on the retard correction amount.

When the load application detecting means detects the actual application of the load to the engine, the ignition timing advance correction amount setting means sets the ignition timing advance correction amount of the engine set according to the actual application of the load. Based on the above, the ignition timing advance correction control means performs the ignition timing advance correction control. According to this, since the ignition timing is delayed while increasing the amount of auxiliary air from the time when the load is requested to the time when the actual load is applied, it is possible to prevent fluctuations in the engine rotation speed and to delay the delay angle during this period. By the correction, it becomes possible to make the subsequent advance angle correction range large, and the ignition timing at the time of normal idle operation can be brought close to the ignition timing at which the most torque is generated.

According to the second aspect of the present invention, for example, when a request for turning on a load such as an air conditioner is given to the engine, the valve opening degree of the auxiliary air flow rate control means set by the valve opening increase correction value setting means is set. The valve opening increase correction control means controls the valve opening of the auxiliary air flow rate control means to increase correction based on the increase correction value of The ignition timing retard correction control means retards the ignition timing based on the retard correction amount set to gradually delay the timing.

After a lapse of a predetermined time from the load application request, the ignition timing advance correction amount setting means sets the ignition timing advance correction amount of the engine set in accordance with the predetermined lapse time from the load application request. The ignition timing advance correction control means performs advance correction control on the ignition timing. According to this, the ignition timing is delayed while increasing the auxiliary air flow rate from the time when the load is requested to the time when the actual load is expected to be applied, so that the engine speed fluctuation is prevented. At the same time, the retard correction during this period allows the subsequent advance correction range to be widened, so that the ignition timing during normal idle operation can be brought close to the ignition timing at which the most torque is generated.

Moreover, this advance angle correction is not performed by the actual application of the load, and after a lapse of a predetermined time from the load application request, for example, the load application timing and the engine output increase timing due to the ignition advance operation match. By thus issuing the ignition timing advance command, the ignition timing control can be performed without making the driver feel uncomfortable, and the drivability can be improved.

Further, in the third aspect of the invention, the load applying means applies the actual load after a predetermined time from the ignition timing advance correction control by the ignition timing advance correction control means. According to this, since a predetermined time is allowed from the advance angle correction to the load application, it is possible to compensate for the delay from the advance angle correction to the actual torque increase, and it is possible to effectively prevent the engine speed from dropping. it can.

[0021]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. First, referring to FIG. 3 , a system configuration of an idle speed control device for an internal combustion engine according to the present invention will be described.
In the figure, air from an air cleaner 1 passes through an intake duct 2, a throttle valve 3 which is interposed in the intake duct 2 and works in conjunction with an accelerator pedal (not shown), and an auxiliary air passage which bypasses the throttle valve 3. 4 is sucked into the engine 8 via an auxiliary air control valve 5 as an electromagnetic type auxiliary air control means.

On the other hand, fuel is intermittently injected and supplied from a fuel injection valve 7 provided in an intake manifold 6 in synchronism with engine rotation, mixed with the intake air and sucked into a cylinder. The auxiliary air control valve 5 includes a valve opening coil and a valve closing coil. Where the CPU,
A drive pulse signal (opening control signal) from a control unit 9 containing a microcomputer including a ROM, a RAM, an A / D converter, an input / output interface and the like is inverted to each of the coils. The opening ratio of the auxiliary air control valve 5 is controlled by the duty ratio of the drive pulse signal (the energization time ratio% to the valve opening coil), and the auxiliary air control valve 5 is opened. The engine speed N at the time of idling operation is controlled via the degree.

Further, each combustion chamber of the engine 8 is provided with an ignition plug 21, which causes spark ignition at a command ignition timing from the control unit 9 to ignite and burn the air-fuel mixture. Signals from various sensors are input to the control unit 9 in order to determine the duty ratio of the drive pulse signal (the opening degree of the auxiliary air control valve 5) and to correct the ignition timing by retarding or advancing the ignition timing. It is like this.

As the various sensors, a rotational speed sensor 10 for detecting a rotational speed N of the engine by taking out a rotational signal from a crankshaft or a camshaft, is attached to a throttle valve 3, and is attached to an idle position (fully closed position) of the throttle valve 3. ), The idle switch 12 is turned on, the water temperature sensor 11 provided in the water jacket portion for detecting the cooling water temperature Tw representing the engine temperature, the shift range of the automatic transmission (AT) combined with the engine is from the neutral (N range) A shift position sensor 13 that is turned on when switching to the drive (D range), an air conditioner switch 14 that is turned on when an engine-driven compressor for an air conditioner is on, and the like are provided.

Further, as various sensors, an air flow meter 15 as a hot wire type air flow rate sensor is provided in the intake duct 2 and outputs a signal corresponding to the intake air flow rate Qa of the engine 8. The air conditioner switch 1
4 functions as a load application request detecting means, and when the operation of the air conditioner switch 14 is switched from OFF to ON, it is determined that the load application request is made. Here, a load increase request for the air conditioner controller to autonomously increase the load of the air conditioner compressor is also referred to as a load input request.

Also, the shift position sensor 13 is a hydraulic pressure detection type sensor that functions as a load input request detecting means and detects an actual shift position. The shift position is set to the neutral N or parking P range. Shift position sensor 1
Reference numeral 3 outputs an OFF signal, and outputs an ON signal in the drive D, third speed, second speed, or first speed range. Then, the output of the shift position sensor 13 changes from OFF to O.
When it is switched to N, it is determined that the load input request is made.

[0027] Incidentally, the control unit 9 in this embodiment, as shown in the flowchart of FIGS. 4 to 13 shown below, the idle speed control means, the ignition timing control means, the valve opening increase correction amount setting means, the valve A function as an opening increase correction control means, an ignition timing retard correction amount setting means, an ignition timing retard correction control means, an ignition timing advance correction amount setting means, and an ignition timing advance correction control means is provided by software. There is.

Next, based on the flowchart of FIG. 4 , I
The SC main routine will be described. This main routine is, as a subroutine, a basic operation amount setting routine (step 1 (hereinafter referred to as "S1"), a feedback amount calculation routine (S2), and a correction amount calculation routine (S).
3), a command value calculation routine (S4).

Then, the auxiliary air valve opening command value (INS_
AACV), the ignition timing command value (INS_ADV) and the fuel injection amount command value (INS_FUEL), as shown in FIG. 7, is indicated in the basic operation amount, the feedback amount and the correction amount function (G1, G2, G3) (S41). This G
A limiter function and the like are included in 1, G2 and G3.
The calculation of the command value and the command are performed in synchronization with the rotation of the engine or in synchronization with time.

[0030] The basic operation value setting routine will be described with reference to the flowchart of FIG. First, the basic ignition timing (BASE_ADV) and the basic auxiliary air control valve opening (BASE_AACV) during idle operation are set in advance in accordance with the cooling water temperature Tw of the engine, the engine load, etc. This is performed by searching the map table stored in the memory of (S11).

[0031] Next, the feedback amount calculation routine will be described with reference to the flowchart of FIG. That is,
Regarding the feedback amount of the auxiliary air control valve opening degree and the ignition timing at the time of idle operation, for example, the deviation (e = ne_rpm-Ne) between the target engine speed (ne_rpm) and the actual engine speed (Ne) is calculated. (S21 to S2
3). Then, the feedback amounts (FB_AACV) and (FB_ADV) are calculated according to the deviation (e) (S2).
4).

Then, the value of the feedback amount (FB_AACV) of the opening degree of the auxiliary air control valve is changed by proportional-plus-integral (PI) control for stable control. Regarding the feedback amount (FB_ADV) of the ignition timing, the value of the feedback amount (FB_ADV) is changed by proportional (P) control. Regarding the feedback amount (FB_FUEL) of the fuel injection amount, the O ₂ sensor output (O ₂ ou) so that the exhaust gas is purified by the catalyst.
t), the air flow meter output (Qaout), and the actual engine speed (Ne) (S24).

Next, the correction amount calculation routine is shown in FIG.
A description will be given based on the following flowchart and time chart. The calculation of the correction amount is performed in synchronization with the rotation of the engine or in synchronization with time. First, regarding the correction amount calculation routine according to the embodiment, when the range of the automatic transmission (AT) as the external load is switched from neutral (N range) to drive (D range), the flowchart of FIG. 8 and FIG. A description will be given based on the time chart.

First, in S311, whether or not a load application request is detected, that is, the shift position of the automatic transmission (AT) is operated from the N range to the D range, whereby the shift position sensor 13
It is determined whether or not the signal detected from has switched from OFF to ON. Then, if it is switched from OFF to ON, in S312, the timer incorporated in the control unit 9 starts measuring the elapsed time t3 after the detection of the load application request.

At the same time, in S313, the air flow rate of the auxiliary air control valve 5 is set to a predetermined amount (AA) corresponding to the size of the load.
C_AT) The ignition timing is
The ignition timing correction amount (FF3_ADV) is set to a predetermined amount (F5) so that the engine rotation speed Ne remains near the target rotation speed.
[T3]), and retard correction is performed. At this time, the ignition timing is corrected to be retarded from the basic ignition timing so that the auxiliary air control valve opening becomes larger than the basic opening.

Next, in S314, immediately after the shift position sensor 13 detects the D range shift (t4
), The ignition timing is set to a predetermined amount (F6 [t3, t4
]) Correct the lead angle. Then, thereafter, the ignition timing is returned to the set ignition timing so that the engine rotation speed does not deviate from the target rotation speed (F6 [t3, t4]).

The ignition timing retarding waveform (F5 [t3]) and the ignition timing advancing waveform (F6 [t3, t4]) are the characteristics of the engine (the response of the engine rotation speed to the ignition timing or the supply air amount). The feedback control logic should be determined according to the size and shape of the load, but for example, as shown in FIG. 9, correction is performed using a triangular waveform. That is, from the time point A appearing as a change in the torque generated by the engine from the operation of the auxiliary air valve, the retard angle is constant and the retard angle is compensated (B). Corner compensation (D).

In the above operation flow, S311
Is a load application request detection means, S313 is a valve opening increase correction amount setting means and ignition timing retard correction amount setting means, and S314 is a load application detection means.
Respectively function as ignition timing advance correction amount setting means. According to this, since the ignition timing is delayed while the amount of auxiliary air is increased from the load request until the actual load is applied, fluctuations in the engine speed can be prevented. Then, by performing the retard correction during this period, it is possible to increase the subsequent advance correction range, so that the ignition timing at the time of normal idle operation can be brought close to the ignition timing at which the most torque is generated.

Next, regarding the correction amount calculation routine of another embodiment, the case where the air conditioner switch 14 of the air conditioner compressor is switched from OFF to ON as an external load will be explained based on the flowchart of FIG. 10 and the time chart of FIG. To do. Here, it is assumed that the air conditioner switch 14 is switched from OFF to ON, and the air conditioner compressor is added as a load of the engine after a predetermined delay (Td) time from the detection of the load application request.

First, in S301, it is determined whether or not a load application request is detected, that is, whether or not the air conditioner switch 14 of the air conditioner compressor is switched from OFF to ON. And if it is switched from OFF to ON,
In S302, the timer built in the control unit 9 starts measuring the elapsed time t1 after the detection of the load application request.

Then, at the same time when the load input request is detected, S30
In step 3, in accordance with a command from the control unit 9, the auxiliary air control valve opening correction amount (FF1_AAC) is set so that the air flow rate of the auxiliary air control valve 5 becomes a predetermined amount corresponding to the magnitude of the load.
V) is set to a predetermined amount (AACV_AC), and an operation to increase the amount is performed, and the ignition timing is set so that the engine rotation speed Ne is
Ignition timing correction amount (F
F1_ADV) is set to a predetermined amount (F1 [t1]), and retard correction is performed. At this time, the ignition timing is corrected to the retard side of the basic ignition timing (MBT) so that the opening degree of the auxiliary air control valve 5 becomes larger than the basic opening degree.

Next, in S304, it is determined whether or not the elapsed time t1 after detection of the load application request, which has started the measurement in S302, exceeds a predetermined time T1. Then, the predetermined time T
When it reaches 1, the ignition timing is set to a predetermined amount (F2 [t
1]) Advance angle command. Here, as shown in FIG. 11, the predetermined time T1 is the time from the delay (Td) time to the appearance of a change in the torque generated by the engine due to the ignition timing advance command, that is, the ignition timing operation delay (ADV_DE).
It is set to the time less LAY). That is, the ignition timing advance command is issued so that the load application timing of the air conditioner compressor and the engine output increase timing due to the ignition advance operation match. However, it is not necessary that the two timings are exactly the same, and it is sufficient that they are sufficiently close. The load response is improved by bringing these two timings close enough. Then, thereafter, the ignition timing is returned to the set ignition timing so that the engine rotation speed does not deviate from the target rotation speed (F2 [t1]).

The ignition timing retarding waveform (F1 [t1]) and the ignition timing advancing waveform (F2 [t1]) are characteristic of the engine (responsiveness of the engine speed to the ignition timing or the supply air amount) and feedback control. Although it should be determined according to the size and shape of the logic and load, for example, as shown in FIG. 11, correction is performed using a triangular waveform. That is, from the time point A when the torque generated by the engine changes due to the operation of the auxiliary air valve, the retard angle is constant and the retard angle is compensated (B). Compensate (D).

In the above operation flow, S301
S303 is a load opening request detection means, and S303 is a valve opening increase correction control means and an ignition timing retard correction control means.
305 respectively have a function as ignition timing advance correction control means. According to this, the ignition timing is delayed while increasing the amount of auxiliary air from the load application request to the time when it is expected that the actual load will be applied. In addition to being able to prevent it, it is possible to widen the advance angle correction range by performing the retard correction during this period, so that the ignition timing during normal idle operation can be brought close to the ignition timing at which the most torque is generated. it can.

Moreover, this advance angle correction is not performed by the actual application of the load, and after a lapse of a predetermined time from the load application request, for example, the load application timing and the engine output increase timing due to the ignition advance operation coincide. By thus issuing the ignition timing advance command, the ignition timing control can be performed without making the driver feel uncomfortable, and the drivability can be improved.

Next, a correction amount calculation routine of another embodiment will be described with reference to the flowchart of FIG. 12 and the time chart of FIG. This is basically the same as in FIG.
0 and the same as those shown in FIG. 11, except that the air conditioner load is turned on after a predetermined time from the advance angle correction.
Therefore, common configurations are given the same reference numerals and description thereof is omitted.

That is, if the air conditioner switch 14 of the air conditioner compressor is switched from OFF to ON in S301, the elapsed time t2 after the load application request is detected is started by the timer built in the control unit 9 in S302. To do. Then, at the same time when the load input request is detected, S
At 303, in accordance with a command from the control unit 9, the correction amount of the auxiliary air control valve opening (FF2_A) is set so that the air flow rate of the auxiliary air control valve 5 becomes a predetermined amount corresponding to the size of the load.
ACV) is set to a predetermined amount (AACV_AC), and the operation is performed to increase the amount, and the ignition timing is set to the engine rotation speed Ne.
However, the ignition timing correction amount (FF2_ADV) is set to a predetermined amount (F3 [t2]) so as to remain near the target rotation speed, and the retard angle is corrected.

Next, in S304, it is determined whether or not the elapsed time t2 after detection of the load application request, which has started the measurement in S302, exceeds a predetermined time T2. Then, the predetermined time T
When it reaches 2, the ignition timing is set to a predetermined amount (F4 [t
2)) Advance command. Further, in S307, the above S30
Elapsed time t2 after detection of the load input request that started measurement in 2
Determines whether the time exceeds a predetermined time T3. Then, when the predetermined time T3 is reached, an air-conditioner load closing command is issued in S308.

As shown in FIG. 13, the predetermined time T2 is the time from the delay (Td) time to the time when the engine generated torque changes due to the ignition timing advance command, that is, the ignition timing operation. It is set to the time less the delay (ADV_DELAY). Further, the predetermined time T3 means the delay of load application (LOA) from the delay (Td) time.
D_DELAY: It is set to a time obtained by subtracting the time from the load application command until the load is actually applied). That is, the ignition timing advance command and the load application command are issued so that the load input timing of the air conditioner compressor and the engine output increase timing due to the ignition advance operation match. However, it is not necessary that the two timings are exactly the same, and it is sufficient that they are sufficiently close. The load response is improved by bringing these two timings close enough. Then, thereafter, the ignition timing is returned to the set ignition timing so that the engine rotation speed does not deviate from the target rotation speed (F4 [t2]).

The setting of the ignition timing retarding waveform (F3 [t2]) and the ignition timing advancing waveform (F4 [t2]) is the same as in the above embodiment. Also, delay (Td)
The time may be set to a time sufficient for the air conditioner operator to feel no discomfort or inconvenience and to retard the ignition timing by the amount of the load.

In the above operation flow, S301 is
S303 is a load opening request detection means, and S303 is a valve opening increase correction control means and an ignition timing retard correction control means.
Reference numeral 305 denotes S308 as ignition timing advance correction control means.
Respectively perform the function as load inputting means. According to this, in addition to the effect of the embodiment of FIG. 10, a predetermined time is allowed from the advance angle correction to the load application, so that it is possible to compensate for the delay from the advance angle correction to the actual torque increase. It is possible to effectively prevent a decrease in rotation speed.

[0052]

As described in the foregoing, according to the invention of claim 1, when there is on request of the load, by the valve opening increase correction amount setting means, set to meet the turned the load being The valve opening increase correction control means for increasing and controlling the valve opening degree of the auxiliary air flow rate control means on the basis of the increased increase correction amount, and the ignition timing retard correction amount setting means for setting the load input request. Ignition timing retard correction control means for performing retard correction control of the ignition timing based on the retard correction amount, and when an actual load is applied, ignition is performed based on the advance correction amount set by the ignition timing advance correction amount setting means. Ignition timing advance correction control means for performing advance correction control of the timing, and is configured to delay the ignition timing while increasing the amount of auxiliary air from the time when the load is requested to the time when the actual load is applied. Therefore, it is possible to prevent fluctuations in engine speed. Rutotomoni by during which the retard correction, because that a large subsequent advance correction width becomes possible, can be brought close to the most occurrence of torque ignition timing of the ignition timing in normal idling operation.

[0053] According to the invention of claim 2, when there is on request of the load, the valve opening increase correction amount setting means,
When there is a load opening request, there is a valve opening increase correction control means for increasing and correcting the valve opening of the auxiliary air flow rate control means based on the increased correction amount set to correspond to the magnitude of the load to be applied , Ignition timing retard correction control means for performing retard correction control of the ignition timing based on the retard correction amount set by the ignition timing retard correction amount setting means, and ignition timing advance correction after a lapse of a predetermined time from a load request. Since the ignition timing advance correction control means for performing advance correction control of the ignition timing on the basis of the advance correction amount set by the amount setting means is provided, the same effect as that of the above-described invention is achieved, and the advance correction is actually performed. The ignition timing advance command is issued after a predetermined time has elapsed from the load application request, for example, so that the load application timing coincides with the engine output increase timing due to the ignition advance operation. Ri, it is possible to perform the ignition timing control without giving a sense of discomfort in the operation state to the driver, more than
And Tsu, it is possible to improve the drivability.

Further, according to the invention of claim 3, since the load applying means for applying the actual load is provided after a predetermined time from the ignition timing advance correction control by the ignition timing advance correction control means, the advance angle is provided. By allowing a predetermined time from the correction to the load application, it is possible to compensate for the delay from the advance angle correction to the actual torque increase, and it is possible to effectively prevent the engine speed from falling.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of the present invention.

FIG. 2 is a block diagram showing the configuration of the present invention.

FIG. 3 is a system diagram showing an overall configuration of the present invention.

FIG. 4 is a flowchart showing an ISC main routine.

FIG. 5 is a flowchart showing a basic manipulated variable setting routine.

FIG. 6 is a flowchart showing a feedback amount calculation routine.

FIG. 7 is a flowchart showing a command value calculation routine.

FIG. 8 is a flowchart showing a correction amount calculation routine according to an embodiment of the present invention.

FIG. 9 is the time chart of FIG.

FIG. 10 is a flowchart showing a correction amount calculation routine according to another embodiment of the present invention.

FIG. 11 is a time chart of FIG.

FIG. 12 is a flowchart showing a correction amount calculation routine according to another embodiment of the present invention.

FIG. 13 is a time chart of FIG.

[Explanation of symbols]

1 air cleaner 2 intake duct 3 Throttle valve 4 Auxiliary air passage 5 Auxiliary air control valve 6 intake manifold 7 Fuel injection valve 8 institutions 9 Control unit 10 Rotation speed sensor 11 Water temperature sensor 12 Idle switch 13 Shift position sensor 14 air conditioner switch 15 Air flow meter 21 Spark plug

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI F02D 45/00 312 F02D 45/00 312L F02P 5/15 F02P 5/15 E (56) References JP-A-5-10191 (JP , A) JP 61-25550 (JP, A) JP 4-50449 (JP, A) JP 64-15441 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB) Name) F02D 41/16 F02D 41/08 315 F02D 43/00 301 F02F 5/15

Claims (3)

(57) [Claims] 1. An auxiliary air flow rate control means for changing a flow passage area of the auxiliary air passage according to a valve opening degree is provided in an auxiliary air passage bypassing a throttle valve provided in an intake system of an engine, and a predetermined idle is provided. In an idle speed control device for an internal combustion engine, which comprises an idle speed control means for feedback-controlling the valve opening of the auxiliary air flow rate control means so that the engine speed approaches the target speed in an operating state, and ignition timing control means for controlling the timing, and the load on request detecting means for detecting the on request of load on the engine, a load on detection means for detecting the insertion of the actual load on the engine, turned on by the load-on request detecting means Request detected
A valve opening increase correction amount setting means for setting an increase correction amount of the valve opening of the auxiliary air flow rate control means corresponding to the magnitude of the load , and when the load is requested to be supplied, the auxiliary air flow is based on the increase correction amount. A load opening request is detected by the valve opening increase correction control means for increasing and controlling the valve opening of the flow rate control means and the load application request detection means.
Ignition timing retard correction amount setting means for setting the retard correction amount so as to gradually delay the ignition timing of the engine, and when the load is requested, the ignition timing is retarded based on the retard correction amount. Ignition timing retard correction control means for controlling the angle correction, and ignition timing advance correction amount setting means for setting the ignition timing advance correction amount of the engine according to the actual application of the load detected by the load application detection means. And an ignition timing advance correction control means for performing advance correction control of the ignition timing on the basis of the advance correction amount when an actual load is applied, and an idle rotation of an internal combustion engine. Speed control device. 2. An auxiliary air flow rate control means for changing a flow passage area of the auxiliary air passage according to a valve opening degree is provided in an auxiliary air passage bypassing a throttle valve provided in an intake system of an engine, and a predetermined idle is provided. In an idle speed control device for an internal combustion engine, which comprises an idle speed control means for feedback-controlling the valve opening of the auxiliary air flow rate control means so that the engine speed approaches the target speed in an operating state, The ignition timing control means for controlling the timing, the load closing request detecting means for detecting a load closing request for the engine, and the load closing request detecting means have detected the closing request.
A valve opening increase correction amount setting means for setting an increase correction amount of the valve opening of the auxiliary air flow rate control means corresponding to the magnitude of the load , and when the load is requested to be supplied, the auxiliary air flow is based on the increase correction amount. A load opening request is detected by the valve opening increase correction control means for increasing and controlling the valve opening of the flow rate control means and the load application request detection means.
Ignition timing retard correction amount setting means for setting the retard correction amount so as to gradually delay the ignition timing of the engine, and when the load is requested, the ignition timing is retarded based on the retard correction amount. Ignition timing retard correction control means for performing angle correction control, and ignition timing advance angle for setting an advance correction amount of the ignition timing of the engine according to a predetermined elapsed time from the load application request detected by the load application request detection means Correction amount setting means, and ignition timing advance correction control means for performing advance correction control of ignition timing based on the advance correction amount after a lapse of a predetermined time from the load application request. And an idle speed control device for an internal combustion engine. 3. A load application means for applying an actual load after a predetermined time from the ignition timing advance correction control by the ignition timing advance correction control means. An idle speed control device for an internal combustion engine as described above.