JP3612286B2 - Engine ISC valve control method - Google Patents

Description

図１０はエアコンスイッチ８９のＯＮ→ＯＦＦ時に割込み実行するルーチンで、まず、Ｓ８０１でクローズド／オープンループ制御判別フラグＦＬＡＧＣＬの値を参照し、ＦＬＡＧＣＬ＝１（クローズドループ制御中）の場合Ｓ８０２へ進み、ＦＬＡＧＣＬ＝０（オープンループ制御中）の場合、そのままルーチンを抜ける。
【０１４３】
Ｓ８０２へ進むとＲＡＭ５０の所定アドレスに格納されているフィードバック制御値ＭＩＳＣＩ（エアコンスイッチ８９がＯＦＦ→ＯＮ時の値）、を読出し、Ｓ８０３で現在のクローズドループ補正Ｉ分ＩＳＣＩ を読出し、ＲＡＭ５０の所定のアドレスに現在のフィードバック制御値ＬＩＳＣＩ として格納する（ＬＩＳＣＩ ←ＩＳＣＩ ）。
【０１４４】
そして、Ｓ８０４へ進み、バックアップＲＡＭ５０ａの所定アドレスに格納されているエアコン補正学習値ＭＡＣＤＴＹを次式から求めた値で更新し、ルーチンを抜ける。
【０１４５】
ＭＡＣＤＴＹ←ＭＡＣＤＴＹ＋［（ＬＩＳＣＩ −ＭＩＳＣＩ）×ＫＡＣＯＮ］
以上のように、エアコンＯＮ時、クローズドループ制御中の場合、そのときのフィードバック制御値ＭＩＳＣＩとその後同一条件（クローズドループ制御中、かつ、エアコンスイッチ８９がＯＮの状態）が設定時間ＴＡＣＬＲＮ継続した時のフィードバック制御値ＬＩＳＣＩとの差に基づきエアコン補正学習値ＭＡＣＤＴＹを設定し、前述のエアコン補正値設定サブルーチンにおいてＰ，Ｎレンジにおけるエアコン補正値ＩＳＣＡＣを設定する際に、エアコン定常補正値ＩＳＣＡＣＳとしてエアコン補正学習値ＭＡＣＤＴＹを用いることでＩＳＣバルブ１３の経年劣化などを補償し、エアコンＯＮ時において所定のアイドルアップを常に行うことができる。なお、走行レンジ時においてはエンジン負荷がＮ，Ｐレンジに較べて相対的に大きくなるためＩＳＣバルブ１３の劣化の影響は少なく、したがって、学習補正値を用いる必要はない。
【０１４６】
また、エアコンスイッチ８９がＯＦＦ→ＯＮ時の割込みのみならず、ＯＮ→ＯＦＦ時の割込みをも実行することで、その後に上記エアコンスイッチ８９がＯＦＦ→ＯＮ時に実行する割込みルーチンで設定するエアコン補正学習値ＭＡＣＤＴＹと前回のＯＦＦ→ＯＮ時に設定したエアコン補正学習値ＭＡＣＤＴＹとの間のずれを補償することができる。
【０１４７】
（ＡＴ車走行レンジ補正値設定サブルーチン）
図１１，図１２は５１．２ｍｓｅｃ毎に割込み実行される補正値設定ルーチンにおいて実行（Ｓ２０２参照）されるＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳ設定のサブルーチンである。
【０１４８】
まず、Ｓ９０１で前述したエアコン補正値設定サブルーチンで設定される走行レンジ判別フラグＦＬＡＧＡＴの値を参照し、ＦＬＡＧＡＴ＝１（走行レンジ）の場合Ｓ９０２へ進み、ＦＬＡＧＡＴ＝０（Ｐ，Ｎレンジ）の場合Ｓ９０３へ進む。Ｓ９０２へ進むと、後述するＳ９１３で設定するＰ，Ｎレンジから走行レンジへシフトした際の遅れ時間ＩＳＣＡＴ１［ｓｅｃ］に相当する走行レンジ移行判別カウント値ＣＯＵＮＴＡＴ１（ダウンカウンタ）の値を参照し、ＣＯＵＮＴＡＴ１＝０の場合Ｓ９０４へ進む。さらに、ＣＯＵＮＴＡＴ１≠０の場合Ｓ９０５へ進み、走行レンジ移行判別カウント値ＣＯＵＮＴＡＴ１をカウントダウンして（ＣＯＵＮＴＡＴ１←ＣＯＵＮＴＡＴ１−１）Ｓ９０８へ進む。
【０１４９】
また、上記Ｓ９０２で走行レンジ状態（ニュートラルスイッチ５９、パーキングスイッチ６０が共にＯＦＦ）が遅れ時間ＩＳＣＡＴ１以上継続した（ＣＯＵＮＴＡＴ１＝０）と判断してＳ９０４へ進むと、ＲＡＭ５０の所定アドレスに格納されているＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳと設定値ＤＲＧＤＴＹとを比較し、ＩＳＣＡＴＤＳ≧ＤＲＧＤＴＹの場合、Ｓ９０６へ進み上記ＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳを上記設定値ＤＲＧＤＴＹで設定して（ＩＳＣＡＴＤＳ←ＤＲＧＤＴＹ）、Ｓ９０８へ進む。また、ＩＳＣＡＴＤＳ＜ＤＲＧＤＴＹの場合、Ｓ９０７へ進み上記ＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳに小量設定値ＤＬＴＡＴ１（但し、ＤＬＴＡＴ１＜ＤＲＧＤＴＹ）を加算した値で上記ＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳを更新して（ＩＳＣＡＴＤＳ←ＩＳＣＡＴＤＳ＋ＤＬＴＡＴ１）、Ｓ９０８へ進む。
【０１５０】
そして、Ｓ９０５，Ｓ９０６、あるいは、Ｓ９０７からＳ９０８へ進むと走行レンジからＮ，Ｐレンジへシフトした際の遅れ時間ＩＳＣＡＴ２ ［ｓｅｃ］に相当する設定値ＣＯＵＮＴＩＳＣＡＴ２でＮ，Ｐレンジ移行判別カウント値ＣＯＵＮＴＡＴ２（ダウンカウンタ）をセットして（ＣＯＵＮＴＡＴ２←ＣＯＵＮＴＩＳＣＡＴ２）、ルーチンを抜ける。
【０１５１】
一方、Ｓ９０１でＮ，Ｐレンジ（ＦＬＡＧＡＴ＝０）と判断されてＳ９０３へ進むと、Ｎ，Ｐレンジ移行判別カウント値ＣＯＵＮＴＡＴ２ の値を参照し、ＣＯＵＮＴＡＴ２≠０の場合Ｓ９０９へ進み、上記カウント値ＣＯＵＮＴＡＴ２をカウントダウンして（ＣＯＵＮＴＡＴ２←ＣＯＵＮＴＡＴ２−１）、Ｓ９１３へ進む。
【０１５２】
また、上記Ｓ９０３でＣＯＵＮＴＡＴ２＝０と判断されてＳ９１０へ進むと、上記ＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳが０以下かを判断し、ＩＳＣＡＴＤＳ＞０の場合Ｓ９１１へ進みＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳ小量から設定値ＤＬＴＡＴ２を減算した値で上記ＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳを設定して（ＩＳＣＡＴＤＳ←ＩＳＣＡＴＤＳ−ＤＬＴＡＴ２）、Ｓ９１３へ進む。また、ＩＳＣＡＴＤＳ≦０の場合Ｓ９１２へ進み上記ＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳを０［％］に設定（ＩＳＣＡＴＤＳ←０）して、Ｓ９１３へ進む。
【０１５３】
そして、Ｓ９０９，Ｓ９１１、あるいは、Ｓ９１２からＳ９１３へ進むと、Ｎ，Ｐレンジから走行レンジへシフトした際の遅れ時間ＩＳＣＡＴ１［ｓｅｃ ］に相当するカウント値ＣＯＵＮＴＩＳＣＡＴ１で走行レンジ移行判別カウント値ＣＯＵＮＴＡＴ１をセットした後（ＣＯＵＮＴＡＴ１←ＣＯＵＮＴＩＳＣＡＴ１）、ルーチンを抜ける。
【０１５４】
上記ＡＴ車走行レンジ補正値設定の代表例を図３０のタイムチャートに従って説明する。
【０１５５】
Ｎ，Ｐレンジ（ＦＬＡＧＡＴ＝０）から走行レンジ（ＦＬＡＧＡＴ＝１）にシフトすると（経過時間ｔ１ ）、所定遅れ時間ＩＳＣＡＴ１［ｓｅｃ］の計時が開始され、この遅れ時間ＩＳＣＡＴ１［ｓｅｃ］経過後、演算サイクルごとに小量の設定値ＤＬＴＡＴ１［％］を加算し（ＩＳＣＡＴＤＳ←ＩＳＣＡＴＤＳ＋ＤＬＴＡＴ１）、ＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳ［％］が設定値ＤＲＧＤＴＹ［％］に達したら（経過時間ｔ２ ）、上記ＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳ［％］を上記設定値ＤＲＧＤＴＹ［％］で固定する（経過時間ｔ２ 〜ｔ３ ）。
【０１５６】
Ｎ，Ｐレンジから走行レンジへシフトした際、微小の遅れ時間をもってエンジンに負荷がかかるため、ただちにＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳを０→設定値ＤＲＧＤＴＹ［％］に設定すると図（ｃ）の破線で示すようにエンジン回転数ＮＥ が一時的に上昇してフィーリングが悪化する。
【０１５７】
また、ＡＴ車走行レンジ補正を行わないとＮ，Ｐレンジから走行レンジにシフトしたとき急激にエンジン負荷がかかり、図（ｃ）の二点鎖線で示すようにエンジン回転数が低下してしまい、クローズドループ補正Ｉ分ＩＳＣ_Ｉによってエンジン回転数が収束するまでに時間がかかってしまう。
【０１５８】
従って、走行レンジにシフトした際、エンジン負荷の伝達遅れ時間に相当する所定遅れ時間ＩＳＣＡＴ１ 経過後に、ＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳを設定値ＤＲＧＤＴＹに達するまで徐々に増加させてＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳを用いて設定されるデューティ比ＩＳＣＯＮを徐々に増加し、ＩＳＣバルブ１３により空気量を徐々に増加させることで、エンジン回転数変動が防止され、フィーリングが向上する。
【０１５９】
一方、走行レンジ（ＦＬＡＧＡＴ＝１）からＮ，Ｐレンジ（ＦＬＡＧＡＴ＝０）にシフトすると（経過時間ｔ３ ）、所定遅れ時間ＩＳＣＡＴ２［ｓｅｃ］の計時が開始され、この遅れ時間ＩＳＣＡＴ２［ｓｅｃ］経過後、ＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳを演算サイクルごとに小量の設定値ＤＬＴＡＴ２［％］で０になるまで減算する（ＩＳＣＡＴＤＳ←ＩＳＣＡＴＤＳ−ＤＬＴＡＴ２、経過時間ｔ４ ）。
【０１６０】
走行レンジからＮ，Ｐレンジへシフトした際、微小の遅れ時間をもってエンジン負荷が急減するため、直ちにＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳを０にすると、変速機側のエンジンへの負荷が完全にはなくなっていないので、図（ｃ）の破線で示すようにエンジン回転数が一時的に低下しフィーリングが悪化する。
【０１６１】
また、ＡＴ車走行レンジ補正を行わないと走行レンジからＮ，Ｐレンジへシフトした際、急激にエンジン負荷が減少するため頭（ｃ）の二点鎖線で示すようにエンジン回転数の吹上りを生じフィーリングが悪くなる。
【０１６２】
従って、Ｎ，Ｐレンジへシフトした際、所定遅れ時間ＩＳＣＡＴ２経過後に、ＡＴ車走行レンジ補正値ＩＳＣＡＴＤＳを０［％］になるまで徐々に減少させてデューティ比ＩＳＣＯＮを徐々に減じ、ＩＳＣバルブ１３により空気量を徐々に減少させることで、このときのエンジン回転数変動を防止し、フィーリングを向上する。
（加減速補正設定サブルーチン）
図１３，図１４は５１．２ｍｓｅｃ毎に割込み実行される補正値設定ルーチンにおいて実行（Ｓ２０３参照）される加減速補正ＤＳＨＰＴ設定のサブルーチンである。
【０１６３】
まず、Ｓ１００１ でアイドルスイッチ１２ｂがＯＦＦかを判断し、ＯＦＦ（スロットルバルブ１１ｄ，１１ｅが開）の場合Ｓ１００２ へ進み、ＯＮ（スロットルバルブ１１ｄ，１１ｅが全閉）の場合Ｓ１００３ へ進む。
【０１６４】
Ｓ１００２ へ進むと走行レンジ判別フラグＦＬＡＧＡＴの値を参照し、ＦＬＡＧＡＴ＝０（Ｎ，Ｐレンジ）の場合Ｓ１００４ へ進み、ＦＬＡＧＡＴ＝１（走行レンジ）の場合Ｓ１００５ へ進む。
【０１６５】
Ｓ１００４ へ進むとスロットル開度センサ１２ａで検出したスロットル開度ＴＨＶに基づきＲＯＭ４９の一連のアドレスに格納されているＮ，Ｐレンジ用加減速補正テーブルＴＤＡＳＨＮを補間計算付きで参照して加減速補正ＤＳＨＰＴ［％］を設定した後Ｓ１００６ へ進む。
【０１６６】
また、Ｓ１００２ からＳ１００５ へ進むと上記スロットル開度ＴＨＶに基づきＲＯＭ４９の一連のアドレスに格納されている走行レンジ用加減速補正テーブルＴＤＡＳＨＤを補間計算付きで参照して加減速補正ＤＳＨＰＴ［％］を設定した後Ｓ１００６ へ進む。
【０１６７】
セレクトレバーがＮレンジあるいはＰレンジにシフトされている状態ではエンジンに負荷がかかっておらず、スロットルバルブ１１ｄ，１１ｅが開となる場合はレーシング、空吹かしなどの状態であり、スロットル開度変化に応じるエンジン回転数ＮＥの変化が走行レンジのときよりも大きい。
【０１６８】
したがって、Ｎ，Ｐレンジ用加減速補正テーブルＴＤＡＳＨＮの各領域に格納されているスロットル開度ＴＨＶに対応する加減速補正ＤＳＨＰＴは、走行レンジ時に採用する走行レンジ用加減速補正テーブルＴＤＡＳＨＤに格納されている加減速補正ＤＳＨＰＴに比し大きな値に設定されており、これにより、エンジン負荷に応じた制御性を得ることができる。
【０１６９】
そして、Ｓ１００４ あるいはＳ１００５ からＳ１００６ へ進むと上記加減速補正ＤＳＨＰＴでＲＡＭ５０の所定アドレスに格納されている今回の加減速補正（ＤＳＨＰＴ）ＮＥＷ を設定する（（ＤＳＨＰＴ）ＮＥＷ←ＤＳＨＰＴ）。
【０１７０】
その後、Ｓ１００７ へ進むと、上記今回の加減速補正（ＤＳＨＰＴ）ＮＥＷと、前回のルーチンで設定した加減速補正（ＤＳＨＰＴ）ＯＬＤとを比較し、（ＤＳＨＰＴ）ＮＥＷ＜（ＤＳＨＰＴ）ＯＬＤ（スロットル開度減少）の場合Ｓ１００８ へ進み、（ＤＳＨＰＴ）ＮＥＷ≧（ＤＳＨＰＴ）ＯＬＤ（スロットル開度増加あるいは変化なし）の場合Ｓ１０３０ へジャンプする。
【０１７１】
Ｓ１００８ へ進むと走行レンジ判別フラグＦＬＡＧＡＴの値を参照し、ＦＬＡＧＡＴ＝０（Ｎ，Ｐレンジ）の場合Ｓ１００９ へ進み、ＦＬＡＧＡＴ＝１（走行レンジ）の場合Ｓ１０１０ へ進む。
【０１７２】
Ｓ１００９ へ進むと設定値ＤＤＡＳＨＮで減量値ＤＤＡＳＨ［％］を設定して（ＤＤＡＳＨ←ＤＤＡＳＨＮ）、Ｓ１０１１ へ進む。また、Ｓ１０１０ へ進むと設定値ＤＤＡＳＨＤ（但し、ＤＤＡＳＨＮ＞ＤＤＡＳＨＤ）で減量値ＤＤＡＳＨ［％］を設定して（ＤＤＡＳＨ←ＤＤＡＳＨＤ）、Ｓ１０１１ へ進む。
【０１７３】
なお、スロットル開度減少時のエンジン回転数落ちは走行レンジの際よりも無負荷状態であるＮ，Ｐレンジの方が敏速であるため、（ＤＳＨＰＴ）ＮＥＷ＜（ＤＳＨＰＴ）ＯＬＤのときの加減速補正値ＤＳＨＰＴの減量値ＤＤＡＳＨをＮ，Ｐレンジのときには走行レンジに比し大きく設定している。
【０１７４】
そして、Ｓ１０１１ へ進むと前回の加減速補正（ＤＳＨＰＴ）ＯＬＤから上記減量値ＤＤＡＳＨを減算した値で加減速補正値ＤＳＨＰＴを設定する（ＤＳＨＰＴ←（ＤＳＨＰＴ）ＯＬＤ−ＤＤＡＳＨ）。
【０１７５】
一方、上記Ｓ１００１ でアイドルスイッチ１２ｂがＯＮのスロットル全閉状態と判断されてＳ１００３ へ進むと、走行レンジ判別フラグＦＬＡＧＡＴの値を参照し、ＦＬＡＧＡＴ＝０（Ｎ，Ｐレンジ）の場合Ｓ１０１２ へ進み、ＦＬＡＧＡＴ＝１（走行レンジ）の場合Ｓ１０１３ へ進む。
【０１７６】
Ｓ１０１２ へ進むと設定値ＮＤＡＳＨＮ［％］でオフセット値ＮＤＡＳＨを設定し（ＮＤＡＳＨ←ＮＤＡＳＨＮ）、また、Ｓ１０１３ へ進むと設定値ＮＤＡＳＨＤ（但し、ＮＤＡＳＨＮ＞ＮＤＡＳＨＤ）［％］でオフセット値ＮＤＡＳＨを設定し（ＮＤＡＳＨ←ＮＤＡＳＨＤ）、その後、それぞれＳ１０１４ へ進む。
【０１７７】
そして、Ｓ１０１４ へ進むとエンジン回転数ＮＥとアイドル目標回転数ＮＳＥＴに上記オフセット値ＮＤＡＳＨを加算した値とを比較し、ＮＥ≧ＮＳＥＴ＋ＮＤＡＳＨの場合Ｓ１０１５ へ進み、ＮＥ＜ＮＳＥＴ＋ＮＤＡＳＨの場合Ｓ１０１６ へ進む。
【０１７８】
Ｓ１０１５ へ進むと走行レンジ判別フラグＦＬＡＧＡＴの値を参照し、ＦＬＡＧＡＴ＝０（Ｎ，Ｐレンジ）の場合Ｓ１０１７ へ進みダッシュポット保持値ＲＤＡＳＨを予め設定した設定値ＲＤＡＳＨＮ［％］で設定し（ＲＤＡＳＨ←ＲＤＡＳＨＮ）、また、ＦＬＡＧＡＴ＝１（走行レンジ）の場合Ｓ１０１８ へ進みダッシュポット保持値ＲＤＡＳＨを予め設定した設定値ＲＤＡＳＨＤ［％］で設定し（ＲＤＡＳＨ←ＲＤＡＳＨＤ）、その後、Ｓ１０１９ へそれぞれ進む。
【０１７９】
そして、Ｓ１０１９ へ進むとＲＡＭ５０の所定アドレスに格納されている現時点の加減速補正ＤＳＨＰＴを読出し、この加減速補正ＤＳＨＰＴと上記ダッシュポット保持値ＲＤＡＳＨとを比較し、ＤＳＨＰＴ≦ＲＤＡＳＨの場合Ｓ１０２０ へ進み、上記ダッシュポット保持値ＲＤＡＳＨにて加減速補正ＤＳＨＰＴを設定し（ＤＳＨＰＴ←ＲＤＡＳＨ）、Ｓ１０３０ へ進む。
【０１８０】
また、Ｓ１０１９ でＤＳＨＰＴ＞ＲＤＡＳＨと判断されてＳ１０２１ へ進むと走行レンジ判別フラグＦＬＡＧＡＴの値を参照し、ＦＬＡＧＡＴ＝０（Ｎ，Ｐレンジ）の場合Ｓ１０２２ へ進み、ＦＬＡＧＡＴ＝１（走行レンジ）の場合Ｓ１０２３ へ進む。
【０１８１】
Ｓ１０２２ へ進むと設定値ＤＤＳＨ１Ｎ［％］で第１の減量値ＤＤＳＨ１を設定し（ＤＤＳＨ１←ＤＤＳＨ１Ｎ）、また、Ｓ１０２３ へ進むと設定値ＤＤＳＨ１Ｄ（但し、ＤＤＳＨ１Ｄ＜ＤＤＳＨ１Ｎ）［％］で第１の減量値ＤＤＳＨ１を設定し（ＤＤＳＨ１←ＤＤＳＨ１Ｄ）、その後、Ｓ１０２４ へそれぞれ進む。
【０１８２】
そして、Ｓ１０２４ へ進むと加減速補正ＤＳＨＰＴから上記第１の減量値ＤＤＳＨ１を減算した値で上記加減速補正ＤＳＨＰＴを更新し（ＤＳＨＰＴ←ＤＳＨＰＴ−ＤＤＳＨ１）、Ｓ１０３０ へ進む。
【０１８３】
一方、Ｓ１０１４ でＮＥ＜ＮＳＥＴ＋ＮＤＡＳＨと判断されてＳ１０１６ へ進むと、加減速補正ＤＳＨＰＴが０以下かを判断し、ＤＳＨＰＴ≦０の場合Ｓ１０２５ へ進み、加減速補正ＤＳＨＰＴを０に固定（ＤＳＨＰＴ←０）した後、Ｓ１０３０ へ進む。また、ＤＳＨＰＴ＞０の場合Ｓ１０２６ へ進む。
【０１８４】
Ｓ１０２６ へ進むと、走行レンジ判別フラグＦＬＡＧＡＴの値を参照し、ＦＬＡＧＡＴ＝０（Ｎ，Ｐレンジ）の場合Ｓ１０２７ へ進み、ＦＬＡＧＡＴ＝１（走行レンジ）の場合１０２８へ進む。
【０１８５】
Ｓ１０２７ へ進むと設定値ＤＤＳＨ２Ｎ（但し、ＤＤＳＨ１Ｎ＞ＤＤＳＨ２Ｎ）［％］で第２の減量値ＤＤＳＨ２を設定し（ＤＤＳＨ２←ＤＤＳＨ２Ｎ）、また、Ｓ１０２８ へ進むと設定値ＤＤＳＨ２Ｄ（但し、ＤＤＳＨ１Ｄ＞ＤＤＳＨ２Ｄ）［％］で第２の減量値ＤＤＳＨ２を設定し（ＤＤＳＨ２←ＤＤＳＨ２Ｄ）、それぞれＳ１０２９ へ進む。
【０１８６】
Ｓ１０２９ では加減速補正ＤＳＨＰＴから上記第２の減量値ＤＤＳＨ２を減算した値で上記加減速補正ＤＳＨＰＴを更新した後（ＤＳＨＰＴ←ＤＳＨＰＴ−ＤＤＳＨ２）、Ｓ１０３０ へ進む。
【０１８７】
上記第１，第２の減量値ＤＤＳＨ１，ＤＤＳＨ２を設定する各設定値ＤＤＳＨ１Ｎ，ＤＤＳＨ２Ｎ，ＤＤＳＨ１Ｄ，ＤＤＳＨ２ＤをＤＤＳＨ１Ｎ＞ＤＤＳＨ２Ｎ，ＤＤＳＨ１Ｄ＞ＤＤＳＨ２Ｄに設定したことで、スロットル全閉時エンジン回転数ＮＥ がアイドル目標回転数ＮＳＥＴに低下する際に、エンジン回転数ＮＥがアイドル目標回転数ＮＳＥＴに近付いたら加減速補正ＤＳＨＰＴに対する減量値を小さな値とすることにより、エンジン回転数ＮＥのアイドル目標回転数ＮＳＥＴへの収束性がよくなり、制御ハンチングを防止することができる。
【０１８８】
そして、Ｓ１００７，Ｓ１０１１，Ｓ１０２０，Ｓ１０２４，Ｓ１０２５ あるいは、Ｓ１０２９ からＳ１０３０ へ進むと、Ｓ１００４，Ｓ１００５，Ｓ１０１１，Ｓ１０２０，Ｓ１０２４，Ｓ１０２５，あるいは、Ｓ１０２９ で設定した加減速補正ＤＳＨＰＴでＲＡＭ５０の所定アドレスに格納されている前回の加減速補正（ＤＳＨＰＴ）ＯＬＤ を更新し（（ＤＳＨＰＴ）ＯＬＤ←ＤＳＨＰＴ）、ルーチンを抜ける。
【０１８９】
上記加減速補正設定の代表例を図３１のタイムチャートに従って説明する。
【０１９０】
アイドルスイッチ１２ｂがＯＮ（スロットルバルブ１１ｄ，１１ｅが全閉）からＯＦＦ（スロットルバルブ１１ｄ，１１ｅが開）になり（経過時間ｔ１ ）、スロットル開度ＴＨＶが次第に大きくなる加速運転では、エンジン回転数ＮＥがスロットル開度ＴＨＶに応じて上昇する。このとき、スロットル開度ＴＨＶに基づいて設定する加減速補正ＤＳＨＰＴが演算周期ごとに上昇し、この加減速補正ＤＳＨＰＴ（ＩＳＣＴＲ）を取入れて設定するＩＳＣバルブ１３のデューティ比ＩＳＣＯＮが大きくなり、ＩＳＣバルブ１３の開度が増大される（経過時間ｔ１ 〜ｔ２ およびｔ３ 〜ｔ４ ）。
【０１９１】
また、スロットル開度ＴＨＶがほぼ一定の定常運転では上記加減速補正ＤＳＨＰＴが一定になる（経過時間ｔ２ 〜ｔ３ 、およびｔ４ 〜ｔ５ ）。
【０１９２】
スロットルバルブ１１ｄ，１１ｅが急閉すると吸気管圧力が急速に低下し、吸気ポート４、および、インテークマニホルド５の内壁面等に付着していた付着燃料が燃焼室に一気に吸込まれると共に、スロットルバルブ１１ｄ，１１ｅの急閉に伴う吸入空気量の減少により空燃比のオーバーリッチが生起されるが、スロットルバルブ１１ｄ，１１ｅの閉弁移行時（経過時間ｔ５ ）において、スロットル開度ＴＨＶに応じて加減速補正ＤＳＨＰＴが設定されており、この加減速補正ＤＳＨＰＴ分、デューティ比ＩＳＣＯＮが大きく設定されることにより、スロットル開度ＴＨＶに比例してＩＳＣバルブ１３の開度が確保され、スロットルバルブ１１ｄ，１１ｅの閉弁移行後、アイドルスイッチ１２ｂがＯＮ（スロットル全閉）するまでの間（経過時間ｔ５ 〜ｔ６ ）、加減速補正ＤＳＨＰＴはスロットルバルブ１１ｄ，１１ｅの閉弁速度に拘らず、演算周期（５１．２ｍｓｅｃ）毎に設定値ＤＤＡＳＨずつ減少されるため、この間、ＩＳＣバルブ１３によって空気量が確保されると共に、吸気管圧力の低下が補償され、空燃比のオーバーリッチが防止される。これによって、スロットルバルブ急閉直後の空燃比オーバーリッチに起因する失火、異常燃焼が防止されて、排気エミッションが改善される。
【０１９３】
なお、スロットル開弁状態からスロットル全閉状態に移行する際の加減速補正ＤＳＨＰＴは、スロットル開度ＴＨＶに応じた値に設定されているので、スロットル全閉移行後のダッシュポット期間が常に適正に得られる。
【０１９４】
そして、アイドルスイッチ１２ｂがＯＮするとダッシュポット保持値ＲＤＡＳＨまで上記加減速補正ＤＳＨＰＴを演算周期ごとに第１の設定値ＤＤＳＨ１（但し、ＤＤＡＳＨ＞ＤＤＳＨ１＞ＤＤＳＨ２）ずつ減少させる（経過時間ｔ６ 〜ｔ７ ）。これにより、スロットル全閉移行時には加減速補正ＤＳＨＰＴの減少率が比較的大きくなり、目標回転数への復帰時間が短縮される。
【０１９５】
その後、加減速補正ＤＳＨＰＴが上記ダッシュポット保持値ＲＤＡＳＨに達したら、この値を、上記エンジン回転数ＮＥがアイドル目標回転数ＮＳＥＴにオフセット値ＮＤＡＳＨを加算した値に低下するまで維持し（経過時間ｔ７ 〜ｔ８ ）、エンジン回転数ＮＥがアイドル目標回転数ＮＳＥＴ にオフセット値ＮＤＡＳＨを加算した値により低下したら、上記エンジン回転数ＮＥがアイドル目標回転数ＮＳＥＴに達するまで、上記第１の減量値ＤＤＳＨ１より小さい値の第２の減量値ＤＤＳＨ２で上記加減速補正ＤＳＨＰＴを演算周期ごとに減算する（経過時間ｔ８ 以後）。
【０１９６】
その結果、アイドルスイッチ１２ｂのＯＮ後、エンジン回転数ＮＥがアイドル目標回転数ＮＳＥＴに達するまでの間、上記加減速補正ＤＳＨＰＴを用いて設定されるデューティ比ＩＳＣＯＮの減少率が順次小さくなり、ＩＳＣバルブ１３の開度減少率も順次小さくなる。これにより、アイドル目標回転数ＮＳＥＴに近付く際のエンジン回転数ＮＥの低下速度を減少させ、エンストを防止すると共に、エンジン回転数ＮＥのアイドル目標回転数ＮＳＥＴへの収束性を向上する。
【０１９７】
（ダッシュポット補正値設定割込みルーチン）
図１５は設定時間毎、例えば１００ｍｓｅｃ 毎に割込み実行するダッシュポット補正値設定ルーチンである。
【０１９８】
まず、Ｓ１１０１ でアイドルスイッチ１２ｂがＯＮかを判断し、ＯＮ（スロットルバルブ１１ｄ，１１ｅが全閉）の場合Ｓ１１０２ へ進み、ＯＦＦ（スロットルバルブ１１ｄ，１１ｅが開）の場合Ｓ１１０４ へ進む。
【０１９９】
Ｓ１１０２ ではエンジン回転数ＮＥ と予め設定したダッシュポット判別回転数ＤＨＥＫＮとを比較し、ＮＥ＜ＤＨＥＫＮの場合Ｓ１１０３ へ進み、ＮＥ≧ＤＨＥＫＮの場合Ｓ１１０４ へ進む。このダッシュポット判別回転数ＤＨＥＫＮはエアコン補正などのアイドルアップを加味したアイドル回転数近傍の値（例えば１９００ｒｐｍ）である。
【０２００】
Ｓ１１０１ あるいはＳ１１０２ からＳ１１０４ へ進むとダッシュポット補正値ＤＨＥＮＢを０に設定（ＤＨＥＮＢ←０）した後、Ｓ１１１３ へ進む。
【０２０１】
また、Ｓ１１０２ からＳ１１０３ へ進むと前回のルーチン実行時（１００ｍｓｅｃ前）に設定しＲＡＭ５０の所定アドレスに格納したエンジン回転数（ＮＥ）ＯＬＤを読出し、Ｓ１１０５ で、前回のエンジン回転数（ＮＥ）ＯＬＤと現在のエンジン回転数ＮＥとの差から設定時間（１００ｍｓｅｃ）におけるエンジン回転数低下量ＮＤＯＷＮを算出する（ＮＤＯＷＮ←（ＮＥ）ＯＬＤ −ＮＥ）。
【０２０２】
そして、Ｓ１１０６ で上記エンジン回転数低下量ＮＤＯＷＮと設定値ＤＮＥＳ１とを比較し、ＮＤＯＷＮ＜ＤＮＥＳ１の場合Ｓ１１０７ へ進み、エンジン回転数低下量が少ない状態（緩減速）であることを示すエンジン回転数低下量判別フラグＦＬＡＧＤＨをセット（ＦＬＡＧＤＨ←１）し、Ｓ１１１４ へ進む。
【０２０３】
また、Ｓ１１０６ でＮＤＯＷＮ≧ＤＮＥＳ１と判断されてＳ１１０８ へ進むと、上記エンジン回転数低下量ＮＤＯＷＮと設定値ＤＮＥＳ２（但し、ＤＮＥＳ１＜ＤＮＥＳ２）とを比較し、ＮＤＯＷＮ＜ＤＮＥＳ２の場合Ｓ１１０９ へ進みダッシュポット補正値ＤＨＥＮＢを設定値ＤＨＮＥＢ１［％］で設定し（ＤＨＥＮＢ←ＤＨＮＥＢ１）、Ｓ１１１３ へ進む。また、ＮＤＯＷＮ≧ＤＮＥＳ２の場合Ｓ１１１０ へ進む。
【０２０４】
Ｓ１１１０ では、上記エンジン回転数低下量ＮＤＯＷＮと設定値ＤＮＥＳ３（但し、ＤＮＥＳ２＜ＤＮＥＳ３）とを比較し、ＮＤＯＷＮ＜ＤＮＥＳ３の場合Ｓ１１１へ進みダッシュポット補正値ＤＨＥＮＢを設定値ＤＨＮＥＢ２（但し、ＤＨＮＥＢ１＜ＤＨＮＥＢ２）［％］で設定し（ＤＨＥＮＢ←ＤＨＮＥＢ２）、Ｓ１１１３ へ進む。また、ＮＤＯＷＮ≧ＤＮＥＳ３の場合Ｓ１１１２ へ進みダッシュポット補正値ＤＨＥＮＢを設定値ＤＨＮＥＢ３（但し、ＤＨＮＥＢ２＜ＤＨＮＥＢ３）［％］で設定し（ＤＨＥＮＢ←ＤＨＮＥＢ３）、Ｓ１１１３ へ進む。
【０２０５】
上記Ｓ１１０４，Ｓ１１０９，Ｓ１１１１，Ｓ１１１２ からＳ１１１３ へ進むとエンジン回転数低下量判別フラグＦＬＡＧＤＨをクリア（ＦＬＡＧＤＨ←０、低下量大）し、Ｓ１１１４ へ進む。
【０２０６】
そして、Ｓ１１０７ あるいはＳ１１１３ からＳ１１１４ へ進むと、現在のエンジン回転数ＮＥでＲＡＭ５０の所定アドレスに格納されている前回のエンジン回転数（ＮＥ）ＯＬＤを更新（（ＮＥ）ＯＬＤ←ＮＥ）し、ルーチンを抜ける。
【０２０７】
また、図１６は５１．２ｍｓｅｃ毎に割込み実行される補正値設定ルーチンにおいて実行（Ｓ２０４参照）されるダッシュポット補正値更新サブルーチンである。
【０２０８】
まず、Ｓ１２０１ でエンジン回転数低下量判別フラグＦＬＡＧＤＨの値を参照し、ＦＬＡＧＤＨ＝１（低下量小）の場合Ｓ１２０２ へ進み、ＦＬＡＧＤＨ＝０（低下量大）の場合ルーチンを抜ける。
【０２０９】
Ｓ１２０２ へ進むとダッシュポット補正値ＤＨＥＮＢ［％］が０以下かを判別し、ＤＨＥＮＢ≦０の場合Ｓ１２０３ へ進みダッシュポット補正値ＤＨＥＮＢを０［％］に設定（ＤＨＥＮＢ←０）した後、ルーチンを抜ける。
【０２１０】
また、Ｓ１２０２ でＤＨＥＮＢ＞０と判断されてＳ１２０４ へ進むと、上記ダッシュポット補正値ＤＨＥＮＢから設定値ＤＤＦＥＢ（微小値）で減算した値で、このダッシュポット補正値ＤＨＥＮＢを更新（ＤＨＥＮＢ←ＤＨＥＮＢ−ＤＤＦＥＢ）し、ルーチンを抜ける。
【０２１１】
図３２にダッシュポット補正値設定の代表例のタイムチャートを示す。
【０２１２】
スロットルバルブ１１ｄ，１１ｅの急閉による急減速時等、アイドルスイッチ１２ｂがＯＦＦ状態からＯＮ状態（スロットルバルブ１１ｄ，１１ｅが全閉状態）へ移行してエンジン回転数ＮＥが急激に低下し、ダッシュポット判別回転数ＤＨＥＫＮ（例えば、１９００ｒｐｍ）以下になり、エンジン回転数低下量ＮＤＯＷＮの比較的大きい（ＤＮＥＳ３≦ＮＤＯＷＮ）区間（経過時間ｔ１ 〜ｔ２ ）では大きな値の設定値ＤＨＮＥＢ３［％］でダッシュポット補正値ＤＨＥＮＢを設定する。
【０２１３】
エンジン回転数ＮＥが急激に落ち込んだときにダッシュポット補正を行わないと、図の破線で示すように、エンジン回転数がそのまま落込みエンストしてしまう。そのため、スロットルバルブ１１ｄ，１１ｅが開の状態から全閉状態へ移行したときに、エンジン回転数ＮＥがアイドル回転数近傍の設定値ＤＨＥＫＮ（例えば、１９００ｒｐｍ）以下に急激に低下した際、エンジン回転数の低下量ＮＤＯＷＮ（＝（ＮＥ）ＯＬＤ−ＮＥ）が大きいほどダッシュポット補正値ＤＨＥＮＢを大きくすることで、ＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮを大きくし、このＩＳＣバルブ１３の開度を大きくして空気量を増加させてエンジン回転数ＮＥの落込みを防ぐ。
【０２１４】
その後、エンジン回転数低下量ＮＤＯＷＮが、ＤＮＥＳ２≦ＮＤＯＷＮ＜ＤＮＥＳ３の区間（経過時間ｔ２ 〜ｔ３ ）では中間の値の設定値ＤＨＮＥＢ２［％］でダッシュポット補正値ＤＨＥＮＢを設定する。
【０２１５】
次いで、エンジン回転数低下量ＮＤＯＷＮが、ＤＮＥＳ１≦ＮＤＯＷＮ＜ＤＮＥＳ２の区間（経過時間ｔ３ 〜ｔ４ ）では比較的小さな値の設定値ＤＨＮＥＢ１［％］でダッシュポット補正値ＤＨＥＮＢを設定する。
【０２１６】
エンジン回転数低下量ＮＤＯＷＮが比較的小さくなった状態でもダッシュポット補正値ＤＨＥＮＢを設定値ＤＨＮＥＢ３のままにしておくと、図の一点鎖線で示すように回転変動を生じアイドル回転数への収束性が悪くなる。
【０２１７】
そして、上記エンジン回転数低下量ＮＤＯＷＮが、ＮＤＯＷＮ＜ＤＮＥＳ１の区間（経過時間ｔ４ 以後）では上記ダッシュポット補正値ＤＨＥＮＢを０になるまで演算周期（５１．２ｍｓｅｃ）毎に微小な設定値ＤＤＦＥＢずつ減算する。
【０２１８】
すなわち、経過時間ｔ４ のときにダッシュポット補正値ＤＨＥＮＢを０にするとＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮが急減するためにエンジン回転数ＮＥが、図の破線で示すように落込んでしまいアイドル回転数への収束性が悪くなってしまう。したがって、エンジン回転数ＮＥの低下量ＮＤＯＷＮの減少に伴い、ダッシュポット補正値ＤＨＥＮＢを減少させることでアイドル回転数への収束性を良くする。
【０２１９】
（ラジファン補正設定サブルーチン）
図１７は５１．２ｍｓｅｃ毎に割込み実行される補正値設定ルーチンにおいて実行（Ｓ２０５参照）されるラジファン補正ＩＳＣＲＡＳ 設定のサブルーチンである。
【０２２０】
まず、Ｓ１３０１ で、メインコンピュータ４１内のデータに基づいてラジエータファン６２の動作を制御するラジエータファンリレー６３がＯＮかを判別し、ＯＮの場合Ｓ１３０２ へ進み、ＯＦＦの場合Ｓ１３０３ へ進む。
【０２２１】
Ｓ１３０２ へ進むとＲＡＭ５０の所定アドレスに格納されているラジファン補正ＩＳＣＲＡＳを設定値ＲＡＳ［％］で設定し（ＩＳＣＲＡＳ←ＲＡＳ）、ルーチンを抜ける。また、Ｓ１３０３ へ進むと上記ラジファン補正ＩＳＣＲＡＳを０［％］に設定し（ＩＳＣＲＡＳ←０）、ルーチンを抜ける。
【０２２２】
なお、上記ラジファン補正ＩＳＣＲＡＳの設定をタイムチャートによって示せば図３３の通りである。
【０２２３】
ラジエータファン６２が作動しているときは、ラジエータファンモータにより消費電流が大きく、オルタネータ（発電機）の発電量も大きくなるため、エンジン１にかかる負荷もこれに相応する分大きくなりエンジン回転数ＮＥが低下しようとするが、ラジエータファン６２がＯＮのとき、ＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮをラジファン補正ＩＳＣＲＡＳによって大きくして、ＩＳＣバルブ１３の開度を増大させることによりエンジン回転数ＮＥの低下を防止する。
【０２２４】
（パワステ補正値設定サブルーチン）
図１８，図１９は５１．２ｍｓｅｃ毎に割込み実行される補正値設定ルーチンにおいて実行（Ｓ２０６参照）されるパワステ補正値ＩＳＣＰＳ設定のサブルーチンである。このサブルーチンで設定されるパワステ補正値ＩＳＣＰＳは、転舵角が大きくパワーステアリングオイルポンプを駆動するエンジン１の負荷が大きくなり、エンジン回転数ＮＥが低下するのを補償するものである。
【０２２５】
まず、Ｓ１４０１ でパワーステアリング転舵スイッチ５８（以下「パワステ転舵スイッチ」と略称する）がＯＮかを判断し、ＯＮ（転舵角大）の場合Ｓ１４０２ へ進み、ＯＦＦ（転舵角小）の場合Ｓ１４０９ へ進む。
【０２２６】
Ｓ１４０２ へ進むと車速センサ５６で検出した車速ＶＳＰと設定値ＶＳＰＰＳ［Ｋｍ／ｈ］とを比較し、ＶＳＰ≦ＶＳＰＰＳの場合Ｓ１４０３ へ進み、ＶＳＰ＞ＶＳＰＰＳの場合Ｓ１４０９ へ進む。
【０２２７】
Ｓ１４０３ へ進むと、冷却水温センサ２１で検出した冷却水温ＴＷ と設定値ＴＷＰＳ ［℃］とを比較し、ＴＷ≧ＴＷＰＳの場合Ｓ１４０４ へ進み、ＴＷ＜ＴＷＰＳの場合Ｓ１４０９ へ進む。
【０２２８】
上記Ｓ１４０２ において、車速ＶＳＰが設定値ＶＳＰＰＳ以上のときには走行によるエンジン負荷が大きいためパワステオイルポンプを駆動するエンジン負荷が相対的に小さくなる。したがって、パワステ補正値ＩＳＣＰＳによる補償が不要になる。また、Ｓ１４０３ において、暖機未完（ＴＷ＜ＴＷＰＳ）のときには基本特性値ＩＳＣＴＷが大きく設定されるので相対的にパワステオイルポンプを駆動するためのエンジン負荷が小さくなり、パワステ補正値ＩＳＣＰＳによる補償が不要になる。
【０２２９】
Ｓ１４０４ へ進むと、前回ルーチン実行時にアイドル状態の場合に１にセットされているアイドル回転数判別フラグＦＬＡＧＰＳの値を参照し、ＦＬＡＧＰＳ＝１（前回アイドル状態）の場合Ｓ１４０５ へ進み、ＦＬＡＧＰＳ＝０（前回アイドル解除状態）の場合Ｓ１４０６ へ進む。
【０２３０】
Ｓ１４０５ へ進むと設定値ＩＳＰＳＮＨ［ｒｐｍ］でアイドル判別回転数ＩＳＰＳＮを設定し（ＩＳＰＳＮ←ＩＳＰＳＮＨ）、Ｓ１４０７ へ進む。また、Ｓ１４０６ へ進むと設定値ＩＳＰＳＮＬ（但し、ＩＳＰＳＮＬ＜ＩＳＰＳＮＨ）［ｒｐｍ］でアイドル判別回転数ＩＳＰＳＮを設定し（ＩＳＰＳＮ←ＩＳＰＳＮＬ）、Ｓ１４０７ へ進む。
図３４に示すように、アイドル判別回転数ＩＳＰＳＮを設定する際にアイドル状態（ＦＬＡＧＰＳ＝１）とアイドル解除状態（ＦＬＡＧＰＳ＝０）とでヒステリシスを設けることにより、Ｓ１４０７ におけるアイドル状態判別の制御ハンチングを防止するようにしている
Ｓ１４０７ へ進むとエンジン回転数ＮＥとアイドル判別回転数ＩＳＰＳＮとを比較し、ＮＥ＞ＩＳＰＳＮの場合、アイドル解除状態と判断しＳ１４０８ へ進みアイドル回転数判別フラグＦＬＡＧＰＳをクリア（ＦＬＡＧＰＳ←０）した後Ｓ１４０９ へ進む。また、ＮＥ≦ＩＳＰＳＮの場合アイドル状態と判断し、Ｓ１４１０ へ進む。
【０２３１】
Ｓ１４１０ ではエアコンスイッチ８９がＯＦＦかを判断し、ＯＦＦの場合Ｓ１４１１ へ進み、ＯＮの場合Ｓ１４１２ へ進む。
【０２３２】
Ｓ１４１１ へ進むと、メインコンピュータ４１で演算したＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮに基づき、エアコンＯＦＦ時のパワステ補正値ＩＳＣＰＳをテーブル参照あるいは演算により設定し、Ｓ１４１３ へ進む。また、Ｓ１４１２ へ進むとメインコンピュータ４１で演算したＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮに基づきエアコンＯＮ時のパワステ補正値ＩＳＣＰＳをテーブル参照あるいは演算により設定しＳ１４１３ へ進む。
【０２３３】
図３５（ｂ）に示すように、実線で示すエアコンＯＦＦ時のパワステ補正値ＩＳＣＰＳは、一点鎖線で示すエアコンＯＮ時のパワステ補正値ＩＳＣＰＳよりも大きく設定する。すなわち、エアコンＯＮ時には、エアコン補正値ＩＳＣＡＣによりデューティ比ＩＳＣＯＮが大きく設定されるため、相対的にパワステによるエンジン負荷が少くなり、よって、エアコンＯＦＦ時よりもパワステ補正値ＩＳＣＰＳを小さく設定している。
【０２３４】
また、Ｓ１４１１ あるいはＳ１４１２ で設定するパワステ補正値ＩＳＣＰＳは、デューティ比ＩＳＣＯＮが大きい（小さい）ときにはエンジン１への負荷が大きく（小さく）、ＩＳＣバルブ１３の開度を大きく（小さく）して空気量を増加（減少）させ、エンジン回転数ＮＥの低下（上昇）を防止しているが、このときのエンジンにかかっている全負荷に対してパワステポンプによる負荷は相対的に小さい（大きい）ため小さく（大きく）設定している。
【０２３５】
そして、上記Ｓ１４１１ あるいはＳ１４１２ からＳ１４１３ へ進むと、アイドル回転数判別フラグＦＬＡＧＰＳをセット（ＦＬＡＧＰＳ←１）した後、ルーチンを抜ける。
【０２３６】
また、Ｓ１４０１，Ｓ１４０２，Ｓ１４０３，あるいは、Ｓ１４０８ からＳ１４０９ へ進むと、パワステ補正値ＩＳＣＰＳが０以下かを判別し、ＩＳＣＰＳ≦０の場合Ｓ１４１４ へ進みパワステ補正値ＩＳＣＰＳを０［％］に設定した後（ＩＳＣＰＳ←０）、ルーチンを抜ける。ＩＳＣＰＳ＞０の場合にはＳ１４１５ へ進み、パワステ補正値ＩＳＣＰＳから設定値ＤＩＳＣＰＳを減算してパワステ補正値ＩＳＣＰＳを更新した後（ＩＳＣＰＳ←ＩＳＣＰＳ−ＤＩＳＣＰＳ）、ルーチンを抜ける。
【０２３７】
図３５にパワステ補正値設定の代表的なタイムチャートを示す。
【０２３８】
暖機完了後のアイドル時、転舵角が大となりパワステ転舵スイッチ５８がＯＮすると、デューティ比ＩＳＣＯＮに応じたパワステ補正値ＩＳＣＰＳ（エアコンスイッチ８９がＯＦＦのときとＯＮのときによって相違する）が設定される（経過時間ｔ１ ）。
【０２３９】
これにより、転舵角大に伴うパワステオイルポンプ駆動負荷が増大した際に、パワステ補正値ＩＳＣＰＳによりＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮを大きくし、ＩＳＣバルブ１３の開度を大きくして空気量を増加させることでエンジン回転数の落込みが防止される。
【０２４０】
また、転舵角が小さくなり、パワステ転舵スイッチ５８がＯＮからＯＦＦに切換った直後（経過時間ｔ２ ）、直ちにパワステ補正値ＩＳＣＰＳを０［％］にすると、ＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮがパワステ補正値ＩＳＣＰＳ分、急減し、かつ、低下してはいるがパワステオイルポンプ駆動負荷が存在するため、図（ｃ）の二点鎖線で示すようにエンジン回転数ＮＥが大きく変動してしまうが、上記パワステ補正値ＩＳＣＰＳが０になるまで、演算周期（５１．２ｍｓｅｃ）毎に上記パワステ補正値ＩＳＣＰＳを設定値ＤＩＳＣＰＳずつ減算することで、ＩＳＣバルブ１３の開度を徐々に減少させて空気量を補償し、これによって、図（ｃ）の実線で示すようにエンジン回転数ＮＥの変動が防止される。
【０２４１】
（エアコンクラッチ補正値設定サブルーチン）
図２０は５１．２ｍｓｅｃ毎に割込み実行される補正値設定ルーチンにおいて実行（Ｓ２０７参照）されるエアコンクラッチ補正値ＩＳＣＣＬＨ設定のサブルーチンである。まず、Ｓ１５０１ でエアコンスイッチ８９がＯＮかを判断し、ＯＮの場合Ｓ１５０２ へ進み、ＯＦＦの場合Ｓ１５０３ へ進む。
【０２４２】
Ｓ１５０２ へ進むとエアコンスイッチ８９がＯＮ→ＯＦＦ後設定時間ＴＣＬＨ［ＳＥＣ］経過したかを判別するためのエアコンＯＮ→ＯＦＦ後経過時間判別カウント値ＣＯＵＮＴＣＬＨ（ダウンカウンタ）を、上記設定時間ＴＣＬＨに相当する設定値ＴＡＣＣＬＨで設定し（ＣＯＵＮＴＣＬＨ←ＴＡＣＣＬＨ）、Ｓ１５０５へ進む。
【０２４３】
また、Ｓ１５０３ へ進むとエアコンＯＮ→ＯＦＦ後経過時間判別カウント値ＣＯＵＮＴＣＬＨの値を参照し、ＣＯＵＮＴＣＬＨ≠０の場合Ｓ１５０４ へ進み、カウントダウン（ＣＯＵＮＴＣＬＨ←ＣＯＵＮＴＣＬＨ−１）した後、Ｓ１５０５ へ進む。
【０２４４】
Ｓ１５０２ あるいはＳ１５０４ からＳ１５０５ へ進むとエアコンクラッチ補正値ＩＳＣＣＬＨを設定値ＤＩＳＣＬＨ［％］で設定した後（ＩＳＣＣＬＨ←ＤＩＳＣＬＨ）、ルーチンを抜ける。
【０２４５】
一方、Ｓ１５０３ でＣＯＵＮＴＣＬＨ１＝０であり、エアコンスイッチ８９をＯＮ→ＯＦＦ後、設定時間ＴＣＬＨ［ＳＥＣ５］経過したと判断してＳ１５０６ へ進むと上記エアコンクラッチ補正値ＩＳＣＣＬＨを０［％］に設定した後（ＩＳＣＣＬＨ←０）、ルーチンを抜ける。
【０２４６】
図３６に上記エアコンクラッチ補正値ＩＳＣＣＬＨの設定と、エアコンスイッチ８９のＯＮ／ＯＦＦ、エアコンクラッチリレー６５のＯＮ／ＯＦＦ、可変容量エアコンコンプレッサ６４の容量制御、および、エンジン回転数ＮＥとの関係を示す。
【０２４７】
まず、可変容量エアコンコンプレッサ６４に対する容量制御について述べる。エアコンスイッチ８９をＯＮするとメインコンピュータ４１により、設定遅れ時間ＡＣＥＮＴ（例えば、０．３ｓｅｃ）経過後、エアコンクラッチリレー６５がＯＮされて可変容量エアコンコンプレッサ６４のマグネットクラッチ６４ａが接続し、コンプレッサ６４が駆動され、メインコンピュータ４１からの要求容量信号に従いエアコン制御ユニット８１からコンプレッサ６４へコンプレッサ容量（ＤＵＴＹ）信号が出力され、コンプレッサ６４の容量が最小容量（ＭＩＮ）から設定容量に次第に増加される。そして、エアコンスイッチ８９をＯＦＦすると、上記可変容量エアコンコンプレッサ６４に対するコンプレッサ容量（ＤＵＴＹ）により、コンプレッサ６４の容量が最少容量（ＭＩＮ）に次第に減少され、エアコンスイッチ８９のＯＦＦ後、エアコンコンプレッサ６４の容量が最小容量（ＭＩＮ）に到達したと看做し得る十分な時間ＡＣＣＬＴＭ（例えば、８ｓｅｃ）経過後エアコンクラッチリレー６５がＯＦＦされる。
【０２４８】
このため、エアコンススイッチ８９のＯＮと同時に（経過時間ｔ１ ）、エアコンクラッチ補正値ＩＳＣＣＬＨを設定値ＤＩＳＣＬＨに設定し、ＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮを上記エアコンクラッチ補正分ＩＳＣＣＬＨ分増大させてＩＳＣバルブ１３の開度を増大させ、空気量を増加させることでエンジン回転数ＮＥを上昇させてエアコンクラッチリレー６５のＯＮによるコンプレッサ６４駆動のエンジン負荷増大に伴うエンジン回転数低下を防止する。
【０２４９】
その後、エアコンスイッチ８９をＯＦＦすると（経過時間ｔ２ ）、上記可変容量エアコンコンプレッサ６４の容量が次第に低下されると共に、前述のエアコン補正値ＩＳＣＡＣが次第に減少され（図７，８、及び図２９参照）、これに伴いＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮが減少することでＩＳＣバルブ１３の開度が減少して空気量が減少し、エンジン回転数ＮＥがエアコンＯＦＦ時の目標回転数に復帰される。
【０２５０】
可変容量コンプレッサ６４の容量が下がりきったとき（経過時間ｔ３ ）からマグネットクラッチ６４ａが切れるまで（エアコンクラッチリレー６５がＯＦＦするまで）の間Ｔ１ は、クラッチのフリクションが残っている。このため、可変容量エアコンコンプレッサ６４のマグネットクラッチ６４ａが切れた瞬間にクラッチによるフリクションが急になくるため図（ｅ）に破線で示すように一時的な回転数の吹上がりによる回転変動が生じフィーリングが悪化してしまう。
【０２５１】
エアコンクラッチ補正はこのクラッチのフリクションによるエンジン負荷を補償するためのものであり、エアコンスイッチ８９をＯＮしてから、エアコンスイッチ８９のＯＦＦ後、設定時間ＡＣＣＬＴＭ経過後エアコンクラッチリレー６５がＯＦＦし、可変容量エアコンコンプレットサ６４のマグネットクラッチ６４ａが完全に切れるまで、すなわち、エアコンスイッチ８９のＯＦＦ後、設定時間ＴＣＬＨ（ＴＣＬＨ＞ＡＣＣＬＴＭ）を経過するまでの間、エアコンクラッチ補正値ＩＳＣＣＬＨを設定値ＤＩＳＣＬＨに設定してＩＳＣバルブ１３に対するディーティ比ＩＳＣＯＮをこの間大きくし、エアコンクラッチ６４ａが切れたときエアコンクラッチ補正ＩＳＣＣＬＨを０にすることで、エアコンクラッチ６４ａが切れた瞬間にクラッチによるフリクションがなくなりエンジン負荷が減少した分、ＩＳＣＯＮを減少させてＩＳＣバルブ１３の開度を減少させ空気量を減じ、このときの回転変動を防止する。これにより、図（ｅ）の実線で示すように、エアコンクラッチ７６４ａが切れた直後の一時的な回転数の吹上りによる回転変動が解消し、フィーリングが向上する。
【０２５２】
（始動後補正設定割込みルーチン）
図２１はＩＳＣバルブ制御メインルーチンにおいて設定する始動時／通常時制御判別フラグＦＬＡＧＳＴが１→０になった時点で割込み実行する始動後補正初期値設定ルーチンである。
【０２５３】
始動時／通常時制御判別フラグＦＬＡＧＳＴがＦＬＡＧＳＴ＝１（始動時制御）からＦＬＡＧＳＴ＝０（通常時制御）に移行した直後、すなわち、スタータスイッチ６１がＯＮ→ＯＦＦで、かつ、エンジン回転数ＮＥがＮＥ≠０のときである始動時制御終了直後に割込みスタートすると、まず、Ｓ１６０１ で冷却水温ＴＷに基づき始動後補正初期値テーブルＴＩＳＣＳＤ（冷却水温ＴＷが低いほど大きな値が格納されている）を補間計算付で参照して始動後補正ＩＳＣＳＤの初期値を設定する。
【０２５４】
次いで、Ｓ１６０２ で冷却水温ＴＷに基づき始動後補正更新割込時間テーブルＴＴＤＩＳＣ（冷却水温ＴＷが低いほど長い時間の値が格納されている）を補間計算付で参照して始動後補正更新割込時間ＴＤＩＳＣを設定する。
【０２５５】
そして、Ｓ１６０３ で上記始動後補正更新割込時間ＴＤＩＳＣ毎の割込を許可してルーチンを抜ける。
【０２５６】
図２２は始動後補正更新割込時間毎に割込み実行される始動後補正設定ルーチンで、始動時制御から通常時制御へのデューティ比ＩＳＣＯＮのつながりを良くし、始動性を向上させるものである。
【０２５７】
まず、Ｓ１７０１ でＲＡＭ５０の所定アドレスに格納されている始動後補正ＩＳＣＳＤが０以下かを判断し、ＩＳＣＳＤ＞０の場合Ｓ１７０２ へ進み上記始動後補正ＩＳＣＳＤを設定値ＤＩＳＣＳＤで減算した値で更新し（ＩＳＣＳＤ←ＩＳＣＳＤ−ＤＩＳＣＳＤ）、ルーチンを抜ける。
【０２５８】
一方、Ｓ１７０１ でＩＳＣＳＤ≦０と判断されてＳ１７０３ へ進むと、ＲＡＭ５０の所定アドレスに格納されている始動後補正ＩＳＣＳＤを０［％］に固定して（ＩＳＣＳＤ←０）、Ｓ１７０４ へ進み、始動後補正更新割込時間ＴＤＩＳＣごとの割込みを禁止し、ルーチンを抜ける。
【０２５９】
始動後補正設定の代表例を図３７のタイムチャートに従って説明する。
【０２６０】
スタータスイッチ６１がＯＮ、あるいは、エンジン回転数ＮＥが０のとき（始動時／通常時制御判別フラグＦＬＡＧＳＴ＝１）始動後補正プログラムは実行されず（経過時間ｔ０ 〜ｔ１ ）、スタータスイッチ６１がＯＮ→ＯＦＦ直後で、エンジン回転数ＮＥがＮＥ≠０のとき始動後補正ＩＳＣＳＤの初期値が設定される（経過時間ｔ１ ）。
【０２６１】
次いで、上記始動後補正ＩＳＣＳＤを０になるまで始動後補正更新割込時間ＴＤＩＳＣ毎に設定値ＤＩＳＣＳＤずつ減少させる。
【０２６２】
また、図３８にＩＳＣバルブ１３を制御するデューティ比ＩＳＣＯＮの変化と始動後補正ＩＳＣＳＤとの関係を示す。
【０２６３】
始動時制御（ＦＬＡＧＳＴ＝１）時においてはＩＳＣバルブ制御のメインルーチンにおいて設定するデューティ比ＩＳＣＯＮが比較的大きな値に設定されており、通常時制御へ移行すると（経過時間ｔ１）、各種補正項により緻密に制御されるため図の一点鎖線で示すようにつながりが悪くなり始動性が低下する。
【０２６４】
始動後補正ＩＳＣＳＤはこれを補償するためのものであり、始動時制御において設定されるデューティ比ＩＳＣＯＮは、冷却水温ＴＷに基づき設定される始動時特性値ＩＳＣＳＴが大部分を占め、冷却水温ＴＷが低いほど始動時特性値ＩＳＣＳＴが大きく設定されるため（図１参照）、始動時制御から通常時制御に移行する際のＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮの段差が大きくなる。
【０２６５】
このため、冷却水温ＴＷが低いほど、図３７の実線で示すように始動後補正ＩＳＣＳＤの初期値を大きく設定すると共に、始動後補正割込時間ＴＤＩＳＣを長く設定して始動後補正ＩＳＣＳＤが０になるまでの時間を長くし（経過時間ｔ１ 〜ｔ３ ）、一方、冷却水温ＴＷが高いほど、図３７の破線で示すように始動後補正ＩＳＣＳＤの初期値を小さくし、かつ、始動後補正割込時間ＴＤＩＳＣを短く設定して始動後補正ＩＳＣＳＤが０になるまでの時間を短くすることで（経過時間ｔ１ 〜ｔ２ ）、如何なる温度条件下においても始動時制御から通常時制御に移行する際のＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮのつながりを、図３８の実線で示すようにスムーズにし、ＩＳＣバルブ１３の開度変化の段差を解消してＩＳＣバルブ１３による空気流量の急変を防止し、始動性を向上する。
【０２６６】
（クローズドループ補正Ｉ分更新ルーチン）
図２３〜図２５は設定時間毎、例えば１０ｍｓｅｃ毎に割込み実行されるクローズドループ補正Ｉ分更新手順を示すフローチャートである。
【０２６７】
まず、Ｓ１８０１ でＩＳＣバルブ制御メインルーチンにおいて設定する始動時／通常時制御判別フラグＦＬＡＧＳＴの値を参照し、ＦＬＡＧＳＴ＝１（始動時あるいはエンスト中）の場合Ｓ１８０２ へ進み、ＦＬＡＧＳＴ＝０（通常時）の場合Ｓ１８０３ へ進む。
【０２６８】
Ｓ１８０２ へ進むと始動後通常運転（通常時制御）へ移行してから設定時間ＬＲＮＩＳＳ［ＳＥＣ］経過したかを判断するための通常時制御移行時間判別カウント値ＣＯＵＮＴＳＴＩ（ダウンカウンタ）に、上記設定時間ＬＲＮＩＳＳに相当する設定値ＣＯＵＮＴＬＲＮＩＳＳをセットし（ＣＯＵＮＴＳＴＩ←ＣＯＵＮＴＬＲＮＩＳＳ）、Ｓ１８５８へ進み、クローズドループ補正Ｉ分ＩＳＣＩを０［％］に設定してＳ１８５９ に進む。
【０２６９】
また、Ｓ１８０３ へ進むと上記通常時制御移行時間判別カウント値ＣＯＵＮＴＳＴＩの値を参照し、ＣＯＵＮＴＳＴＩ≠０の場合、通常時制御へ移行した後、設定時間ＬＲＮＩＳＳ経過していないと判断してＳ１８０４へ進み、カウント値ＣＯＵＮＴＳＴＩをカウントダウンし（ＣＯＵＮＴＳＴＩ←ＣＯＵＮＴＳＴＩ−１）、Ｓ１８０５へ進む。一方、ＣＯＵＮＴＳＴＩ＝０の場合、通常時制御へ移行してから設定時間経過したと判断し、Ｓ１８０５ へ進む。
【０２７０】
Ｓ１８０５ へ進むと冷却水温ＴＷと設定温度ＬＲＮＩＴＷ［℃］とを比較し、ＴＷ≧ＬＲＮＩＴＷの場合Ｓ１８０６ へ進み、ＴＷ＜ＬＲＮＩＴＷの場合Ｓ１８１０ へ進む。Ｓ１８０６ へ進むと前回のルーチン時に読出した始動時／通常時制御判別フラグ（ＦＬＡＧＳＴ）ＯＬＤの値を参照し、（ＦＬＡＧＳＴ）ＯＬＤ＝１（前回ルーチン実行時、始動時制御）の場合、通常時制御移行初回と判断してクローズドループ補正Ｉ分初期設定すべくＳ１８０７ へ進み、（ＦＬＡＧＳＴ）ＯＬＤ＝０の場合Ｓ１８１０ へ進む。
【０２７１】
Ｓ１８０７ ではエアコンスイッチ８９がＯＮかどうかを判断し、ＯＮの場合Ｓ１８０８ へ進み、ＯＦＦの場合Ｓ１８０９ へ進む。
【０２７２】
Ｓ１８０８ へ進むとバックアップＲＡＭ５０ａに格納されているエアコンＯＮ時のＩ分学習値ＡＣＯＮＩを読出してクローズドループ補正Ｉ分ＩＳＣ_ＩをエアコンＯＮ時のＩ分学習値ＡＣＯＮＩで初期設定し、また、Ｓ１８０９ へ進むと、クローズドループ補正Ｉ分ＩＳＣＩ をバックアップＲＡＭ５０ａに格納されているエアコンＯＦＦ時のＩ分学習値ＡＣＯＦＦＩで初期設定し、それぞれＳ１８１０ へ進む。
【０２７３】
上記各Ｉ分学習値ＡＣＯＮＩ，ＡＣＯＦＦＩは後述するクローズドループ補正Ｉ分学習値学習サブルーチンで更新され、バックアップＲＡＭ５０ａの所定アドレスに格納されているもので、スタータスイッチ６１がＯＮ→ＯＦＦ（始動時制御から通常時制御）へ移行した直後の１回だけ、前回のエンジン運転時にエアコン作動状態に応じて学習したＩ分学習値ＡＣＯＮＩあるいはＡＣＯＦＦＩによりクローズドループ補正Ｉ分ＩＳＣＩ を初期設定する。これによりクローズドループ補正Ｉ分が直ちに補償され、制御性が向上する。
【０２７４】
また、上記各学習値ＡＣＯＮＩ、ＡＣＯＦＦＩをエアコンの作動状態別に設定しているので、エンジン負荷に応じたクローズドループ補正Ｉ分ＩＳＣＩを初期設定することができ、エンジン回転をスムーズに立上げることができる。
【０２７５】
そして、Ｓ１８１０ へ進むと前述のクローズド／オープンループ制御判別サブルーチンで設定したクローズド／オープンループ制御判別フラグＦＬＡＧＣＬの値を参照し、ＦＬＡＧＣＬ＝１（クローズドループ制御）の場合Ｓ１８１１ へ進み、ＦＬＡＧＣＬ＝０（オープンループ制御）の場合、後述の補正量ΔＩを更新することなくＳ１８１２ へ進む。
【０２７６】
Ｓ１８１１ へ進むと、始動後補正ＩＳＣＳＤの値を参照して始動後補正実行中（ＩＳＣＳＤ≠０）かを判断し、ＩＳＣＳＤ≠０の場合Ｓ１８１３ へ進み、ＩＳＣＳＤ＝０の場合Ｓ１８１７ へ進む。Ｓ１８１３ へ進むと冷却水温ＴＷと設定温度ＴＷＡＳ［℃］とを比較し、ＴＷ≧ＴＷＡＳ（暖機完了）の場合Ｓ１８１４ へ進み、ＴＷ＜ＴＷＡＳ（暖機中）の場合Ｓ１８１７ へ進む。Ｓ１８１４ へ進むと、車速ＶＳＰと設定値ＶＳＡＳ［Ｋｍ／ｈ］とを比較し、ＶＳＰ＜ＶＳＡＳ（停車）の場合Ｓ１８１５ へ進み、ＶＳＰ≧ＶＳＡＳ（走行）の場合Ｓ１８１７ へ進む。
【０２７７】
その後、Ｓ１８１５ へ進むとクローズドループ補正Ｉ分ＩＳＣ_Ｉに始動後補正ＩＳＣＳＤを加算した値で上記クローズドループ補正Ｉ分ＩＳＣ_Ｉを更新し（ＩＳＣ_Ｉ←ＩＳＣ_Ｉ＋ＩＳＣＳＤ）、Ｓ１８１６ へ進み上記始動後補正ＩＳＣＳＤを上記クローズドループ補正Ｉ分に移行させた分、この始動後補正ＩＳＣＳＤをクリアし（ＩＳＣＳＤ←０）、Ｓ１８１７ へ進む。
【０２７８】
図３９の（ａ），（ｂ）に示すようにオープンループ制御からクローズドループ制御へ移行した際、始動後補正ＩＳＣＳＤ（ＩＳＣＡＳ）のクローズドループ補正Ｉ分ＩＳＣ_Ｉへの移行を行わず前述した始動後補正設定ルーチン（図２２）を始動後補正ＩＳＣＳＤが０になるまで実行するとすれば、このクローズドループ補正Ｉ分ＩＳＣ_Ｉが収束するまでの間、デューティ比ＩＳＣＯＮに段差が生じエンジン回転数ＮＥが変動してしまう。この対策として後述する補正量ΔＩを大きくすることも考えられるが、この補正量ΔＩを極端に大きくすると収束性が悪化しエンジン回転数ＮＥにハンチングが生じる。
【０２７９】
これに対し、図３９の（ｃ），（ｄ）に示すように所定条件成立時（ＴＷ≧ＴＷＡＳ、且つ、ＶＳＰ＜ＶＳＡＳ）、オープンループ制御からクローズドループ制御に移行した際、始動後補正ＩＳＣＳＤ（ＩＳＣＡＳ）がＩＳＣＳＤ≠０のとき、始動後補正ＩＳＣＳＤ（ＩＳＣＡＳ）をクローズドループ補正Ｉ分ＩＳＣ_Ｉに移行させているので、増量分をクローズドループ補正Ｉ分ＩＳＣ_Ｉで補うようになり、オープンループ制御からクローズドループ制御へのつながりが良くなり、このときのエンジン回転数ＮＥの変動が防止される。
【０２８０】
その後、上記Ｓ１８１１，Ｓ１８１３，Ｓ１８１４ あるいは、Ｓ１８１６ からＳ１８１７ へ進むとアイドル目標回転数ＮＳＥＴとエンジン回転数ＮＥとの差回転ΔＮを求め（ΔＮ←ＮＳＥＴ−ＮＥ）、Ｓ１８１８ へ進みエアコンスイッチ８９がＯＮかを判断し、ＯＮの場合Ｓ１８１９
へ進み、ＯＦＦの場合Ｓ１８２０ へ進む。
【０２８１】
Ｓ１８１９ へ進むと上記差回転ΔＮと設定値ＮＩＨ３（ＮＩＨ３＜０）とを比較し、ΔＮ≦ＮＩＨ３の場合Ｓ１８２６ へ進み、補正量ΔＩを設定値ＴＩＰＴＡＨ３（ＴＩＰＴＡＨ３＜０）に設定し（ΔＩ←ＴＩＰＴＡＨ３）、Ｓ１８４５ へ進む。
【０２８２】
また、上記Ｓ１８１９ でΔＮ＞ＮＩＨ３の場合にはＳ１８２１ へ進み、上記差回転ΔＮと設定値ＮＩＨ２（但し、ＮＩＨ３＜ＮＩＨ２＜０）とを比較し、ΔＮ≦ＮＩＨ２の場合、Ｓ１８２７ へ進み補正値ΔＩを設定値ＴＩＰＴＡＨ２（但し、ＴＩＰＴＡＨ３＜ＴＩＰＡＴＡＨ２＜０）に設定し（ΔＩ←ＴＩＰＴＡＨ２）、Ｓ１８４５ へ進む。また、ΔＮ＞ＮＩＨ２の場合Ｓ１８２２ へ進み差回転ΔＮと設定値ＮＩＨ１（但し、ＮＩＨ２＜ＮＩＨ１＜０）とを比較し、ΔＮ≦ＮＩＨ１の場合Ｓ１８２８ へ進み補正量ΔＩを設定値ＴＩＰＴＡＨ１（但し、ＴＩＰＴＡＨ２＜ＴＩＰＴＡＨ１＜０）で設定し（ΔＩ←ＴＩＰＴＡＨ１）、Ｓ１８４５ へ進む。
【０２８３】
また、上記Ｓ１８２２ でΔＮ＞ＮＩＨ１と判断されてＳ１８２３ へ進むと差回転ΔＮと０とを比較し、ΔＮ≦０の場合Ｓ１８２９ へ進み補正量ΔＩを設定値ＴＩＰＴＡＨ（但し、ＴＩＰＴＡＨ１＜ＴＩＰＴＡＨ，ＴＩＰＡＴＨ＝０［％］）で設定し（ΔＩ←ＴＩＰＴＡＨ）、Ｓ１８４５ へ進む。また、ΔＮ＞０の場合Ｓ１８２４ へ進む。 Ｓ１８２４ へ進むと差回転ΔＮと設定値ＮＩＬ１（但し、０＜ＮＩＬ１）とを比較し、ΔＮ≦ＮＩＬ１の場合Ｓ１８３０ へ進み、補正量ΔＩを設定値ＴＩＰＴＡＬ（但し、ＴＩＰＴＡＨ≦ＴＩＰＡＴＬ）で設定し（ΔＩ←ＴＩＰＴＡＬ）、Ｓ１８４５ へ進む。また、ΔＮ＞ＮＩＬ１の場合Ｓ１８２５ へ進む。
【０２８４】
Ｓ１８２５ へ進むと、差回転ΔＮと設定値ＮＩＬ２（但し、ＮＩＬ１＜ＮＩＬ２）とを比較し、ΔＮ≦ＮＩＬ２の場合Ｓ１８３１ へ進み、補正量ΔＩをＴＩＰＴＡＬ１（但し、ＴＩＰＴＡＬ＜ＴＩＰＴＡＬ１）で設定し（ΔＩ←ＴＩＰＴＡＬ１）、Ｓ１８４５ へ進む。また、ΔＮ＞ＮＩＬ２の場合Ｓ１８３２ へ進み補正量ΔＩを設定値ＴＩＰＴＡＬ２（但し、ＴＩＰＴＡＬ１＜ＴＩＰＴＡＬ２）で設定し（ΔＩ←ＴＩＰＴＡＬ２）、Ｓ１８４５ へ進む。
【０２８５】
図４０に補正量ΔＩと差回転ΔＮとの関係を示す。図からも分かるように差回転ΔＮが小さければ補正量ΔＩも小さく設定される。これによりアイドル目標回転数ＮＳＥＴに対するエンジン回転数ＮＥの収束性がよくなる。
【０２８６】
一方、上記Ｓ１８１８ でエアコンスイッチ８９がＯＦＦと判断されてＳ１８２０ へ進むと、このＳ１８２０，Ｓ１８３３ 〜Ｓ１８３７ において、差回転ΔＮと設定値ＮＩＨ３，ＮＩＨ２，ＮＩＨ１，０，ＮＩＬ１，ＮＩＬ２とを上述と同様に比較し、Ｓ１８２０ でΔＮ≦ＮＩＨ３と判断されてＳ１８３８ へ進むと補正量ΔＩを設定値ＴＩＰＲＴＨ３で（但し、ＴＩＰＲＴＨ３＜０）設定し（ΔＩ←ＴＩＰＲＴＨ３）、Ｓ１８４５ へ進む。
【０２８７】
Ｓ１８３３ でΔＮ≦ＮＩＨ２と判断されてＳ１８３９ へ進むと補正量ΔＩを設定値ＴＩＰＲＴＨ２（但し、ＴＩＰＲＴＨ３＜ＴＩＰＲＴＨ２＜０）で設定し（ΔＩ←ＴＩＰＲＴＨ２）、Ｓ１８４５ へ進む。
【０２８８】
Ｓ１８３４ でΔＮ≦ＮＩＨ１と判断されてＳ１８４０ へ進むと補正量ΔＩを設定値ＴＩＰＲＴＨ１（但し、ＴＩＰＲＴＨ２＜ＴＩＰＲＴＨ１＜０）で設定し（ΔＩ←ＴＩＰＲＴＨ）、Ｓ１８４５ へ進む。
【０２８９】
Ｓ１８３５ でΔＮ≦０と判断されてＳ１８４１ へ進むと補正量ΔＩを設定値ＴＩＰＲＴＨ（但し、ＴＩＰＲＴＨ１＜ＴＩＰＲＴＨ，ＴＩＰＲＴＨ＝０［％］）で設定し（ΔＩ←ＴＩＰＲＴＨ）、Ｓ１８４５ へ進む。
【０２９０】
Ｓ１８３６ でΔＮ≦ＮＩＬ１と判断されてＳ１８４２ へ進むと補正量ΔＩを設定値ＴＩＰＲＴＬ（但し、ＴＩＰＲＴＨ≦ＴＩＰＲＴＬ）で設定し（ΔＩ←ＴＩＰＲＴＬ）、Ｓ１８４５ へ進む。
【０２９１】
Ｓ１８３７ でΔＮ≦ＮＩＬ２と判断されてＳ１８４３ へ進むと補正量ΔＩを設定値ＴＩＰＲＴＬ１（但し、ＴＩＰＲＴＬ＜ＴＩＰＲＴＬ１）で設定し（ΔＩ←ＴＩＰＲＴＬ１）、Ｓ１８４５ へ進む。また、Ｓ１８３７ でΔＮ＞ＮＩＬ２と判断されてＳ１８４４ へ進むと、補正量ΔＩを設定値ＴＩＰＲＴＬ２（但し、ＴＩＰＲＴＬ１＜ＴＩＰＲＴＬ２）で設定し（ΔＩ←ＴＩＰＲＴＬ２）、Ｓ１８４５ へ進む。
【０２９２】
そして、Ｓ１８２６ 〜Ｓ１８３２ ，あるいは、Ｓ１８３８ 〜Ｓ１８４４ のいずれかからＳ１８４５ へ進むと、ＲＡＭ５０の所定アドレスに格納されているクローズドループ補正Ｉ分ＩＳＣ_Ｉをこのクローズドループ補正Ｉ分ＩＳＣ_Ｉに上記Ｓ１８２６ 〜Ｓ１８３２ ，Ｓ１８３８ 〜Ｓ１８４４ のいずれかで設定した補正量ΔＩを加算した値で更新し（ＩＳＣ_Ｉ←ＩＳＣ_Ｉ＋ΔＩ）、Ｓ１８４６ へ進む。
【０２９３】
図４１にアイドル目標回転数ＮＳＥＴに対するエンジン回転数ＮＥの変動と、補正量ΔＩおよびクローズドループ補正Ｉ分ＩＳＣ_Ｉとの関係をタイムチャートによって示す。
【０２９４】
［経過時間ｔ０ 〜ｔ１ ］
アイドル目標回転数ＮＳＥＴに対しエンジン回転数ＮＥが設定値ＮＩＨ３以上であるため（ΔＮ≦ＮＩＨ３）、エンジン回転数ＮＥを下げるべく補正量ΔＩを最小の設定値ＴＩＰＴＡＨ３で設定する（Ｓ１８２６ ）。
【０２９５】
その結果、クローズドループ補正Ｉ分ＩＳＣ_Ｉが上記設定値ＴＩＰＴＡＨ３だけ低い値になり、その分、ＩＳＣバルブ１３に対するディーティ比ＩＳＣＯＮが低下してＩＳＣバルブ１３の開度が減少し、エンジン回転数ＮＥが低下する。
【０２９６】
［経過時間ｔ１ 〜ｔ２ ］
次いで、差回転ΔＮが設定値ＮＩＨ３とＮＩＨ２との間に収まると、補正量ΔＩが設定値ＴＩＰＴＡＨ２で設定され（Ｓ１８２７ ）、クローズドループ補正Ｉ分ＩＳＣ_Ｉが設定値ＴＩＰＴＡＨ２分だけ更に低くなる。
【０２９７】
［経過時間ｔ２ 〜ｔ３ ］
その後、差回転ΔＮが設定値ＮＩＨ２とＮＩＨ１との間に収まると、補正量ΔＩが設定値ＴＩＰＴＡＨ１で設定され（Ｓ１８２８ ）、クローズドループ補正Ｉ分ＩＳＣ_Ｉが設定値ＴＩＰＴＡＨ１分だけ低くなり、エンジン回転数ＮＥが低下する。
【０２９８】
そして、差回転ΔＮが設定値ＮＩＨ１と０との間に収まると補正量ΔＩが設定値ＴＩＰＴＡＨ（０［％］）で設定され（Ｓ１８２９ ）、したがって、クローズドループ補正Ｉ分ＩＳＣ_Ｉは変化しない。
【０２９９】
その後、差回転ΔＮが設定値０とＮＩＬ１との間に収まると補正量ΔＩが設定値ＴＩＰＴＡＬ（ＴＩＰＴＡＨ≦ＴＩＰＴＡＬ）で設定される（Ｓ１８３０ ）。
【０３００】
［経過時間ｔ３ 〜ｔ４ ］
次いで、差回転ΔＮが設定値ＮＩＬ１とＮＩＬ２との間に収まると補正量ΔＩが設定値ＴＩＰＴＡＬ１で設定され（Ｓ１８３１ ）、クローズドループ補正Ｉ分ＩＳＣ_Ｉが上記設定値ＴＩＰＴＡＬ１分だけ高くなる。
【０３０１】
［経過時間ｔ４ 〜ｔ５ ］
その後、エンジン回転数ＮＥがアイドル目標回転数ＮＳＥＴに対して設定値ＮＩＬ２より低くなると（ΔＮ＞ＮＩＬ２）補正量ΔＩが設定値ＴＩＰＴＡＬ２で設定され（Ｓ１８３２ ）、クローズドループ補正Ｉ分ＩＳＣ_Ｉが上記設定値ＴＩＰＴＡＬ２だけ高くなる。
【０３０２】
［経過時間ｔ５ 〜ｔ６ ］
また、差回転ΔＮが設定値ＮＩＬ２とＮＩＬ１との間に収まると補正量ΔＩが設定値ＴＩＰＴＡＬ１で設定され（Ｓ１８３１ ）、クローズドループ補正Ｉ分ＩＳＣ_Ｉが設定値ＴＩＰＴＡＬ１だけ高くなる。
【０３０３】
そして、差回転ΔＮが設定値ＮＩＬ１とＮＩＨ１との間に収まっている間は設定値ＴＩＰＴＡＬとＴＩＰＴＡＨとが０［％］であるためクローズドループ補正Ｉ分ＩＳＣ_Ｉは変化しない。
【０３０４】
［経過時間ｔ６ 以後］
一方、差回転ΔＮが設定値ＮＩＨ１とＮＩＨ２との間に収まると補正量ΔＩが設定値ＴＩＰＴＡＨ１で設定され、その後、差回転ΔＮが設定値ＮＩＨ１とＮＩＬ１との間に収束し、補正量ΔＩが設定値ＴＩＰＴＡＬ，ＴＩＰＴＡＨ（いずれも０［％］）に設定されるため、クローズドループ補正Ｉ分ＩＳＣ_Ｉは一定となる。
【０３０５】
上記Ｓ１８４５ でクローズドループ補正Ｉ分ＩＳＣ_Ｉを設定した後、Ｓ１８４６ へ進むと、クローズドループ補正Ｉ分の学習サブルーチン（詳細は後述する）が実行される。
【０３０６】
次いで、Ｓ１８４７ で通常時制御移行時間判別カウント値ＣＯＵＮＴＳＴＩの値を参照し、ＣＯＵＮＴＳＴＩ≠０（始動後設定時間ＬＲＮＩＳＳ内）の場合Ｓ１８４８ へ進み、ＣＯＵＮＴＳＴＩ＝０の場合Ｓ１８５０ へ進む。
【０３０７】
Ｓ１８４８ へ進むと、冷却水温ＴＷと暖機再始動かどうかを判断する予め設定された暖機完了判定値ＬＲＮＩＴＷとを比較し、ＴＷ≧ＬＲＮＩＴＷ（暖機再始動）の場合Ｓ１８４９ へ進み、ＴＷ＜ＬＲＮＩＴＷ（エンジン冷態状態）の場合Ｓ１８５０ へ進む。
【０３０８】
Ｓ１８４９ へ進むと、クローズドループ補正Ｉ分ＩＳＣ_Ｉと下限値ＩＭＩＮＢＬとを比較し、ＩＳＣ_Ｉ≦ＩＭＩＮＢＬの場合Ｓ１８５３ へ進み、上記クローズドループ補正Ｉ分ＩＳＣ_Ｉを上記下限値ＩＭＩＮＢＬで設定してＳ１８５９ へ進む。
【０３０９】
一方、Ｓ１８４９ でＩＳＣ_Ｉ＞ＩＭＩＮＢＬと判断されるとＳ１８５１ へ進み、上記クローズドループ補正Ｉ分ＩＳＣ_Ｉと上限値ＩＭＡＸＢＬとを比較し、ＩＳＣ_Ｉ≧ＩＭＡＸＢＬの場合、Ｓ１８５４ へ進み、上記クローズドループ補正Ｉ分ＩＳＣ_Ｉを上記上限値ＩＭＡＸＢＬで設定しＳ１８５９ へ進む。また、ＩＳＣ_Ｉ＜ＩＭＡＸＢＬの場合、上記クローズドループ補正Ｉ分ＩＳＣ_Ｉが許容範囲（ＩＭＡＸＢＬ＞ＩＳＣ_Ｉ＞ＩＭＩＮＢＬ）に収まっていると判断し、そのままＳ１８５９ へ進む。
【０３１０】
また、Ｓ１８４７ ，あるいは、Ｓ１８４８ からＳ１８５０ へ進むと、上記クローズドループ補正Ｉ分ＩＳＣ_Ｉと、前述のＩＳＣバルブ制御メインルーチンで設定したデューティ制限下限値ＩＭＩＮＣＬから前述の基本特性値設定サブルーチンで設定した基本特性値ＩＳＣＴＷを減算した値（下限値）とを比較し、ＩＳＣ_Ｉ≦（ＩＭＩＮＣＬ−ＩＳＣＴＷ）の場合Ｓ１８５５ へ進み、上記クローズドループ補正Ｉ分ＩＳＣ_Ｉを上記下限値（ＩＭＩＮＣＬ−ＩＳＣＴＷ）で設定し（ＩＳＣ_Ｉ←ＩＭＩＮＣＬ−ＩＳＣＴＷ）、Ｓ１８５９ へ進む。
【０３１１】
また、Ｓ１８５０ でＩＳＣ_Ｉ＞（ＩＭＩＮＣＬ−ＩＳＣＴＷ）の場合にはＳ１８５２ へ進み、クローズドループ補正Ｉ分ＩＳＣ_Ｉと、ＩＳＣバルブ制御メインルーチンで設定したデューティ制限上限値ＩＭＡＸＣＬ から基本特性値ＩＳＣＴＷを減算した値（上限値）とを比較し、ＩＳＣ_Ｉ≧（ＩＭＩＮＣＬ−ＩＳＣＴＷ）の場合にはＳ１８５６ へ進み、上記クローズドループ補正Ｉ分ＩＳＣ_Ｉを上記上限値（ＩＭＡＸＣＬ −ＩＳＣＴＷ）で設定し（ＩＳＣ_Ｉ←ＩＭＩＮＣＬ−ＩＳＣＴＷ）、Ｓ１８５９ へ進む。Ｓ１８５２ でＩＳＣ_Ｉ＜（ＩＭＩＮＣＬ−ＩＳＣＴＷ）の場合には、上記クローズドループ補正Ｉ分ＩＳＣ_Ｉが許容範囲（（ＩＭＩＮＣＬ−ＩＳＣＴＷ）＜ＩＳＣ_Ｉ＜（ＩＭＡＸＣＬ −ＩＳＣＴＷ））に収まっていると判断し、そのままＳ１８５９ へ進む。
【０３１２】
ＩＳＣバルブ１３に対するデューティ比ＩＳＣＯＮの大部分は基本特性値ＩＳＣＴＷであり、デューティ制限下限値ＩＭＩＮＣＬから基本特性値ＩＳＣＴＷを減算することで、基本特性値ＩＳＣＴＷ以外の補正項に対する下限値を設定し、また、デューティ制限上限値ＩＭＡＸＣＬ から基本特性値ＩＳＣＴＷを減算することで上限値を設定する。
【０３１３】
但し、〈１〉始動後、所定時間ＬＲＮＩＳＳ［ｓｅｃ］以内の場合（Ｓ１８４７ ）、且つ、〈２〉冷却水温ＴＷ と暖機再始動かを判断する暖機完了判定値ＬＲＮＩＴＷとがＴＷ≧ＬＲＮＩＴＷの場合（Ｓ１８４８ ）、暖機再始動時と判断し、オープンループ、クローズドループ制御を問わず
ＩＭＩＮＢＬ≦ＩＳＣ_Ｉ≦ＩＭＡＸＢＬ
とする。
【０３１４】
暖機再始動において通常時制御に移行したとき、クローズドループ補正Ｉ分ＩＳＣ_Ｉの初期設定の際に（Ｓ１８０８ 、あるいは、Ｓ１８０９ ）、クローズドループ補正Ｉ分ＩＳＣ_Ｉが小さな値（負の値を含む）の学習値ＡＣＯＮＩ（エアコンスイッチ８９がＯＮ時）、あるいは、学習値ＡＣＯＦＦＩ（エアコンスイッチ８９がＯＦＦ時）で更新されるとエンジン回転数ＮＥが低下してしまい、著しい場合はエンストしてしまう。このため、上限値、下限値をそれぞれ設定値ＩＭＩＮＢＬ，ＩＭＡＸＢＬとして、クローズドループ補正Ｉ分ＩＳＣ_Ｉの上限値、下限値をシフトアップさせることで再始動性を改善させている（図４１（ｃ）参照）。
【０３１５】
一方、上記Ｓ１８１０ でＦＬＡＧＣＬ＝０（オープンループ制御）と判断されてＳ１８１２ へ進むと冷却水温ＴＷと、オープンループ制御中の冷却水温ＴＷが低水温かを判断する設定値ＴＷＣＬ［℃］とを比較し、ＴＷ≦ＴＷＣＬの場合Ｓ１８５７ へ進み、ＴＷ＞ＴＷＣＬの場合既述したＳ１８４７ へ進む。
【０３１６】
Ｓ１８５７ へ進むとクローズドループ補正Ｉ分ＩＳＣ_Ｉの値を参照し、ＩＳＣ_Ｉ＜０の場合Ｓ１８５８ へ進み、上記クローズドループ補正Ｉ分ＩＳＣ_Ｉを０に設定した後（ＩＳＣ_Ｉ←０）、Ｓ１８５９ へ進む。また、ＩＳＣ_Ｉ≧０の場合上記Ｓ１８４７ へ進む。
【０３１７】
このように、オープンループ制御中（ＦＬＡＧＣＬ＝０）の冷却水温ＴＷが低水温時（ＴＷ≦ＴＷＣＬ）で、かつ、クローズドループ補正Ｉ分ＩＳＣ_Ｉが負側にあるとき（ＩＳＣ_Ｉ＜０）には、このクローズドループ補正Ｉ分ＩＳＣ_Ｉを０に設定している（ＩＳＣ_Ｉ←０）。すなわち、後述する学習値ＡＣＯＮＩあるいはＡＣＯＦＦＩにより設定したクローズドループ補正Ｉ分ＩＳＣ_Ｉが負側のときにはデューティ比ＩＳＣＯＮが小さくなり、ＩＳＣバルブ１３の開度が減少してエンジン回転数ＮＥが低下する方向に作用し、これを防止するため、スタータスイッチ６１がＯＮからＯＦＦ（始動時制御→通常時制御）へ移行した直後に学習値ＡＣＯＮＩあるいはＡＣＯＦＦＩにより設定されるクローズドループ補正Ｉ分ＩＳＣ_Ｉの下限値を０としている。
【０３１８】
そして、Ｓ１８５３ 〜Ｓ１８５６ ，あるいは、Ｓ１８５８ のいずれかからＳ１８５９ へ進むと、今回の始動時／通常時制御判別フラグＦＬＡＧＳＴでＲＡＭ５０の所定アドレスに格納されている次回のルーチンで使用する前回の始動時／通常時制御判別フラグ（ＦＬＡＧＳＴ）ＯＬＤを更新し（（ＦＬＡＧＳＴ）ＯＬＤ←ＦＬＡＧＳＴ）、ルーチンを抜ける。
【０３１９】
なお、本実施例においてはクローズドループ補正Ｉ分ＩＳＣ_Ｉを、比例積分制御（ＰＩ制御）を用いずに積分制御（Ｉ制御）のみで設定しているので、緻密なフィードバック制御が実行される。
【０３２０】
（クローズドループ補正Ｉ分学習サブルーチン）
図２６はクローズドループ補正Ｉ分更新手順において実行（Ｓ１８４６ 参照）されるクローズドループ補正Ｉ分学習サブルーチンである。
【０３２１】
まず、Ｓ１９０１ 〜Ｓ１９０８ で学習条件が成立しているかを判断する。
【０３２２】
すなわち、Ｓ１９０１ では、冷却水温ＴＷと暖機完了判定値ＬＲＮＩＴＷ［℃］とを比較し、ＴＷ≧ＬＲＮＩＴＷ（エンジン暖機完了状態）の場合Ｓ１９０２ へ進み、ＴＷ＜ＬＲＮＩＴＷ（エンジン冷態状態）の場合Ｓ１９１３ へ進む。
【０３２３】
Ｓ１９０２ へ進むとパワステ補正値ＩＳＣＰＳの値を参照）し、ＩＳＣＰＳ＝０（パワーステアリング転舵角小）の場合Ｓ１９０３ へ進み、ＩＳＣＰＳ≠０の場合Ｓ１９１３ へ進む。
【０３２４】
Ｓ１９０３ へ進むと、エアコンスイッチ８９がＯＦＦかを判断し、ＯＦＦの場合Ｓ１９０４ へ進み、ＯＮの場合Ｓ１９０５ へ進む。
【０３２５】
Ｓ１９０４ へ進むと、ラジファン補正値ＩＳＣＲＡの値を参照し、ＩＳＣＲＡ＝０（ラジエータファン６２がＯＦＦ）の場合Ｓ１９０５ へ進み、ＩＳＣＲＡ≠０の場合Ｓ１９１３ へ進む。
【０３２６】
そして、Ｓ１９０３ あるいはＳ１９０４ からＳ１９０５ へ進むと、加減速補正ＤＳＨＰＴの値を参照し、ＤＳＨＰＴ＝０の場合Ｓ１９０６ へ進み、ＤＳＨＰＴ≠０の場合Ｓ１９１３ へ進む。
【０３２７】
Ｓ１９０６ へ進むとダッシュポット補正値ＤＨＥＮＢの値を参照し、ＤＨＥＮＢ＝０の場合、すなわち、ＤＳＨＰＴ＝０、且つ、ＤＨＥＮＢ＝０でアイドル定常状態と判断される場合には、Ｓ１９０７ へ進み、ＤＨＥＮＢ≠０の場合Ｓ１９１３ へ進む。
【０３２８】
Ｓ１９０７ へ進むと、クローズドループ補正Ｉ分ＩＳＣＩ の補正量ΔＩを参照し、ΔＩ＝０（エンジン回転数ＮＥがアイドル目標回転数ＮＳＥＴの許容範囲内視鏡に収束している状態）の場合Ｓ１９０８ へ進み、ΔＩ≠０の場合Ｓ１９１３ へ進む。
【０３２９】
Ｓ１９０８ へ進むと、学習可能な状態が所定時間以上継続しているかどうかを判別すべく、所定時間に相当する設定値ＬＲＩＳＣＴと学習条件成立判別カウント値ＣＯＵＮＴＩＳＣＩとを比較し、ＣＯＵＮＴＩＳＣＩ≧ＬＲＩＳＣＴの場合、学習条件成立と判断してＳ１９０９ へ進む。また、ＣＯＵＮＴＩＳＣＩ＜ＬＲＩＳＣＴの場合、Ｓ１９１０ へ進みカウント値ＣＯＵＮＴＩＳＣＩをカウントアップし（ＣＯＵＮＴＩＳＣＩ←ＣＯＵＮＴＩＳＣＩ＋１）、ルーチンを抜ける。
【０３３０】
一方、Ｓ１９０９ へ進むと、エアコンスイッチ８９がＯＮかを判断し、ＯＮの場合Ｓ１９１１ へ進みバックアップＲＡＭ５０ａの所定アドレスに格納されているエアコンＯＮ時のＩ分学習値ＡＣＯＮＩを現時点におけるクローズドループ補正Ｉ分ＩＳＣ_Ｉの値で更新し（ＡＣＯＮＩ←ＩＳＣ_Ｉ）、Ｓ１９１３ へ進む。ＯＦＦの場合Ｓ１９１２ へ進み、バックアップＲＡＭ５０ａの所定アドレスに格納されているエアコンＯＦＦ時のＩ分学習値ＡＣＯＦＦＩを現時点におけるクローズドループ補正Ｉ分ＩＳＣ_Ｉの値で更新し（ＡＣＯＦＦＩ←ＩＳＣ_Ｉ）、Ｓ１９１３ へ進む。
【０３３１】
そして、Ｓ１９０１ ，Ｓ１９０２ ，Ｓ１９０４ 〜Ｓ１９０７ ，Ｓ１９１１ 、あるいは、Ｓ１９１２ のいずれかからＳ１９１３ へ進むと上記カウント値ＣＯＵＮＴＩＳＣＩをクリアし（ＣＯＵＮＴＩＳＣＩ←０）、ルーチンを抜ける。
【０３３２】
ところで、図４２（ａ）に破線で示すように、クローズドループ補正Ｉ分ＩＳＣ_Ｉを設定する際にＩ分学習値ＡＣＯＮＩあるいはＡＣＯＦＦＩを使用しないと、始動時制御からオープンループ制御を介してクローズドループ制御へ移行するまでの間に差分が生じる。その結果、図４２（ｂ）に破線で示すように、初爆はするが完爆へはなかなか移行せず、始動時制御からオープンループ制御へ移行するときにエンジン回転数ＮＥの立上りにもたつきが生じる。
【０３３３】
一方、図４２（ａ）に実線で示すようにクローズドループ補正Ｉ分にＩ分学習値ＡＣＯＮＩあるいはＡＣＯＦＦＩを加味することで始動時制御からクローズドループ制御へ移行するまでの間の差分が改善され図４２（ｂ）に実線で示すように初爆から完爆へ直ちに移行し、エンジン回転数ＮＥの立上りがスムーズになり始動性が向上する。
【０３３４】
【発明の効果】
以上説明したように請求項１記載の発明によれば、暖機再始動時におけるフィードバック補正値の上限値と下限値とをシフトアップした値で設定すれば、エンストなどを有効に防止することができ制御性が向上し、再始動性が改善される。
【０３３５】
この際、請求項２に記載したように、フィードバック補正値を積分制御のみで設定するようにすれば、上記請求項１記載の発明の効果に加え、より緻密なフィードバック制御を実行することが可能となる。
【図面の簡単な説明】
【図１】図１，図２はＩＳＣバルブ制御手順を示すフローチャート。
【図２】同上
【図３】補正値設定手順を示すフローチャート。
【図４】基本特性値設定手順を示すフローチャート。
【図５】アイドル目標回転数設定手順を示すフローチャート。
【図６】クローズド／オープンループ制御判別手順を示すフローチャート。
【図７】図７，図８はエアコン補正値設定手順を示すフローチャート。
【図８】同上
【図９】エアコンスイッチＯＦＦ→ＯＮ時のエアコン補正学習手順を示すフローチャート。
【図１０】エアコンスイッチＯＮ→ＯＦＦ時のエアコン補正学習手順を示すフローチャート。
【図１１】図１１，図１２はＡＴ車走行レンジ補正値設定手順を示すフローチャート。
【図１２】同上
【図１３】図１３，図１４は加減速補正設定手順を示すフローチャート。
【図１４】同上
【図１５】ダッシュポット補正値設定手順を示すフローチャート。
【図１６】ダッシュポット補正値更新手順を示すフローチャート。
【図１７】ラジファン補正設定手順を示すフローチャート。
【図１８】図１８，図１９はパワステ補正値設定手順を示すフローチャート。
【図１９】同上
【図２０】エアコンクラッチ補正値設定手順を示すフローチャート。
【図２１】始動後補正初期値設定手順を示すフローチャート。
【図２２】始動後補正設定手順を示すフローチャート。
【図２３】図２３〜図２５はクローズドループ補正Ｉ分更新手順を示すフローチャート。
【図２４】同上
【図２５】同上
【図２６】クローズドループ補正Ｉ分学習手順を示すフローチャート。
【図２７】エンジン制御系の概略図。
【図２８】制御装置の構成図。
【図２９】エアコンスイッチとエアコン補正値とエンジン回転数の関係を示すタイムチャート。
【図３０】走行レンジ、またはＮ，Ｐレンジと、ＡＴ車走行レンジ補正とエンジン回転数の関係を示すタイムチャート。
【図３１】アイドルスイッチとスロットル開度と加減速補正とエンジン回転数の関係を示すタイムチャート。
【図３２】アイドルスイッチとエンジン回転数とダッシュポット補正値の関係を示すタイムチャート。
【図３３】ラジエータファンＯＮ／ＯＦＦとラジファン補正の関係を示すタイムチャート。
【図３４】アイドル判別回転数を設定する際のヒステリシスを示すタイムチャート。
【図３５】パワステ転舵スイッチとパワステ補正値とエンジン回転数の関係を示すタイムチャート。
【図３６】エアコンスイッチとエアコンクラッチリレーとエアコンコンプレッサの容量とエアコンクラッチ補正値とエンジン回転数の関係を示すタイムチャート。
【図３７】始動後補正の変化を示すタイムチャート。
【図３８】デューティ比の変化を示すタイムチャート。
【図３９】始動後補正値のクローズドループ補正Ｉ分への移行を示すタイムチャート。
【図４０】クローズドループ補正Ｉ分の補正量と差回転との関係を示す説明図。
【図４１】エンジン回転数とクローズドループ補正Ｉ分の補正量とクローズドループ補正Ｉ分との関係を示すタイムチャート。
【図４２】クローズドループ補正Ｉ分の学習値の使用状況を示すタイムチャートである。
【符号の説明】
６ｅ…エアバイパス通路
１１ｄ，１１ｅ…スロットルバルブ
１３…ＩＳＣバルブ
５０ａ…記憶手段（バックアップＲＡＭ）
８９…エアコンスイッチ
ＡＣＯＦＦＩ…エアコンオフ時学習値
ＡＣＯＮＩ…エアコンオン時学習値
ＤＩＳＣＳＤ，ＩＳＣＢＡＣ…設定値
ＩＭＡＸＣＬ−ＩＳＣＴＷ，ＩＭＡＸＢＬ，ＩＭＡＸＣＬ…上限値
ＩＭＩＮＣＬ−ＩＳＣＴＷ，ＩＭＩＮＢＬ…下限値
ＩＭＡＸ…上限基本値
ＩＳＣ_Ｉ…フィードバック補正値（クローズドループ補正Ｉ分）
ＩＳＣＯＮ…開度設定値（デューティ比）
ＩＳＣＳＤ…始動後補正
ＩＳＣＴＷ…基本特性値
ＮＥ…エンジン回転数
ＮＳＥＴ…アイドル目標回転数
△Ｎ…差（差回転）
ＴＤＩＳＣ…設定時間（始動後補正更新割込時間）
ＴＩＳＣＳＤ…始動後補正初期値テーブル
ＴＷ…エンジン温度（冷却水温度）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an ISC valve control method for an engine that feedback-controls the opening of an ISC valve and variably sets an allowable range of an opening setting value of the feedback-controlled ISC valve according to an engine state.
[0002]
[Prior art]
In general, engine ISC (idle speed control) valve opening control is performed in the following order: start-up control (during cranking) → open-loop control (for warm-up operation, etc.) → closed-loop (feedback) control (during normal operation) In addition, optimal engine control is realized according to engine conditions.
[0003]
For example, in Japanese Patent Laid-Open No. 58-158343, an opening setting value (for example, duty ratio) of an ISC valve is learned, and the learning value and the opening setting value corrected by feedback control are different from each other. When the number shows a value different from the idle target speed, the learning value is updated with a correction value corresponding to the difference between the idle speed and the idle target speed, and the learning value is set when feedback control is started after the next start. Is used as an initial value to improve controllability immediately after shifting from open loop control to closed loop control, that is, immediately after feedback control is started. However, in the past, since each control described above was performed independently according to the engine state, when shifting from start-up control to open-loop control, it is difficult to shift to the complete explosion but the first explosion. Even when using the learning value learned during the previous operation as the initial value of the feedback control as in the prior art described above when shifting from open loop control to closed loop control, Since the control value at the time of open loop control and the learning value are set independently, between the opening setting value for setting the opening of the ISC valve at the time of open loop control and the closed loop control initial value. There is a problem that a step is generated and it takes time until the feedback correction value converges, and the engine speed becomes unstable during that time.
[0004]
On the other hand, in order to prevent the opening set value and the feedback correction value of the ISC valve from increasing or decreasing infinitely (including the negative side), the feedback correction value and the opening setting value are respectively set to upper limit values. The lower limit is set. For example, the above-described prior art compares the learned value with preset upper and lower limit values, and if the learned value is not within the allowable range between the upper limit value and the lower limit value, A technique for updating the learning value with an upper limit value or a lower limit value is disclosed.
[0005]
However, since the upper limit value or the lower limit value is a fixed value, for example, even if the air conditioner compressor is driven and the engine load increases, the upper limit value is regulated, so that it is difficult to sufficiently supply the intake air amount. .
[0006]
In order to cope with this, Japanese Patent Laid-Open No. 1-247728 discloses a technique for variably setting the upper limit value of the opening setting value in accordance with the capacity of the air conditioner compressor.
[0007]
[Problems to be solved by the invention]
However, in the above-described technology for variably setting the capacity of the air conditioner compressor, the upper limit value and the lower limit value of the control are variably set based on the fluctuation of only the disturbance such as the air conditioner compressor. The state of the engine itself such as the engine temperature is not taken into account, and it is difficult to control it appropriately.
[0008]
In view of the above circumstances, an object of the present invention is to provide an ISC valve control method for an engine that can appropriately set an upper limit value and a lower limit value of a feedback correction value in consideration of an engine state.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, the invention according to claim 1The upper limit value and the lower limit value of the feedback correction value at the warm-up restart when the engine temperature is equal to or higher than the determination value for determining whether the engine temperature is the warm-up restart after the engine is started are A procedure for setting a value that is shifted up from the upper limit value and the lower limit value of the feedback correction value to be set in a case other than at the time of starting;When the feedback correction value is less than or equal to the lower limit value, the feedback correction value is set with the lower limit value, and when the feedback correction value is greater than or equal to the upper limit value.,A procedure for setting the feedback correction value by the upper limit;A procedure for setting a basic characteristic value indicating a basic opening of an ISC valve interposed in an air bypass passage that bypasses the throttle valve based on the engine temperature;Feedback correction value, at leastthe aboveCorrect the basic characteristic valuethe aboveAnd a procedure for setting the opening of the ISC valve.
[0010]
The invention according to claim 2 is the invention according to claim 1,The above feedback correction value was set only by integral controlIt is characterized by that.
[0012]
That is,The upper limit value and the lower limit value of the feedback correction value at the time of warm-up restart when the engine temperature is equal to or higher than a determination value for determining whether the engine temperature is warm-up restart after the engine is started Set a value that is upshifted from the upper and lower limits of the feedback correction value that is set at times other than at the start.When the feedback correction value is less than or equal to the lower limit value, the feedback correction value is set with the lower limit value. When the feedback correction value is greater than or equal to the upper limit value,,The feedback correction value is set with the upper limit value.Further, a basic characteristic value indicating the basic opening of the ISC valve installed in the air bypass passage that bypasses the throttle valve is set based on the engine temperature.AndTheFeedback correction value, at leastBaseCorrect this characteristic valueISet the opening of the SC valve.
[0013]
The invention according to claim 2 is the invention according to claim 1,Set the feedback correction value by integral control only.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 is a flowchart showing an ISC valve control procedure, FIG. 3 is a flowchart showing a correction value setting procedure, and FIG. 4 is a flowchart showing a basic characteristic value setting procedure. 5 is a flowchart showing the procedure for setting the target idle speed, FIG. 6 is a flowchart showing the closed / open loop control determination procedure, FIGS. 7 and 8 are flowcharts showing the air conditioner correction value setting procedure, and FIG. 10 is a flowchart showing an air-conditioner correction learning procedure when the air-conditioner switch is turned on, and FIGS. 11 and 12 are flowcharts showing a procedure for setting an AT vehicle travel range correction value. FIGS. Is a flowchart showing the acceleration / deceleration correction setting procedure, and FIG. 15 is a dashpot correction value. 16 is a flowchart showing a dashpot correction value update procedure, FIG. 17 is a flowchart showing a radio fan correction setting procedure, FIGS. 18 and 19 are flowcharts showing a power steering correction value setting procedure, and FIG. 20 is an air conditioner clutch. 21 is a flowchart showing a correction value setting procedure, FIG. 21 is a flowchart showing a post-startup correction initial value setting procedure, FIG. 22 is a flowchart showing a post-startup correction setting procedure, and FIGS. 23 to 25 are flowcharts showing a closed loop correction I update procedure. 26 is a flowchart showing a closed loop correction I-minute learning procedure, FIG. 27 is a schematic diagram of the engine control system, FIG. 28 is a block diagram of the control device, and FIG. FIG. 30 shows a driving range or N, FIG. 31 is a time chart showing the relationship among the range, AT vehicle travel range correction, and engine speed, FIG. 31 is a time chart showing the relationship between the idle switch, throttle opening, acceleration / deceleration correction, and engine speed, and FIG. 32 is the idle switch and engine. 33 is a time chart showing the relationship between the rotational speed and the dashpot correction value, FIG. 33 is a time chart showing the relationship between the radiator fan ON / OFF and the radio fan correction, and FIG. 34 is a time chart showing hysteresis when setting the idling discrimination rotational speed. FIG. 35 is a time chart showing the relationship between the power steering switch, power steering correction value, and engine speed, and FIG. 36 is the time showing the relationship between the capacity of the air conditioner switch, air conditioner clutch relay, air conditioner compressor, air conditioner clutch correction value, and engine speed. Chart, Fig. 37 shows the correction after start 38 is a time chart showing the change of the duty ratio, FIG. 39 is a time chart showing the shift of the post-startup correction value to the closed loop correction I, and FIG. 40 is a correction amount of the closed loop correction I. FIG. 41 is a time chart showing the relationship between the engine speed, the correction amount for the closed loop correction I, and the closed loop correction I, and FIG. 42 is the learning for the closed loop correction I. It is a time chart which shows the usage condition of a value.
[0016]
[Engine control system configuration]
In FIG. 27, reference numeral 1 in the figure denotes an engine body, and in the figure, a 6-cylinder horizontally opposed engine. In the engine body 1, the cylinder block 2 is divided into two banks (the left bank is the left bank and the left bank is the right bank) with the crankshaft 1a as the center. A cylinder group of # 5 cylinders is arranged, and a cylinder group of # 2, # 4, and # 6 cylinders is arranged in the left bank.
[0017]
An intake port 4 is formed in each cylinder head 3 of each bank, and an intake manifold 5 is communicated with each intake port 4. In addition, resonance pipes 6a and 6b communicate with the banks upstream of the intake manifold 5, and a variable intake valve 11c is interposed in a passage 6c connecting the resonance pipes 6a and 6b. The resonance pipes 6a and 6b, the passage 6c, and the variable intake valve 11c constitute a variable resonance supercharging system.
[0018]
Further, upstream of the resonance pipes 6a and 6b, the throttle chambers 11a and 11b are opened to communicate with the surge tank 7.
[0019]
An air cleaner 9 is attached to the upstream side of the surge tank 7 via an intake pipe 8, and an intake air amount sensor (a hot film type air flow meter in the figure) 10 is interposed immediately downstream of the air cleaner 9. ing.
[0020]
Further, throttle valves 11d and 11e (so-called twin throttle valves) are interposed in the throttle chambers 11a and 11b, respectively, and one throttle valve 11e detects the throttle opening sensor 12a and the idle switch 12b for detecting whether the throttle valve is fully closed. Are connected to each other.
[0021]
Further, the downstream side of the throttle valves 11d and 11e of the throttle chambers 11a and 11b is communicated by a passage 6d. An idle speed control (ISC) valve 13 is provided in an air bypass passage 6e that communicates the passage 6d and the surge tank 7. It is intervened.
[0022]
In addition, an injector 14 is disposed immediately upstream of each intake port 4 of each cylinder of the intake manifold 5, and a spark plug 15 that exposes the tip of each cylinder of each cylinder head 3 to the combustion chamber. Is installed. An ignition coil 15 a is directly attached to the terminal portion of the spark plug 15 and connected to the igniter 16.
[0023]
Fuel is pumped to the injector 14 from an in-tank type fuel pump 18 provided in the fuel tank 17 through a fuel filter 19, and the pressure is regulated by a pressure regulator 20.
[0024]
In addition, a cooling water temperature sensor 21 that detects a cooling water temperature TW as an example of the engine temperature is exposed to a cooling water passage (not shown) formed in the cylinder block 2, and each bank of the cylinder block 2 is provided in each bank. The right bank knock sensor 22a and the left bank knock sensor 22b are attached, and the exhaust pipes 24a and 24b provided for each bank are communicated from the exhaust ports 23 of the cylinder heads 3 respectively.
[0025]
A right bank O2 sensor 25a and a left bank O2 sensor 25b face the exhaust pipes 24a and 24b, respectively, and catalytic converters 26a and 26b are interposed downstream of the O2 sensors 25a and 25b, respectively. Further, a catalytic converter 27 is interposed at the downstream junction of each of the catalytic converters 26a and 26b.
[0026]
On the other hand, a crank angle detecting crank rotor 29 and a group cylinder discriminating crank rotor 30 are mounted on a crankshaft 1a of the engine body 1 at a predetermined interval. Further, a first crank angle sensor 31 and a second crank angle sensor 32 made up of an electromagnetic pickup or the like for detecting a protrusion as a detection object are provided on the outer periphery of each of the crank rotors 29 and 30, respectively. In addition, a cam angle sensor 34 is provided on the outer periphery of a cam rotor 33 a that is pivotally attached to the cam shaft 33. The cam angle sensor 34 determines the compression top dead center of a specific cylinder. The cam angle sensor 34 determines individual cylinders based on the cam pulse from the cam angle sensor 34 and the group determination pulse from the second crank angle sensor 32.
[0027]
In addition, slits may be provided on the outer circumferences of the crank rotors 29 and 30 and the cam rotor 33a in place of the protrusions, and the crank angle sensors 31 and 32 and the cam angle sensor 34 may be electromagnetic sensors such as an electromagnetic pickup. It is not limited to an optical sensor.
[0028]
[Circuit configuration of control device]
On the other hand, in FIG. 28, reference numeral 40 denotes a control unit (ECU) comprising a microcomputer. The ECU 40 includes a main computer 41 that performs ignition timing control, fuel injection control, and the like, and a dedicated sub-computer 42 that performs knock detection processing. It consists of two computers.
[0029]
In addition, a constant voltage circuit 43 is built in the ECU 40, and a stabilizing voltage is supplied from the constant voltage circuit 43 to each part. The constant voltage circuit 43 is connected to the battery 45 via a relay contact of the ECU relay 44, and the relay coil of the ECU relay 44 is connected to the battery 45 via a key switch 46. A fuel pump 18 is connected to the battery 45 through a relay contact of a fuel pump relay 47.
[0030]
In the main computer 41, a main CPU 48, a ROM 49, a RAM 50, a backup RAM 50a as a storage means, a timer 51, a serial interface (SCI) 52, and an I / O interface 53 are connected to each other via a bus line. A backup voltage is always applied to the backup RAM 50a via the constant voltage circuit 43.
[0031]
The input port of the I / O interface 53 includes an intake air amount sensor 10, a throttle opening sensor 12a, a cooling water temperature sensor 21, a right bank O2 sensor 25a, a left bank O2 sensor 25b, an atmospheric pressure sensor 55, and a vehicle speed sensor 56. Are connected via the A / D converter 57a, the idle switch 12b, the first and second crank angle sensors 31, 32, the cam angle sensor 34 are connected, and the battery 45 is connected. Battery voltage is monitored.
[0032]
Furthermore, the input port of the I / O interface 53 is set to a power steering steering switch 58 for detecting the steering state, a neutral switch 59 for detecting whether the automatic transmission select lever is set to neutral, and parking. A parking switch 60 for detecting whether the vehicle is running and a starter switch 61 for detecting the starting state are connected.
[0033]
Further, an igniter 16 is connected to the output port of the I / O interface 53, and further, a relay coil of a radiator fan relay 63 that controls driving of the ISC valve 13, the injector 14, and the radiator fan 62, and a variable capacity air conditioner compressor 64. A relay coil of an air conditioner clutch relay 65 for operating the connection / disconnection of the magnet clutch 64a is connected via a drive circuit 57b.
[0034]
On the other hand, the sub computer 42 includes a sub CPU 66, ROM 67, RAM 68, timer 69, SCI 70, and I / O interface 71 connected to each other via a bus line 72.
[0035]
The input port of the I / O interface 71 is connected to the first and second crank angle sensors 31, 32 and the cam angle sensor 34, and the right bank knock sensor 22a and the left bank knock sensor 22b are These are connected via an amplifier 73, a frequency filter 74, and an A / D converter 75, respectively.
[0036]
Each of the knock sensors 22a and 22b is, for example, a resonance type knock sensor including a vibrator having substantially the same natural frequency as knock vibration and a piezoelectric element that detects vibration acceleration of the vibrator and converts it into an electric signal. Thus, the vibration transmitted to the cylinder block or the like due to the combustion pressure wave in the explosion stroke of the engine is detected, and the vibration waveform is output as a knock signal.
[0037]
The knock signal is amplified to a predetermined level by the amplifier 73, and then a necessary frequency component is extracted by the frequency filter 74 and converted from analog data to digital data by the A / D converter 75.
[0038]
The main computer 41 and the sub computer 42 are connected by a serial line via SCIs 52 and 70, and the output port of the I / O interface 71 of the sub computer 42 is connected to the I / O of the main computer 41. It is connected to the input port of the interface 53.
[0039]
The main computer 41 calculates an ignition timing and the like based on the crank pulse, and outputs an ignition signal to the corresponding cylinder when the predetermined ignition timing is reached. On the other hand, the sub computer 42 determines the engine from the crank pulse input interval. The engine speed is calculated, a sample section of the knock signal from each knock sensor 22a, 22b is set based on the engine speed and the engine load, and the knock signal from each knock sensor 22a, 22b is set at a high speed in this sample section. A / D conversion is performed and the vibration waveform is faithfully converted into digital data to determine whether knock has occurred or not.
[0040]
The determination result of the presence or absence of the occurrence of knock is output to the I / O interface 71 of the sub computer 42. In the case of the occurrence of knock, knock data is transferred from the sub computer 42 to the main computer 41 through the serial line via the SCI 70 and 52. Is read, and the main computer 41 immediately delays the ignition timing of the corresponding cylinder based on the knock data to avoid knocking.
[0041]
Reference numeral 81 denotes an air conditioner control unit, which is connected to the CPU 82, ROM 83, RAM 84, and I / O interface 85 via the bus line 86, and is stable to each part from the constant voltage circuit 88 connected to the battery 45 via the ignition switch 87. A voltage is supplied.
[0042]
An air conditioner switch 89 and an I / O interface 53 of the main computer 41 are connected to the input port of the I / O interface 85. The main computer 41 sends the air conditioner control unit 81 to the variable capacity air conditioner compressor 64. A required capacity (DUTY) signal is output.
[0043]
The output port of the I / O interface 85 is connected to a variable capacity control valve (not shown) provided in the variable capacity air conditioner compressor 64 to output a capacity (DUTY) signal and to the main computer. 41 is connected to the input port of the I / O interface 53, and a signal indicating whether or not the air conditioner switch 89 is turned on is output.
[0044]
[Operation]
Next, the control operation of the ISC valve 13 of the embodiment having the above configuration will be described.
[0045]
(ISC valve control main routine)
FIGS. 1 and 2 are main routines showing an ISC valve control procedure executed by the main computer 41, and are executed every predetermined calculation cycle.
[0046]
First, in step (hereinafter abbreviated as “S”) 101, a battery voltage correction value ISCVB is set based on the monitored battery voltage. When the battery voltage is low, the ISC valve 13 does not reach the predetermined opening. Therefore, the battery voltage correction value ISCVB is set to a larger value as the battery voltage is lower.
[0047]
In step S102, an atmospheric pressure correction coefficient KALT is set. Since the intake air flow rate becomes relatively low when the atmospheric pressure is low, the atmospheric pressure correction coefficient KALT is set to a larger value as the atmospheric pressure is lower.
[0048]
Thereafter, when the process proceeds to S103, it is determined whether or not the starter switch 61 is ON in order to make a start determination. If it is ON, it is determined that the engine is starting, and the process proceeds to S104. If it is OFF, it is determined that the engine is stopped or the engine is operating. move on.
[0049]
In S105, it is determined whether the engine is stopped based on the engine speed NE detected by the output of the first crank angle sensor 31. If NE = 0 (engine is stopped), the process proceeds to S104, where NE ≠ 0 (engine is operating). In case S114, the process proceeds.
[0050]
If it is determined in S103 or S105 that the engine is starting or the engine is stopped, the process proceeds to S104, and the starting control process is executed. In S104, the starting characteristic value ISCST is set by referring to the starting characteristic value table TISCST with interpolation calculation based on the cooling water temperature TW detected by the cooling water temperature sensor 21.
[0051]
Then, the process proceeds to S106, and the duty ratio ISCON, which is the opening setting value of the ISC valve 13, is set by multiplying the value obtained by adding the starting characteristic value ISCST and the battery voltage correction value ISCVB by the atmospheric pressure correction coefficient KALT. (ISCON ← (ISCST + ISCVB) × KALT).
[0052]
Thereafter, in S107, a post-start elapsed time determination count value COUNTST (down counter) for determining whether the elapsed time after engine start used in a closed / open loop control determination subroutine described later has reached the set time TMASI [SEC]. Then, after setting a set value COUNTST corresponding to the set time TMASI (COUNTST ← COUNTTMASI), the process proceeds to S108, and a start / normal time control determination flag used for setting a post-startup correction ISCSD and a closed loop correction I minute, which will be described later. After FLAGST is set (FLAGST ← 1) to indicate that the starting control is currently being executed, the process proceeds to S109.
[0053]
In S109, the duty ratio ISCON is compared with the lower limit value IMINOP during open loop control. If ISCON ≦ IMINOP, the set duty ratio ISCON is equal to or lower than the lower limit value. Therefore, in S110, the duty ratio ISCON is set to the lower limit value. Set with the value IMINOP (ISCON ← IMINOP), and proceed to S138.
[0054]
On the other hand, if ISCON> IMINOP in S109, the process proceeds to S111, and the upper limit value IMAXOP is set by referring to the upper limit value table TBMXOP based on the cooling water temperature TW. This upper limit value table TBMXOP stores a higher upper limit value IMAXOP because startability becomes more difficult if the coolant temperature TW is low.
[0055]
In S112, the duty ratio ISCON is compared with the upper limit value IMAXOP. If ISCON ≧ IMAXOP, the process proceeds to S113, the duty ratio ISCON is fixed at the upper limit value IMAXOP (ISCON ← IMAXOP), and the process proceeds to S138. If ISCON <IMAXOP, the process directly proceeds to S138.
[0056]
On the other hand, if it is determined in S105 that NE ≠ 0 (engine is running), the process proceeds to S114, and the normal time control process is executed. When the process proceeds to S114, the start / normal control determination flag FLAGST is cleared (FLAGST ← 0, normal control), and a basic characteristic value setting subroutine (details will be described later) is executed in S115 to set the basic characteristic value ISCTW. In S116, an idle target speed setting subroutine (details will be described later) is executed to set the idle target speed NSET, and in S117, a closed / open loop control determination subroutine (details will be described later) is executed to close the closed loop. After determining whether the control or the open loop control, the process proceeds to S118.
[0057]
In S118, the air conditioner correction value ISCAC set in a correction value setting routine (interrupt execution every 51.2 msec) described later is read, and in S119, the main routine is executed in accordance with the AT vehicle travel range correction value ISCATDS set in the correction value setting routine. The gear position correction value ISCAT to be used is set (ISCAT ← ISCATDS), the acceleration / deceleration correction value ISCTR is set with the acceleration / deceleration correction DSHPT set in the correction value setting routine in S120 (ISCTR ← DSHPT), and after the start in S121 The correction value ISCAS is set by the post-startup correction ISCSD set in each interrupt routine described later (ISCAS ← ISCSD), the dashpot correction value DHENB updated in the correction value setting routine is read in S122, and the closed loop correction described later in S123. I minute update Order in closed loop correction I portion ISCI as feedback correction value set in (interrupt executed every 10 msec) set the closed loop correction value ISCCL used in the main routine (ISCCL ← ISCI).
[0058]
Then, in S124, the radio fan correction ISCRAS set in the correction value setting routine is used to set the radio fan correction value ISCRA used in the main routine (ISCRA ← ISCRAS). In S125, the power steering set in the correction value setting routine is set. The correction value ISCPS is read out, and the air conditioner clutch correction value ISCCLH set in the correction value setting routine is read out in S126.
[0059]
After that, in S127, the basic characteristic value ISCTW, the air conditioner correction value ISCAC, the gear position correction value ISCAT, the acceleration / deceleration correction value ISCTR, the post-startup correction value ISCAS, the dashpot correction value DHENB, the closed loop correction value ISCCL, the radio fan correction value ISCRA, The value obtained by adding the power steering correction value ISCPS, the air conditioner clutch correction value ISCCLH, and the battery voltage correction value ISCVB is multiplied by the atmospheric pressure correction coefficient KALT to set the duty ratio ISCON as shown in the following equation.
[0060]
ISCON ← (ISCTW + ISCAC + ISCAT + ISCTR + ISCAS + DHENB + ISCCL + ISCRA + ISCPS + ISCCLH + ISCVB) × KALT
Then, referring to the value of the closed / open loop control determination flag FLAGCL that is set to 1 when closed loop control is selected in S128, if FLAGCL = 1 and closed loop control is selected, proceed to S129, and open with FLAGCL = 0. When the loop control is selected, the process returns to S109 to execute the duty limit similar to that at the start.
[0061]
In S129, the duty ratio ISCON is compared with the lower limit value IMINCL during closed loop control. If ISCON ≦ IMINCL, the process proceeds to S130, where the duty ratio ISCON is set to the lower limit value IMINCL (ISCON ← IMINCL). Proceed to S138. The above lower limit value IMINCL or IMINOP is that the duty ratio ISCON is unnecessarily decreased, the opening of the ISC valve 13 is decreased, and the idle rotation speed is decreased due to the decrease in the air flow rate by the ISC valve 13, and This is set to prevent engine stalls.
[0062]
On the other hand, if it is determined in S129 that ISCON> IMINCL and the process proceeds to S131, the upper limit basic value IMAX is set by referring to the table TBMXCL with interpolation calculation based on the cooling water temperature TW. This upper limit basic value IMAX is set in order to prevent the duty ratio ISCON from becoming unnecessarily large and the idling speed from becoming excessive. On the table, the basic characteristic value ISCTW increases as the cooling water temperature TW increases. Therefore, the duty ratio ISCON is also reduced, so that the upper limit basic value IMAX is also stored as the coolant temperature TW increases.
[0063]
Thereafter, when the process proceeds to S132, it is determined whether the air conditioner switch 89 is ON. If the air conditioner switch 89 is ON, the process proceeds to S133, and the upper limit basic value air conditioner correction ID1 is set with the set value ISCBAC (ID1 ← ISCBAC). The advance upper limit basic value air conditioner correction ID1 is set to 0 (ID1 ← 0).
[0064]
In S135, the upper limit basic value air conditioner correction ID1 is added to the upper limit basic value IMAX to set the upper limit value IMAXCL (IMAXCL ← IMAX + ID1). Since the air conditioner is idling up in the driving state, the upper limit value IMAXCL is also set higher by the upper limit basic value air conditioner correction ID1 (set value ISCBAC).
[0065]
In S136, the duty ratio ISCON is compared with the upper limit value IMAXCL. If ISCON ≧ IMAXCL, the process proceeds to S137, the duty ratio ISCON is set to the upper limit value IMAXCL (ISCON ← IMAXCL), and the process proceeds to S138. If ISCON <IMAXCL, the duty ratio ISCON is within the allowable range (IMINCL <ISCON <IMAXCL), and the process directly proceeds to S138.
[0066]
Thereafter, when the process proceeds from S110, S113, S130, S136, or from S137 to S138, the duty signal DUTY corresponding to the duty ratio ISCON set in each step is output to the coil of the ISC valve 13 (DUTY ← ISCON). Exit the routine.
[0067]
The duty signal DUTY for the ISC valve 13 is output and held until the duty signal DUTY is newly set at the next routine execution.
(Correction value setting routine)
FIG. 3 shows a correction value setting routine executed by interruption every set time, for example, every 51.2 msec.
[0068]
First, in step S201, an air conditioner correction value setting subroutine (details will be described later) is set to set an air conditioner correction value ISCAC. In step S202, an AT vehicle travel range correction value setting subroutine (details will be described later) is executed to perform an AT vehicle travel range. A correction value ISCATDS is set, an acceleration / deceleration correction setting subroutine (details will be described later) is executed in S203 to set an acceleration / deceleration correction DSHPT, and a dashpot correction value update subroutine (details will be described later) is executed in S204. The correction value DHENB is updated, a radio fan correction setting subroutine (details will be described later) is executed in S205 to set a radio fan correction ISCRAS, and a power steering correction value setting subroutine (details will be described later) in S206 to set the power steering correction value ISCPS. Set the air conditioner clutch correction value in S207 (Details will be described later) Chin exits the routine to set the air conditioner clutch correction value ISCCLH running.
[0069]
(Basic characteristic value setting subroutine)
FIG. 4 is a basic characteristic value ISCTW setting subroutine executed in the main routine (see S115). The basic characteristic value ISCTW is set separately for the warming-up and running warm-up.
[0070]
First, in S301 to S303, it is determined whether or not the vehicle is completely stopped. In S301, it is determined whether or not the idle switch 12b is ON. If ON (throttle valves 11d and 11e are fully closed), the process proceeds to S302. If OFF (throttle valves 11d and 11e are open), the process proceeds to S305.
[0071]
In S302, if the parking switch 60 is ON (a state where the select lever is set to the P range), the process proceeds to S303, and if it is OFF, the process proceeds to S305.
[0072]
In S303, it is determined whether the vehicle speed VSP is 0 based on the vehicle speed VSP detected by the vehicle speed sensor 56. If VSP = 0 (stopped state), the process proceeds to S304, and if VSP ≠ 0 (running state), the process proceeds to S305.
[0073]
In S304, the neglected / running warm-up discrimination flag FLAGTIS is set (FLAGTIS ← 1, neglected warm-up). In S306, the neglected warm-up basic characteristic value table TISTWS is referenced with interpolation calculation based on the cooling water temperature TW. After setting the characteristic value ISCTW, the routine exits.
[0074]
The basic characteristic value ISCTW of the neglected warm-up is that the transmission is shifted to the P range and the vehicle is completely stopped. Therefore, the opening of the ISC valve 13 is increased and the amount of intake air is increased by the ISC valve 13. In order to increase the engine speed and shorten the engine warm-up completion time, it is set to a higher value than the running warm-up. Although there is an upper limit in consideration of the fuel consumption rate and the feeling, an optimum basic characteristic value ISCTW is obtained from an experiment or the like using the cooling water temperature TW as a parameter and stored in the ROM 49 as a table.
[0075]
On the other hand, when the routine proceeds from S301, S302, or S303 to S305, the neglected / running warm-up discrimination flag FLAGTIS is cleared (FLAGTIS ← 0, running warm-up), and in S307, the running warm-up basic characteristic value table TISTWR is based on the coolant temperature TW. Is set with the interpolation calculation to set the basic characteristic value ISCTW, and the routine is exited.
[0076]
Running warm-up is a state in which the transmission is shifted to the D range (including 1st speed, 2nd speed, ...) or N range. The optimum basic characteristic value ISCTW is obtained by using the cooling water temperature TW as a parameter and stored in the ROM 49 as a table, and is set to a value lower than the warming-up.
[0077]
(Idle target speed setting subroutine)
FIG. 5 is a subroutine for setting the target idle speed NSET that is executed in the main routine (see S116).
[0078]
First, in step S401, the value of the neglected / running warm-up determination flag FLAGTIS is referred to. If FLAGTIS = 1 (standby warm-up), the process proceeds to S402. If FLAGTIS = 0 (running warm-up), the process proceeds to S403.
[0079]
In S402, the left warm-up target rotation speed table TNSETS is referenced with interpolation calculation based on the cooling water temperature TW, and the left warm-up target rotation speed NSETS is set. In S404, it is stored at a predetermined address in the RAM 50. After the idle target speed NSET is set as the above-mentioned neglected warm-up target speed NSETS (NSET ← NSETS), the process proceeds to S406.
[0080]
The above-described left warm-up target rotation speed table TNSETS is stored in the ROM 49, and the optimum target rotation speed NSETS obtained in advance through experiments or the like is stored in each area. Further, since the transmission is shifted to the P range at the time of the warming-up, and the vehicle is completely stopped, the target rotational speed NSETS in each region is set to a driving warm-up described later in order to shorten the warm-up time. It is set to a value higher than the hourly target rotation speed NSETR.
[0081]
On the other hand, when it is determined in S401 that the vehicle is warming up (FLAGIS = 0) and the process proceeds to S403, the target temperature during warming up of the vehicle is referred to with reference to the target warming-up time table TNSETR with interpolation calculation based on the coolant temperature TW. The engine speed NSETR is set, and the process proceeds to S405. The idle target engine speed NSET stored at a predetermined address in the RAM 50 is set to the above-mentioned warm-up target engine speed NSETR (NSET ← NSETR), and then the process proceeds to S406.
[0082]
The traveling warm-up target rotational speed table TNSETR is stored in the ROM 49, the target rotational speed NSETR is obtained using the cooling water temperature TW as a parameter, and is set to a value lower than that of the stand-by warming.
[0083]
Then, when the process proceeds from S404 or S405 to S406, it is determined whether the neutral switch 59 is OFF (the select lever is set to a position other than the N range). If it is OFF, the process proceeds to S407, and if it is ON, power is not transmitted to the transmission. Since the engine 1 is not loaded, the process proceeds to S409.
[0084]
In S407, it is determined whether the parking switch 60 is OFF (the select lever is set to a position other than the P range). If the switch is OFF, the select lever is shifted to the driving range such as the D range, the first speed, the second speed, etc. It is determined that a load is applied, and the process proceeds to S408. If it is ON, the select lever is shifted to the P range, and the engine 1 is not loaded, so the process proceeds to S409.
[0085]
When the process proceeds from S407 to S408, the value of the neglected / running warm-up determination flag FLAGTIS is referred to. If FLAGTIS = 0 (running warm-up), the process proceeds to S410. .
[0086]
In S410, since the vehicle is running, the set value DNAT is added to the target rotation speed NSETR set in S403 and stored at a predetermined address in the RAM 50 in order to shift the idle target rotation speed NSET by the set value DNAT. The idle target rotation speed NSET is set (NSET ← NSETR + DNAT), and the process proceeds to S411.
[0087]
In S411, it is determined whether the air conditioner switch 89 is ON. If it is ON, the process proceeds to S412 and the preset target rotational speed lower limit value DARCON when the traveling range air conditioner is ON is compared with the idle target rotational speed NSET, and NSET ≦ DARCON In step S413, the target idle speed NSET is set at the target rotational speed lower limit value DARCON when the traveling range air conditioner is ON, which is a lower limiter for coping with the air conditioner load (NSET ← DARCON), and the routine is exited. .
[0088]
If it is determined in S411 that the air conditioner switch 89 is OFF or NSET> DARCON is determined in S412, the routine is directly exited.
[0089]
On the other hand, when the process proceeds from S406 or S407 to S409, it is determined whether the air conditioner switch 89 is ON. If it is ON, the process proceeds to S414 and the idle target speed NSET and the preset target speed lower limit value NARCON when the N and P range air conditioners are ON. If NSET ≦ NARCON, the process proceeds to S415, and the idle target rotation speed NSET is set at the target rotation speed NARCON when the N and P range air conditioners are ON, which is a lower limiter for dealing with the load when the air conditioner is ON. (NSET ← NARCON), the routine is exited. If it is determined in step S409 that the air conditioner switch 89 is OFF, or if it is determined in step S414 that NSET> NARCON, the routine is immediately exited.
[0090]
(Closed / open loop control discrimination subroutine)
FIG. 6 shows a closed / open loop control determination subroutine executed in the main routine (see S117). First, in S501, in order to determine whether the set time TMASI [SEC] after starting has elapsed, the value of the elapsed time determining count value COUNTST after starting is referred to. When COUNTST = 0, that is, it is determined that the set time has elapsed after starting. If COUNTST ≠ 0, the process proceeds to S503, the post-start elapsed time discriminating count value COUNTST is counted down (COUNTST ← COUNTST-1), and the engine speed has not elapsed since the engine has started. Since it is still estimated to be unstable, the process jumps to S527 to select the open loop control, clears the closed / open loop control determination flag FLAGCL, and exits the routine.
[0091]
On the other hand, when the process proceeds to S502, it is determined whether or not the idle switch 12b is ON. If it is ON (throttle valves 11d and 11e are fully closed), the process proceeds to S504. If it is OFF (throttle valves 11d and 11e are open), open loop control is performed. Jump to S527 to select.
[0092]
If the process proceeds from S502 to S504, it is determined whether the neutral switch 59 is ON. If it is OFF, the process proceeds to S505. It is determined whether the parking switch 60 is ON. If it is ON, the process proceeds to S509, and if it is OFF, the process proceeds to S506.
[0093]
When the neutral switch 59 and the parking switch 60 are both OFF in S504 and S505 and it is determined that the select lever is set to a range other than the N range or P range, that is, the travel range, the process proceeds to S506. Alternatively, after the parking switch 60 is turned on, that is, an elapsed time discrimination count value COUNTAT (after P, N range shift to determine whether the elapsed time after the shift to the P, N range has reached the set time ATC [SEC]. The set value COUNTATTC corresponding to the set time ATC is set in the down counter), and then the process proceeds to S507, where the vehicle speed VSP detected by the vehicle speed sensor 56 is compared with the vehicle speed VSPFBA for discriminating preset closed / open loop control during driving. VSP <VSPFBA Advances to engagement S508, if the VSP ≧ VSPFBA proceeds to S527 so as to select the open-loop control. In S508, the engine speed NE detected based on the output of the first crank angle sensor 31 is compared with the preset closed / open loop control determination engine speed RPMFB. If NE <RPMFB, the process proceeds to S513. If NE ≧ RPMFB, the flow proceeds to S527 to select the open loop control.
[0094]
Further, when it is determined as the N range or the P range and the process proceeds from S504 or S505 to S509, the elapsed time determination count value COUNTAT after the transition to the P, N range is referred to. When COUNTAT = 0, the travel range is changed to the P range. Alternatively, it is determined that the set time ATC [SEC] has elapsed after shifting to the N range, and the process proceeds to S510.
[0095]
On the other hand, if it is determined that COUNTAT ≠ 0 in S509 and the process proceeds to S511, the elapsed time discrimination count value COUNTAT after shifting to the P, N range is counted down (COUNTAT ← COUNTAT-1), and after shifting from the traveling range to the P, N range, It is estimated that the set time has not elapsed and the engine speed has not yet stabilized due to a sudden change in engine load, and jumps to S527 to select open loop control.
[0096]
If COUNTAT = 0 is determined in step S509 and the process proceeds to step S510, the vehicle speed VSP detected by the vehicle speed sensor 56 is compared with a preset vehicle speed VSPOPA for determining closed / open loop control when the vehicle is stopped. If VSP ≧ VSPOPA, step S512 is performed. The engine speed NE is compared with the value obtained by adding the set value NCLOP to the idle target speed NSET set in the above-described idle target speed setting subroutine, and if NE <NSET + NCLOP, the process proceeds to S513. If NSET + NCLOP, jump to S527 to select $ open loop control.
[0097]
If VSP <VSPOPA in S510, or if NE <NSET + NCLOP in S512, the process proceeds to S513, where the engine speed NE is compared with the value obtained by subtracting the set value DNACF from the idle target speed NSET, If NE <NSET-DNACF, the process proceeds to S517, and if NE ≧ NSET-DNACF, the process proceeds to S514. In S514, it is determined whether or not the air conditioner switch 89 is OFF. If the air conditioner switch 89 is ON, in S515, it is determined whether or not the elapsed time after the air conditioner ON → OFF has reached the set time AOFF [SEC]. The set value COUNTAOFF corresponding to the set time AOFF is set to the elapsed time discrimination count value COUNTA (down counter) after the air conditioner is turned ON → OFF (COUNTA ← COUNTAOFF). Then, the process jumps to S527 to execute the open loop control.
[0098]
On the other hand, if it is determined in S514 that the air conditioner switch 89 is OFF and the process proceeds to S516, the value of the elapsed time discrimination count value COUNTA after the air conditioner ON → OFF is referred to, and if COUNTA = 0, the air conditioner switch 89 is turned ON → OFF. It is determined that the set time AOFF [SEC] has elapsed, and the process proceeds to S517. If COUNTA ≠ 0, the process proceeds to S518, the elapsed time discrimination count value COUNTA after the air conditioner ON → OFF is counted down (COUNTA ← COUNTA-1), and the process proceeds to S527 to select the open loop control.
[0099]
Then, when the process proceeds from S513 or S516 to S517, the engine rotation speed NE is subtracted from the idle target rotation speed NSET to obtain a differential rotation ΔN. In S519, the differential rotation ΔN is compared with the set value NDPS. If ΔN ≧ NDPS, the process proceeds to S520, and if ΔN <NDPS, the process proceeds to S527.
[0100]
In S520, the differential rotation ΔN and the set value DNFB (DNFB ≧ NDPS) are compared, and if ΔN ≦ DNFB, the process proceeds to S521, and if ΔN> DNFB, it is determined that the closed-loop control condition is satisfied, and the process proceeds to S525. Then, in order to select closed loop control, the closed / open loop control determination flag FLAGCL is set and the routine is exited.
[0101]
In S521, the value of acceleration / deceleration correction DSHPT set in an acceleration / deceleration correction setting subroutine described later is referred. If DSHPT = 0, the process proceeds to S522, and if DSHPT ≠ 0, the process proceeds to S523.
[0102]
In S522, the dashpot correction value DHENB set in a dashpot correction value setting routine described later is referred to. If DHENB ≠ 0, the process proceeds to S523, and if DHENB = 0, the process proceeds to S524.
[0103]
In S523, the above-mentioned setting is made to the steady state transition determination count value COUNTCL (down counter) for determining whether the state of acceleration / deceleration correction DSHPT = 0 and dashpot correction value DHENB = 0 has passed the set time CLSD [sec]. A set value COUNTCLSD corresponding to the time CLSD is set (COUNTCL ← COUNTCLSD), and the process proceeds to S527 to select open loop control because of a transient state in which acceleration / deceleration correction or dashpot correction is currently being executed.
[0104]
On the other hand, when the process proceeds from S522 to S524, the value of the steady state transition determination count value COUNTCL is referred to. When COUNTCL = 0, it is determined that the steady state is satisfied and the closed loop control condition is satisfied, and the process proceeds to S525 to select the closed loop control. If COUNTCL ≠ 0, the process proceeds to S526, and after the steady state transition determination count value COUNTCL is counted down (COUNTCL ← COUNTCL-1), the process proceeds to S527.
[0105]
When the process proceeds from S520 or S524 to S525, the closed / open loop control determination flag FLAGCL is set (FLAGCL ← 1, closed loop control is selected), and the routine is exited.
[0106]
S502, S503, S507, S508, S511, S512, S515, S518, S519, S523 If the process proceeds from S526 to S527, the closed / open loop control determination flag FLAGCL is cleared (FLAGCL ← 0, open loop control is selected). , Exit the routine.
[0107]
The closed loop control conditions according to the above flowchart are summarized as <1> to <7> below, and open loop control is performed otherwise.
[0108]
<1> A predetermined time TMASI [sec] has elapsed since startup.
<2> The idle switch 12b is ON.
<3> (i) Neutral switch 59 or parking switch 60 is ON and vehicle speed VSP <VSPOPA
Or (ii) the neutral switch 59 or the parking switch 60 is ON and VSP ≧ VSPOPA [Km / h], but the engine speed NE <(NSET + NCLOP) [rpm]
Or (iii) the neutral switch 59 and the parking switch 60 are both OFF, the vehicle speed VSP <VSPFBA [Km / h], and the engine speed NE <RPMFB [rpm].
<4> (i) Even if the air conditioner switch 89 is ON and the air conditioner transient correction value ISCACF = 0 or ISCACF ≠ 0 [%], the engine speed NE <(NSET-DNACF) [rpm].
Or (ii) the air conditioner switch 89 is OFF and after a predetermined time AOFF [sec] has elapsed after ON → OFF, or the engine speed NE <(NSET-DNACF) [rpm].
<5> The neutral switch 59 or the parking switch 60 is ON, and after a predetermined time ATC [sec] has elapsed after being switched from OFF to ON.
<6> Even if power steering correction value ISCPS = 0 or ISCPS ≠ 0 [%], differential rotation ΔN ≧ NDPS [rpm]
<7> (i) All the conditions <1> to <6> are satisfied, and the state of acceleration / deceleration correction DSHPT = 0 [%] and dashpot correction DHENB = 0 [%] continues for a predetermined time CLSD [sec]. Or even if the predetermined time CLSD [sec] is not continued, the differential rotation ΔN> DNFB [rpm].
Or (ii) satisfying all <1> to <6>, and even if acceleration / deceleration correction DSHPT ≠ 0 [%] and dashpot correction DHENB ≠ 0 [%], differential rotation ΔN> DNFB [rpm]
(Air conditioning correction value setting subroutine)
FIGS. 7 and 8 are subroutines for setting the air conditioner correction value ISCAC executed in the correction value setting routine executed by interruption every 51.2 msec (see S201).
[0109]
First, in S601, it is determined whether or not the neutral switch 59 is ON. If it is OFF, the process proceeds to S602. If it is ON, the N range is determined and the process proceeds to S603.
[0110]
When the process proceeds to S602, it is determined whether the parking switch 60 is ON. If the parking switch 60 is ON, the P range is determined and the process proceeds to S603. If the parking switch 60 is OFF, the travel range is determined and the process proceeds to S604.
[0111]
When the process proceeds to S603, the travel range determination flag FLAGAT is cleared (FLAGAT ← 0, N or P range) and the process proceeds to S605. When the process proceeds to S604, the travel range determination flag FLAGAT is set (FLAGAT ← 1, travel range) and the process proceeds to S605. move on.
[0112]
In S605, it is determined whether the air conditioner switch 89 is ON. If ON, the process proceeds to S606. If OFF, the process proceeds to S607, and the air conditioner transient for determining whether the set time AON [sec] has elapsed since the air conditioner switch 89 was turned ON. A set value COUNTAON corresponding to the set time AON is set in the correction end determination count value COUNTAC (down counter) (COUNTAC ← COUNTAON), and the process proceeds to S620.
[0113]
When it is determined that the air conditioner switch 89 is ON in S605 and the process proceeds to S606, the value of the air conditioner transient correction end determination count value COUNTAC is referred to. When COUNTAC ≠ 0, the set time AON has not elapsed since the air conditioner switch is turned OFF → ON. The process proceeds to S608, and if COUNTAC = 0, it is determined that the set time AON has elapsed after the air conditioner switch is turned off and then the process proceeds to S611.
[0114]
After proceeding to S608, the air conditioner transient correction completion determination count value COUNTAC is counted down (COUNTAC ← COUNTAC-1), and then proceeding to S609, where the engine speed NE is compared with the set upper limit value obtained by adding the set value DNAC to the idle target speed NSET. If NE ≦ NSET + DNAC, it is determined that the engine speed NE is lower than the set speed, and the process proceeds to S610. If NE> NSET + DNAC, it is determined that the engine speed NE is higher than the set speed, and the process proceeds to S611.
[0115]
When the process proceeds to S610, the value of the travel range determination flag FLAGAT is referred to. When FLAGAT = 1 (travel range), the process proceeds to S612, and when FLAGAT = 0 (N or P range), the process proceeds to S613.
[0116]
When the process proceeds to S612, the air conditioner transient correction value ISCACF is set to the initial value with the set value ACFFD (ISCACF ← ACFFD [%]), and then the process proceeds to S616. In S613, the air conditioner transient correction value ISCACF is set to the initial value with the set value ACFFN (ISCACF ← ACFFN [%]), and then the process proceeds to S616.
[0117]
On the other hand, when the process proceeds from S606 or S609 to S611, it is determined whether the air conditioner transient correction value ISCACF is 0 [%] or less. If ISCACF ≦ 0, the process proceeds to S614, and the air conditioner transient correction value ISCACF is set to 0 [%]. (ISCACF ← 0), the process proceeds to S616. If ISCACF> 0, the air conditioner transient correction value ISCACF is updated with a value obtained by subtracting the set value DACFF from the air conditioner transient correction value ISCACF (ISCACF ← ISCACF−DACFF), and then the process proceeds to S616.
[0118]
When the process proceeds from any of S612 to S615 to S616, the value of the travel range determination flag FLAGAT is referred to. When FLAGAT = 1, (travel range), the process proceeds to S617, and when FLAGAT = 0 (P, N range), the process proceeds to S618. move on.
[0119]
In S617, the air conditioner steady correction value ISCACS is set with the set value ACDTY (ISCACS ← ACDTY), and then the process proceeds to S619. In S618, the air conditioner steady correction value ISCACS is set by setting the air conditioner learning correction value MACDTY read from a predetermined address in the backup RAM 50a (set in an air conditioner correction learning routine described later) (ISCACS ← MACDTY), and then the process advances to S619. .
[0120]
When the process proceeds from S617 or S618 to S619, the air conditioner correction value ISCAC [%] is set by adding the air conditioner steady correction value ISCACS to the air conditioner transient correction value ISCACF (ISCAC ← ISCACF + ISCACS), and the routine is exited.
[0121]
On the other hand, when the process proceeds from S607 to S620, the air conditioner correction value ISCAC is read to determine whether the air conditioner correction value ISCAC is 0 [%] or less. If ISCAC ≦ 0, the process proceeds to S621 and the air conditioner correction value ISCAC is set to 0 [%]. After setting (ISCAC ← 0), exit the routine.
[0122]
If ISCAC> 0, the process proceeds to S622, the air conditioner correction value ISCAC is compared with the set value ISCACD [%] (value close to 0%), and if ISCAC ≧ ISCACD, the process proceeds to S623, and if ISCAC <ISCACD, the air conditioner Since the correction value ISCAC is close to 0 [%], the process proceeds to S624 in order to reduce the subtraction amount in order to prevent control hunting and improve convergence.
[0123]
When the process proceeds to S623, the value of the travel range determination flag FLAGAT is referred to. When FLAGAT = 1 (travel range), the process proceeds to S626, and the reduction value DSAC is set with the set value DSAC1D [%] (DSAC ← DSAC1D), and the process proceeds to S630. . If FLAGAT = 0 (P, N range), the process proceeds to S627, the reduction value DSAC is set as the set value DSAC1N (DSAC ← DSAC1N), and the process proceeds to S630.
[0124]
Further, when the process proceeds from S622 to S624, the value of the travel range determination flag FLAGAT is referred to. When FLAGAT = 1 (travel range), the process proceeds to S628 and the reduction value DSAC is set with the set value DSAC2D (however, DSAC1D> DSAC2D) ( DSAC ← DSAC2D), the process proceeds to S630. If FLAGAT = 0 (P, N range), the process proceeds to S629. After the reduction value DSAC is set to the set value DSAC2N (where DSAC1N> DSAC2N) (DSAC ← DSAC2N), the process proceeds to S630.
[0125]
When the process proceeds from any of S626 to S629 to S630, the air conditioner correction value ISCAC is subtracted by the reduction value DSAC (ISCAC ← ISCAC−DSAC), and the routine is exited.
[0126]
A representative example of the air conditioner correction value setting will be described with reference to the time chart of FIG.
[0127]
When the air conditioner switch 89 is set from OFF to ON, the air conditioner correction value ISCAC is preset for a set time AON [sec], and the air conditioner steady correction value ISCACS (ACCDTY or MACDTY) and the air conditioner transient correction value ISCACF (ACFFD or , ACFFN) (elapsed time t1 to 2), and during the set time AON [sec], the engine rotational speed NE approaches the rotational speed obtained by adding the set value DNAC to the idle target rotational speed NSET. Controlled.
[0128]
That is, if the air conditioner correction value ISCAC is set to a value that does not add the air conditioner transient correction value ISCACF, immediately after the air conditioner switch 89 is turned on, the load caused by the air conditioner compressor drive is suddenly applied to the engine. As indicated by the broken line, the engine speed greatly fluctuates and the feeling deteriorates.
[0129]
Therefore, after the air conditioner switch 89 is turned ON, during the set time AON, the air conditioner correction value ISCAC is increased by the air conditioner transient correction value ISCACF to increase the duty ratio ISCON to the ISC valve 13 and the opening of the ISC valve 13 is increased. By increasing the air volume, the engine speed NE can be prevented from dropping due to sudden load fluctuations due to the air conditioner compressor driving immediately after the air conditioner switch is turned on, and a stable feeling can be obtained as shown by the solid line in FIG. Can do.
[0130]
When the set time AON [sec] elapses, the air conditioner transient correction value ISCACF is decreased by the set value DACFF for each calculation cycle until it becomes 0 (elapsed time t2 to t3). In this way, by gradually decreasing the air conditioner transient correction value ISCACF over time, the engine speed NE can be smoothly shifted to the idle up speed when the air conditioner is driven.
[0131]
Thereafter, when the air conditioner switch 89 is turned OFF (elapsed time t4), the air conditioner correction value ISCAC is decreased by the set value DSAC1D or DSAC1N every calculation cycle until the air conditioner correction value ISCAC becomes the set value ISCACD.
[0132]
When the air-conditioner correction value ISCAC reaches the set value ISCACD (elapsed time t5), the air-conditioner correction value ISCAC is decreased by 0 every setting value DSAC2D or DSAC2N.
[0133]
That is, when the air conditioner switch 89 is turned from ON to OFF, if the air conditioner correction value ISCAC is suddenly set to 0, the variable capacity air conditioner compressor 64 is used. Therefore, the air conditioner clutch relay 65 is used within a predetermined time after the air conditioner switch is turned ON. Is still ON (connected) and the load on the engine driven by the air-conditioner compressor remains due to the air-conditioner capacity control, resulting in a decrease in engine speed as indicated by the broken line in FIG.
[0134]
Further, when the air conditioner correction value ISCAC is reduced by a reduction value that remains large after the air conditioner switch 89 is turned off, the convergence of the engine speed NE in the vicinity of ISCAC = 0 becomes worse as indicated by the one-dot chain line in FIG.
[0135]
Therefore, after the air conditioner switch 89 is turned OFF, until the air conditioner correction value ISCAC decreases to the set value ISCACD, the air conditioner correction value ISCAC is decreased by the first subtraction value every calculation cycle, and the opening of the ISC valve 13 is gradually increased. By gradually reducing the air amount to a lower value, the engine speed drop due to friction from the air conditioner compressor 64 remaining immediately after the air conditioner switch is turned off is prevented, and then the air conditioner correction value ISCAC becomes less than the set value ISCACD. If the air conditioner correction value ISCAC decreases, the air conditioning correction value ISCAC is reduced every calculation cycle until the second subtraction value smaller than the first subtraction value becomes 0, and the reduction rate of the duty ratio ISCON set using the air conditioner correction value ISCAC is reduced. The air conditioner is reduced by reducing the opening reduction rate of the ISC valve 13. Reduce the rate of decrease in engine rotational speed NE when approaching the target idle speed NSET at FF improving convergence to the target rotational speed of the engine rotational speed NE.
[0136]
(Air conditioning correction learning routine)
FIG. 9 is a routine for executing an interrupt when the air conditioner switch 89 is turned OFF → ON. First, the value of the closed / open loop control determination flag FLAGCL is referred to in S101, and if FLAGCL = 1 (during closed loop control), the process proceeds to S702. If FLAGCL = 0 (during open loop control), the process proceeds to S707.
[0137]
In S702, the closed-loop correction I-minute ISCI, which is the current feedback correction value set in the closed-loop correction I-minute update routine described later, is read and stored as a current feedback control value MISCI at a predetermined address in the RAM 50 (MISCI ← ISCI), the timer TIMERLRN is started in S703, and it is determined in S704 whether the air conditioner switch 89 is ON. If ON, the process proceeds to S705, and if OFF, the process proceeds to S707. In S705, the value of the closed / open loop control determination flag FLAGCL is referred to. If FLAGCL = 1 (during closed loop control), the process proceeds to S706, and if FLAGCL = 0 (during open loop control), the process proceeds to S707.
[0138]
When the process proceeds to S706, the timer TIMERLRN is compared with the preset time TACLRN. If TIMERRN ≧ TACCLRN, it is determined that the air conditioner switch 89 is in the closed loop control and the set time has elapsed, and the process proceeds to S708. If TIMERLRN <TACCLRN, the process returns to S704.
[0139]
On the other hand, when the process proceeds from S701, S704, or S705 to S707, the timer TIMERLRN is reset (TIMERRN ← 0), and then the routine is exited.
[0140]
In S708, the timer TIMERLRN is reset (TIMERRN ← 0), and then the current closed-loop correction I-minute ISCI is read in S709 and stored as a feedback control value LISCI after the set time TACLRN has elapsed in the RAM 50. .
[0141]
In step S710, the air conditioning correction learning value MACDTY stored in the predetermined address of the backup RAM 50a is updated with the value obtained from the following equation, and the routine is exited.
[0142]

FIG. 10 is a routine for executing an interrupt when the air conditioner switch 89 is switched from ON to OFF. First, in S801, the value of the closed / open loop control determination flag FLAGCL is referred to, and if FLAGCL = 1 (during closed loop control), the process proceeds to S802. If FLAGCL = 0 (during open loop control), the routine is exited.
[0143]
In S802, the feedback control value MISCI (value when the air conditioner switch 89 is OFF → ON) stored in a predetermined address of the RAM 50 is read. In S803, the current closed-loop correction I-minute ISCI is read, and the predetermined value in the RAM 50 is read. The current feedback control value LISCI is stored in the address (LISCI ← ISCI).
[0144]
In step S804, the air conditioning correction learning value MACDTY stored at a predetermined address in the backup RAM 50a is updated with the value obtained from the following equation, and the routine is exited.
[0145]
MACDTY ← MACDTY + [(LISCI-MISCI) × KACON]
As described above, when the air conditioner is ON and the closed loop control is in progress, the feedback control value MISCI at that time and the same condition (the closed loop control is in progress and the air conditioner switch 89 is ON) continue for the set time TACLRN. The air conditioner correction learning value MACDTY is set based on the difference from the feedback control value LISCI of the air conditioner, and the air conditioner correction value ISCACS is set as the air conditioner steady correction value ISCACS when setting the air conditioner correction value ISCAC in the P and N ranges in the air conditioner correction value setting subroutine. By using the learning value MACDTY, it is possible to compensate for aging degradation of the ISC valve 13 and to always perform a predetermined idle up when the air conditioner is ON. It should be noted that since the engine load is relatively larger in the traveling range than in the N and P ranges, the influence of the deterioration of the ISC valve 13 is small, and therefore it is not necessary to use the learning correction value.
[0146]
In addition to executing an interrupt when the air conditioner switch 89 is OFF → ON, an interrupt when the air conditioner switch 89 is OFF → ON is executed. It is possible to compensate for a deviation between the value MACDTY and the air conditioning correction learning value MACDTY set at the time of the previous OFF → ON.
[0147]
(AT car travel range correction value setting subroutine)
FIGS. 11 and 12 are subroutines for setting the AT vehicle travel range correction value ISCATDS, which is executed in the correction value setting routine executed by interruption every 51.2 msec (see S202).
[0148]
First, in step S901, the value of the travel range determination flag FLAGAT set in the air-conditioner correction value setting subroutine described above is referred to. If FLAGAT = 1 (travel range), the process proceeds to S902. If FLAGAT = 0 (P, N range). The process proceeds to S903. In S902, the value of the travel range shift determination count value COUNTAT1 (down counter) corresponding to the delay time ISCAT1 [sec] when shifting from the P, N range to the travel range set in S913, which will be described later, is referred to, and COUNTAT1 If = 0, the process proceeds to S904. Further, if COUNTAT1 ≠ 0, the process proceeds to S905, the travel range shift determination count value COUNTAT1 is counted down (COUNTAT1 ← COUNTAT1-1), and the process proceeds to S908.
[0149]
If it is determined in S902 that the travel range state (neutral switch 59 and parking switch 60 are both OFF) has continued for a delay time ISCAT1 or longer (COUNTAT1 = 0) and the process proceeds to S904, it is stored at a predetermined address in the RAM 50. The AT vehicle travel range correction value ISCATDS is compared with the set value DRGDTY. If ISCATDS ≧ DRGDTY, the process proceeds to S906, and the AT vehicle travel range correction value ISCATDS is set with the set value DRGDTY (ISCATDS ← DRGDTY), and then to S908. move on. If ISCATDS <DRGDTY, the process proceeds to S907, where the AT vehicle travel range correction value ISCATDS is updated with a value obtained by adding the AT vehicle travel range correction value ISCATDS to a small amount set value DLTAT1 (where DLTAT1 <DRGDTY) ( ISCATDS ← ISCATDS + DLTAT1), the process proceeds to S908.
[0150]
When the process proceeds from S905, S906, or S907 to S908, the set value COUNTISCAT2 corresponds to the delay time ISCAT2 [sec] when shifting from the travel range to the N, P range. (Counter) is set (COUNTAT2 ← COUNTISCAT2), and the routine is exited.
[0151]
On the other hand, if it is determined in S901 that the N / P range (FLAGAT = 0) and the process proceeds to S903, the value of the N / P range shift determination count value COUNTAT2 is referred to. If COUNTAT2 ≠ 0, the process proceeds to S909, and the count value COUNTAT2 Is counted down (COUNTAT2 ← COUNTAT2-1), and the process proceeds to S913.
[0152]
If COUNTAT2 = 0 is determined in S903 and the process proceeds to S910, it is determined whether the AT vehicle travel range correction value ISCATDS is 0 or less. If ISCATDS> 0, the process proceeds to S911 and the AT vehicle travel range correction value ISCATDS small amount. The AT vehicle travel range correction value ISCATDS is set by subtracting the set value DLTAT2 from (ISCATDS ← ISCATDS-DLTAT2), and the process proceeds to S913. If ISCATDS ≦ 0, the process proceeds to S912, where the AT vehicle travel range correction value ISCATDS is set to 0 [%] (ISCATDS ← 0), and the process proceeds to S913.
[0153]
Then, when the process proceeds from S909, S911, or S912 to S913, the travel range shift determination count value COUNTAT1 is set with the count value COUNTISCAT1 corresponding to the delay time ISCAT1 [sec] when shifting from the N and P ranges to the travel range. After that (COUNTAT1 ← COUNTISCAT1), the routine is exited.
[0154]
A representative example of the AT vehicle travel range correction value setting will be described with reference to the time chart of FIG.
[0155]
When shifting from the N, P range (FLAGAT = 0) to the travel range (FLAGAT = 1) (elapsed time t1), the measurement of the predetermined delay time ISCAT1 [sec] is started, and after this delay time ISCAT1 [sec] has elapsed, the calculation is performed. A small set value DLTAT1 [%] is added for each cycle (ISCATDS ← ISCATDS + DLTAT1), and the AT vehicle travel range correction value ISCATDS [%] reaches the set value DRGDTY [%] (elapsed time t2). The traveling range correction value ISCATDS [%] is fixed at the set value DRGDTY [%] (elapsed time t2 to t3).
[0156]
When shifting from the N and P ranges to the travel range, the engine is loaded with a very small delay time. Therefore, if the AT vehicle travel range correction value ISCATDS is immediately set from 0 to the set value DRGDTY [%], the broken line in FIG. As shown, the engine speed NE temporarily increases and the feeling deteriorates.
[0157]
Further, if the AT vehicle travel range is not corrected, the engine load is suddenly applied when shifting from the N and P ranges to the travel range, and the engine speed decreases as indicated by the two-dot chain line in FIG. Closed loop correction I minute ISC_IBecause of this, it takes time for the engine speed to converge.
[0158]
Therefore, when shifting to the travel range, after a predetermined delay time ISCAT1 corresponding to the transmission delay time of the engine load, the AT vehicle travel range correction value ISCATDS is gradually increased until reaching the set value DRGDTY, and the AT vehicle travel range correction value. By gradually increasing the duty ratio ISCON set using ISCATDS and gradually increasing the amount of air by the ISC valve 13, fluctuations in the engine speed are prevented and the feeling is improved.
[0159]
On the other hand, when shifting from the travel range (FLAGAT = 1) to the N, P range (FLAGAT = 0) (elapsed time t3), the measurement of the predetermined delay time ISCAT2 [sec] is started, and after this delay time ISCAT2 [sec] has elapsed. Then, the AT vehicle travel range correction value ISCATDS is subtracted for each calculation cycle until the small set value DLTAT2 [%] reaches 0 (ISCATDS ← ISCATDS-DLTAT2, elapsed time t4).
[0160]
When shifting from the driving range to the N or P range, the engine load decreases sharply with a small delay time. If the AT vehicle driving range correction value ISCATDS is immediately set to 0, the load on the transmission side engine is completely eliminated. Therefore, as indicated by the broken line in FIG. 3C, the engine speed temporarily decreases and the feeling deteriorates.
[0161]
Also, if the AT vehicle travel range is not corrected, the engine load decreases rapidly when shifting from the travel range to the N / P range, so the engine speed increases as shown by the two-dot chain line in the head (c). Resulting in poor feeling.
[0162]
Therefore, when shifting to the N and P ranges, after the predetermined delay time ISCAT2 has elapsed, the AT vehicle travel range correction value ISCATDS is gradually decreased until it reaches 0 [%], and the duty ratio ISCON is gradually decreased. By gradually reducing the amount of air, fluctuations in the engine speed at this time are prevented and the feeling is improved.
(Acceleration / deceleration correction setting subroutine)
FIGS. 13 and 14 are subroutines for setting acceleration / deceleration correction DSHPT executed in a correction value setting routine executed by interruption every 51.2 msec (see S203).
[0163]
First, in S1001, it is determined whether the idle switch 12b is OFF. If it is OFF (throttle valves 11d, 11e are open), the process proceeds to S1002, and if it is ON (throttle valves 11d, 11e are fully closed), the process proceeds to S1003.
[0164]
When the process proceeds to S1002, the value of the travel range discrimination flag FLAGAT is referred to. When FLAGAT = 0 (N, P range), the process proceeds to S1004, and when FLAGAT = 1 (the travel range), the process proceeds to S1005.
[0165]
In S1004, the acceleration / deceleration correction DSHPT is obtained by referring to the N / P range acceleration / deceleration correction table TDASHN stored in a series of addresses in the ROM 49 based on the throttle opening THV detected by the throttle opening sensor 12a with interpolation calculation. After setting [%], the process proceeds to S1006.
[0166]
Further, when the routine proceeds from S1002 to S1005, the acceleration / deceleration correction DSHPT [%] is set by referring to the travel range acceleration / deceleration correction table TDASHD stored in a series of addresses of the ROM 49 with interpolation calculation based on the throttle opening THV. After that, the process proceeds to S1006.
[0167]
When the select lever is shifted to the N range or P range, no load is applied to the engine, and when the throttle valves 11d and 11e are opened, it is in a racing, idle state, etc., and the throttle opening changes. The change in the corresponding engine speed NE is larger than that in the traveling range.
[0168]
Therefore, the acceleration / deceleration correction DSHPT corresponding to the throttle opening THV stored in each area of the N / P range acceleration / deceleration correction table TDASHN is stored in the travel range acceleration / deceleration correction table TDASHHD used in the travel range. The acceleration / deceleration correction DSHPT is set to a value larger than that of the acceleration / deceleration correction DSHPT. Thus, controllability corresponding to the engine load can be obtained.
[0169]
Then, when proceeding from S1004 or S1005 to S1006, the present acceleration / deceleration correction (DSHPT) NEW stored at a predetermined address of the RAM 50 is set by the acceleration / deceleration correction DSHPT ((DSHPT) NEW ← DSHPT).
[0170]
Thereafter, when the routine proceeds to S1007, the present acceleration / deceleration correction (DSHPT) NEW is compared with the acceleration / deceleration correction (DSHPT) OLD set in the previous routine, and (DSHPT) NEW <(DSHPT) OLD (throttle opening degree). In the case of (decrease), the process proceeds to S1008, and in the case of (DSHPT) NEW ≧ (DSHPT) OLD (the throttle opening is not increased or changed), the process jumps to S1030.
[0171]
When the process proceeds to S1008, the value of the travel range determination flag FLAGAT is referred to. When FLAGAT = 0 (N, P range), the process proceeds to S1009, and when FLAGAT = 1 (travel range), the process proceeds to S1010.
[0172]
When the process proceeds to S1009, the reduction value DDASH [%] is set with the set value DDASHN (DDASH ← DDASHN), and the process proceeds to S1011. In S1010, the reduction value DDASH [%] is set with the set value DDASHHD (DDASHN> DDASHHD) (DDASH ← DDASHHD), and the process advances to S1011.
[0173]
It should be noted that the decrease in engine speed when the throttle opening is decreased is more rapid in the N and P ranges where there is no load than in the traveling range, and therefore acceleration / deceleration when (DSHPT) NEW <(DSHPT) OLD. The reduction value DDASH of the correction value DSHPT is set to be larger than that of the traveling range when the N and P ranges are used.
[0174]
In step S1011, the acceleration / deceleration correction value DSHPT is set by subtracting the reduction value DDASH from the previous acceleration / deceleration correction (DSHPT) OLD (DSHPT ← (DSHPT) OLD-DDASH).
[0175]
On the other hand, if it is determined in S1001 that the idle switch 12b is ON and the throttle is fully closed and the process proceeds to S1003, the value of the travel range determination flag FLAGAT is referred to, and if FLAGAT = 0 (N, P range), the process proceeds to S1012. If FLAGAT = 1 (traveling range), the process proceeds to S1013.
[0176]
In S1012, the offset value NDASH is set with the set value NDASHN [%] (NDASH ← NDASHN), and in S1013, the offset value NDASH is set with the set value NDASHHD (where NDASHN> NDASHHD) [%] ( NDASH ← NDASHD), and then the process proceeds to S1014.
[0177]
In S1014, the engine speed NE is compared with the value obtained by adding the offset value NDASH to the idle target speed NSET. If NE ≧ NSET + NDASH, the process proceeds to S1015, and if NE <NSET + NDASH, the process proceeds to S1016.
[0178]
When the routine proceeds to S1015, the value of the travel range discrimination flag FLAGAT is referred to. When FLAGAT = 0 (N, P range), the routine proceeds to S1017, where the dashpot holding value RDASH is set with a preset set value RDASHN [%] (RDASH ← RDASHN), and if FLAGAT = 1 (traveling range), the process proceeds to S1018, where the dashpot holding value RDASH is set with a preset value RDASHHD [%] (RDASH ← RDASHD), and then the process proceeds to S1019.
[0179]
In S1019, the current acceleration / deceleration correction DSHPT stored at a predetermined address in the RAM 50 is read, the acceleration / deceleration correction DSHPT is compared with the dashpot holding value RDASH, and if DSHPT ≦ RDASH, the process proceeds to S1020. The acceleration / deceleration correction DSHPT is set with the dashpot holding value RDASH (DSHPT ← RDASH), and the process proceeds to S1030.
[0180]
If it is determined in S1019 that DSHPT> RDASH and the process proceeds to S1021, the value of the travel range discrimination flag FLAGAT is referred to. If FLAGAT = 0 (N, P range), the process proceeds to S1022, and FLAGAT = 1 (travel range). The process proceeds to S1023.
[0181]
When the process proceeds to S1022, the first decrease value DDSH1 is set with the set value DDSH1N [%] (DDSH1 ← DDSH1N), and when the process proceeds to S1023, the first decrease is performed with the set value DDSH1D (however, DDSH1D <DDSH1N) [%]. The value DDSH1 is set (DDSH1 ← DDSH1D), and then the process proceeds to S1024.
[0182]
In S1024, the acceleration / deceleration correction DSHPT is updated with a value obtained by subtracting the first reduction value DDSH1 from the acceleration / deceleration correction DSHPT (DSHPT ← DSHPT−DDSH1), and the process advances to S1030.
[0183]
On the other hand, if NE <NSET + NDASH is determined in S1014 and the process proceeds to S1016, it is determined whether the acceleration / deceleration correction DSHPT is 0 or less. If DSHPT ≦ 0, the process proceeds to S1025, and the acceleration / deceleration correction DSHPT is fixed to 0 (DSHPT ← 0). After that, the process proceeds to S1030. If DSHPT> 0, the process proceeds to S1026.
[0184]
In S1026, the value of the travel range determination flag FLAGAT is referred to. If FLAGAT = 0 (N, P range), the process proceeds to S1027, and if FLAGAT = 1 (travel range), the process proceeds to 1028.
[0185]
When proceeding to S1027, the second reduction value DDSH2 is set (DDSH2 ← DDSH2N) by the set value DDSH2N (however, DDSH1N> DDSH2N) [%], and when proceeding to S1028, the set value DDSH2D (however, DDSH1D> DDSH2D) [ %], The second reduction value DDSH2 is set (DDSH2 ← DDSH2D), and the process proceeds to S1029.
[0186]
In S1029, the acceleration / deceleration correction DSHPT is updated with a value obtained by subtracting the second reduction value DDSH2 from the acceleration / deceleration correction DSHPT (DSHPT ← DSHPT−DDSH2), and then the process proceeds to S1030.
[0187]
By setting the respective setting values DDSH1N, DDSH2N, DDSH1D, DDSH2D for setting the first and second reduction values DDSH1, DDSH2 to DDSH1N> DDSH2N, DDSH1D> DDSH2D, the engine speed NE when the throttle is fully closed is set as the idle target. When the engine speed NE decreases to the idling target speed NSET when the engine speed NE falls to the engine speed NSET, the reduction value for the acceleration / deceleration correction DSHPT is made small so that the engine speed NE converges to the idling target speed NSET. And the control hunting can be prevented.
[0188]
When the process proceeds from S1007, S1011, S1020, S1024, S1025 or S1029 to S1030, the acceleration / deceleration correction DSHPT set in S1004, S1005, S1011, S1020, S1024, S1025, or S1029 is stored in a predetermined address of the RAM 50. The previous acceleration / deceleration correction (DSHPT) OLD is updated ((DSHPT) OLD ← DSHPT), and the routine is exited.
[0189]
A representative example of the acceleration / deceleration correction setting will be described with reference to the time chart of FIG.
[0190]
In the acceleration operation where the idle switch 12b is turned on (throttle valves 11d and 11e are fully closed) and turned off (throttle valves 11d and 11e are opened) (elapsed time t1) and the throttle opening THV is gradually increased, the engine speed NE is increased. Increases in accordance with the throttle opening THV. At this time, the acceleration / deceleration correction DSHPT set based on the throttle opening THV rises every calculation cycle, and the duty ratio ISCON of the ISC valve 13 set by incorporating this acceleration / deceleration correction DSHPT (ISCTR) increases, and the ISC valve 13 is increased (elapsed time t1 to t2 and t3 to t4).
[0191]
In the steady operation where the throttle opening THV is substantially constant, the acceleration / deceleration correction DSHPT is constant (elapsed time t2 to t3 and t4 to t5).
[0192]
When the throttle valves 11d and 11e are suddenly closed, the intake pipe pressure rapidly decreases, and the fuel adhering to the intake port 4 and the inner wall surface of the intake manifold 5 is sucked into the combustion chamber all at once. Although the air-fuel ratio over-rich occurs due to the reduction of the intake air amount due to the sudden closing of 11d, 11e, it is increased according to the throttle opening THV when the throttle valves 11d, 11e are closed (elapsed time t5). A deceleration correction DSHPT is set, and the duty ratio ISCON is set to be large by this acceleration / deceleration correction DSHPT, whereby the opening of the ISC valve 13 is secured in proportion to the throttle opening THV, and the throttle valves 11d and 11e. Until the idle switch 12b is turned on (throttle fully closed). During the time t5 to t6), the acceleration / deceleration correction DSHPT is decreased by the set value DDASH every calculation cycle (51.2 msec) regardless of the closing speed of the throttle valves 11d and 11e. Is ensured, and a decrease in the intake pipe pressure is compensated for, thereby preventing air-fuel ratio over-rich. As a result, misfire and abnormal combustion caused by air-fuel ratio overrich immediately after the throttle valve is suddenly closed are prevented, and exhaust emission is improved.
[0193]
The acceleration / deceleration correction DSHPT when shifting from the throttle valve open state to the throttle fully closed state is set to a value corresponding to the throttle opening THV, so that the dashpot period after the throttle fully closed state is always appropriate. can get.
[0194]
When the idle switch 12b is turned on, the acceleration / deceleration correction DSHPT is decreased by a first set value DDSH1 (DDASH> DDSH1> DDSH2) every calculation cycle until the dashpot holding value RDASH (elapsed time t6 to t7). As a result, when the throttle is fully closed, the rate of decrease of the acceleration / deceleration correction DSHPT becomes relatively large, and the return time to the target rotational speed is shortened.
[0195]
Thereafter, when the acceleration / deceleration correction DSHPT reaches the dashpot holding value RDASH, this value is maintained until the engine speed NE decreases to a value obtained by adding the offset value NDASH to the idle target speed NSET (elapsed time t7). To t8), when the engine speed NE decreases due to the value obtained by adding the offset value NDASH to the idle target speed NSET, the engine speed NE is smaller than the first reduction value DDSH1 until the engine speed NE reaches the idle target speed NSET. The acceleration / deceleration correction DSHPT is subtracted every calculation cycle by the second reduction value DDSH2 of the value (after the elapsed time t8).
[0196]
As a result, after the idle switch 12b is turned on and until the engine speed NE reaches the idle target speed NSET, the rate of decrease of the duty ratio ISCON set using the acceleration / deceleration correction DSHPT is gradually reduced. The opening reduction rate of 13 is also gradually reduced. As a result, the speed at which the engine speed NE decreases when approaching the idle target speed NSET is reduced, engine stall is prevented, and the convergence of the engine speed NE to the idle target speed NSET is improved.
[0197]
(Dashpot correction value setting interrupt routine)
FIG. 15 shows a dashpot correction value setting routine executed by interruption every set time, for example, every 100 msec.
[0198]
First, in S1101, it is determined whether the idle switch 12b is ON. If ON (throttle valves 11d, 11e are fully closed), the process proceeds to S1102, and if OFF (throttle valves 11d, 11e is open), the process proceeds to S1104.
[0199]
In S1102, the engine speed NE is compared with a preset dashpot determination speed DHEKN, and if NE <DHEKN, the process proceeds to S1103, and if NE ≧ DHEKN, the process proceeds to S1104. This dash pot discrimination rotation speed DHEKN is a value in the vicinity of the idle rotation speed (for example, 1900 rpm) in consideration of idle-up such as air conditioning correction.
[0200]
If the process proceeds from S1101 or S1102 to S1104, the dashpot correction value DHENB is set to 0 (DHENB ← 0), and then the process proceeds to S1113.
[0201]
Further, when the process proceeds from S1102 to S1103, the engine speed (NE) OLD set at the time of the previous routine execution (before 100 msec) and stored at a predetermined address of the RAM 50 is read, and in S1105, the previous engine speed (NE) OLD is determined. An engine speed reduction amount NDOWN at a set time (100 msec) is calculated from the difference from the current engine speed NE (NDOWN ← (NE) OLD-NE).
[0202]
In step S1106, the engine speed reduction amount NDOWN is compared with the set value DNES1. If NDOWN <DNES1, the process proceeds to step S1107, and the engine speed reduction indicating that the engine speed reduction amount is small (slow deceleration). The quantity determination flag FLAGDH is set (FLAGDH ← 1), and the process proceeds to S1114.
[0203]
If it is determined in S1106 that NDOWN ≧ DNES1 and the process proceeds to S1108, the engine speed reduction amount NDOWN and the set value DNES2 (DNES1 <DNES2) are compared, and if NDOWN <DNES2, the process proceeds to S1109 and the dash pot correction is performed. The value DHENB is set with the set value DHNEB1 [%] (DHENB ← DHNEB1), and the process proceeds to S1113. If NDOWN ≧ DNES2, the process proceeds to S1110.
[0204]
In S1110, the engine speed reduction amount NDOWN and the set value DNES3 (DNES2 <DNES3) are compared, and if NDOWN <DNES3, the process proceeds to S111 and the dashpot correction value DHENB is set to the set value DHNEB2 (DHNEB1 <DHNEB2). Set with [%] (DHENB ← DHNEB2) and go to S1113. If NDOWN ≧ DNES3, the process proceeds to S1112 and the dashpot correction value DHENB is set as a set value DHNEB3 (where DHNEB2 <DHNEB3) [%] (DHENB ← DHNEB3), and the process proceeds to S1113.
[0205]
When the routine proceeds from S1104, S1109, S1111, and S1112 to S1113, the engine speed reduction amount determination flag FLAGDH is cleared (FLAGDH ← 0, the reduction amount is large), and the routine proceeds to S1114.
[0206]
Then, when proceeding from S1107 or S1113 to S1114, the previous engine speed (NE) OLD stored at a predetermined address in the RAM 50 is updated with the current engine speed NE ((NE) OLD ← NE), and the routine is executed. Exit.
[0207]
FIG. 16 is a dashpot correction value update subroutine that is executed in a correction value setting routine that is executed every 51.2 msec (see S204).
[0208]
First, in step S1201, the value of the engine speed reduction amount determination flag FLAGDH is referred to. If FLAGDH = 1 (small amount of reduction), the process proceeds to step S1202. If FLAGDH = 0 (high amount of reduction), the routine is exited.
[0209]
In S1202, it is determined whether the dashpot correction value DHENB [%] is 0 or less. If DHENB ≦ 0, the flow proceeds to S1203 and the dashpot correction value DHENB is set to 0 [%] (DHENB ← 0). Exit.
[0210]
If it is determined in S1202 that DHENB> 0 and the process proceeds to S1204, the dashpot correction value DHENB is updated (DHENB ← DHENB−DDFEB) with a value obtained by subtracting the set value DDFEB (a minute value) from the dashpot correction value DHENB. ) And exit the routine.
[0211]
FIG. 32 shows a time chart of a typical example of dashpot correction value setting.
[0212]
When the throttle valve 11d, 11e is suddenly decelerated due to the sudden closing, the idle switch 12b is shifted from the OFF state to the ON state (the throttle valves 11d, 11e are fully closed), and the engine speed NE is drastically decreased. The dashpot correction is performed with a large set value DHNEB3 [%] in a section (elapsed time t1 to t2) in which the engine speed decreases to DHEKN (for example, 1900 rpm) or less and the engine speed decrease amount NDOWN is relatively large (DNES3 ≦ NDDOWN). Set the value DHENB.
[0213]
If the dashpot correction is not performed when the engine speed NE drops sharply, the engine speed will drop and stall as shown by the broken line in the figure. Therefore, when the throttle valve 11d, 11e shifts from the open state to the fully closed state, when the engine speed NE suddenly drops below a set value DHEKN (for example, 1900 rpm) near the idle speed, the engine speed By increasing the dashpot correction value DHENB as the decrease amount NDOWN (= (NE) OLD-NE) increases, the duty ratio ISCON with respect to the ISC valve 13 is increased, and the opening of the ISC valve 13 is increased. Increase the amount to prevent the engine speed NE from dropping.
[0214]
Thereafter, the dashpot correction value DHENB is set at a set value DHNEB2 [%] of an intermediate value in a section where the engine speed reduction amount NDOWN is DNES2 ≦ NDOWN <DNES3 (elapsed time t2 to t3).
[0215]
Next, the dashpot correction value DHENB is set at a relatively small set value DHNEB1 [%] in a section where the engine speed reduction amount NDOWN is DNES1 ≦ NDOWN <DNES2 (elapsed time t3 to t4).
[0216]
Even if the engine speed reduction amount NDOWN is relatively small, if the dashpot correction value DHENB is left at the set value DHNEB3, the rotational fluctuation occurs as shown by the alternate long and short dash line in FIG. Deteriorate.
[0217]
Then, the engine speed reduction amount NDOWN is subtracted by a small set value DDFEB every calculation cycle (51.2 msec) until the dashpot correction value DHENB becomes 0 in a section where NDOWN <DNES1 (after the elapsed time t4). To do.
[0218]
That is, if the dashpot correction value DHENB is set to 0 at the elapsed time t4, the duty ratio ISCON with respect to the ISC valve 13 suddenly decreases, so that the engine speed NE falls as shown by the broken line in the figure, and the idle speed is reduced. Convergence will deteriorate. Therefore, the convergence to the idle speed is improved by decreasing the dashpot correction value DHENB as the engine speed NE decreases.
[0219]
(Radio fan correction setting subroutine)
FIG. 17 is a subroutine for setting the radio fan correction ISCRAS executed in the correction value setting routine executed by interruption every 51.2 msec (see S205).
[0220]
First, in S1301, it is determined whether the radiator fan relay 63 that controls the operation of the radiator fan 62 is ON based on the data in the main computer 41. If ON, the process proceeds to S1302, and if OFF, the process proceeds to S1303.
[0221]
In S1302, the radio fan correction ISCRAS stored at a predetermined address in the RAM 50 is set with the set value RAS [%] (ISCRAS ← RAS), and the routine is exited. In S1303, the radio fan correction ISCRAS is set to 0 [%] (ISCRAS ← 0), and the routine is exited.
[0222]
The setting of the above-mentioned radio fan correction ISCRAS is shown in FIG. 33 by a time chart.
[0223]
When the radiator fan 62 is in operation, the radiator fan motor consumes a large amount of current and the amount of power generated by the alternator (generator) increases. Therefore, the load applied to the engine 1 increases correspondingly and the engine speed NE increases. However, when the radiator fan 62 is ON, the duty ratio ISCON for the ISC valve 13 is increased by the radio fan correction ISCRAS, and the opening of the ISC valve 13 is increased to prevent the engine speed NE from being lowered. To do.
[0224]
(Power steering correction value setting subroutine)
FIGS. 18 and 19 are subroutines for setting the power steering correction value ISCPS executed in the correction value setting routine executed by interruption every 51.2 msec (see S206). The power steering correction value ISCPS set in this subroutine compensates for a large turning angle and a large load on the engine 1 that drives the power steering oil pump, resulting in a decrease in the engine speed NE.
[0225]
First, in S1401, it is determined whether or not the power steering steering switch 58 (hereinafter abbreviated as “power steering steering switch”) is ON. If ON (steering angle is large), the process proceeds to S1402, and the power steering steering switch 58 is OFF (small steering angle). In case S1409, the process proceeds.
[0226]
In S1402, the vehicle speed VSP detected by the vehicle speed sensor 56 is compared with the set value VSPPS [Km / h]. If VSP ≦ VSPPS, the process proceeds to S1403, and if VSP> VSPPS, the process proceeds to S1409.
[0227]
In S1403, the coolant temperature TW detected by the coolant temperature sensor 21 is compared with the set value TWPS [° C.]. If TW ≧ TWPS, the process proceeds to S1404, and if TW <TWPS, the process proceeds to S1409.
[0228]
In S1402, when the vehicle speed VSP is equal to or higher than the set value VSPPS, the engine load due to traveling is large, so the engine load for driving the power steering oil pump becomes relatively small. Therefore, compensation by the power steering correction value ISCPS is not necessary. Further, in S1403, when the warm-up is not completed (TW <TWPS), the basic characteristic value ISCTW is set large, so that the engine load for driving the power steering oil pump becomes relatively small, and compensation by the power steering correction value ISCPS is unnecessary. become.
[0229]
When the process proceeds to S1404, the value of the idle speed determination flag FLAGPS that is set to 1 in the case of the idle state at the time of the previous routine execution is referred to. When FLAGPS = 1 (previous idle state), the process proceeds to S1405, and FLAGPS = 0 ( In the case of the previous idle release state), the process proceeds to S1406.
[0230]
If the process proceeds to S1405, the idling determination rotational speed ISPSN is set with the set value ISPSNH [rpm] (ISPSN ← ISPSNH), and the process proceeds to S1407. In step S1406, the idle determination speed ISPPSN is set with the set value ISPSNL (where ISPPSNL <ISPSNH) [rpm] (ISPSN ← ISPSNL), and the flow advances to step S1407.
As shown in FIG. 34, by providing hysteresis in the idle state (FLAGPS = 1) and the idle release state (FLAGPS = 0) when setting the idle determination rotational speed ISPSN, control hunting of the idle state determination in S1407 is performed. Trying to prevent
In step S1407, the engine speed NE is compared with the idle determination speed ISPPSN. If NE> ISPSN, it is determined that the engine is in the idle release state, the process proceeds to step S1408, and the idle speed determination flag FLAGPS is cleared (FLAGPS ← 0). Proceed to If NE ≦ ISPSN, it is determined that the engine is in an idle state, and the process advances to step S1410.
[0231]
In S1410, it is determined whether the air conditioner switch 89 is OFF. If it is OFF, the process proceeds to S1411.
[0232]
In S1411, based on the duty ratio ISCON for the ISC valve 13 calculated by the main computer 41, the power steering correction value ISCPS when the air conditioner is OFF is set by referring to the table or calculation, and the process proceeds to S1413. In S1412, the power steering correction value ISCPS when the air conditioner is ON is set based on the duty ratio ISCON for the ISC valve 13 calculated by the main computer 41 by referring to the table or calculating, and the process proceeds to S1413.
[0233]
As shown in FIG. 35 (b), the power steering correction value ISCPS when the air conditioner is OFF indicated by the solid line is set larger than the power steering correction value ISCPS when the air conditioner is ON indicated by the alternate long and short dash line. That is, when the air conditioner is ON, the duty ratio ISCON is set to be large by the air conditioner correction value ISCAC, so that the engine load due to the power steering becomes relatively small. Therefore, the power steering correction value ISCPS is set smaller than that when the air conditioner is OFF.
[0234]
Further, the power steering correction value ISCPS set in S1411 or S1412 has a large (small) load on the engine 1 when the duty ratio ISCON is large (small), and increases (decreases) the opening of the ISC valve 13 to reduce the amount of air. The increase (decrease) prevents the engine speed NE from decreasing (rising), but the load due to the power steering pump is relatively small (large) with respect to the total load applied to the engine at this time, so that it is small ( Large) is set.
[0235]
Then, when the process proceeds from S1411 or S1412 to S1413, the idle speed determination flag FLAGPS is set (FLAGPS ← 1), and then the routine is exited.
[0236]
In S1401, S1402, S1403 or S1408 to S1409, it is determined whether the power steering correction value ISCPS is 0 or less. If ISCPS ≦ 0, the process proceeds to S1414 and the power steering correction value ISCPS is set to 0 [%]. (ISOPS ← 0), exit the routine. If ISCPS> 0, the process proceeds to S1415, and after subtracting the set value DISCPS from the power steering correction value ISCPS to update the power steering correction value ISCPS (ISSCPS ← ISSCPS-DISCPS), the routine is exited.
[0237]
FIG. 35 shows a typical time chart for setting the power steering correction value.
[0238]
When the power steering steer switch 58 is turned on during idling after the warm-up is completed and the power steering steer switch 58 is turned on, a power steering correction value ISCPS corresponding to the duty ratio ISCON (differs depending on whether the air conditioner switch 89 is off or on). It is set (elapsed time t1).
[0239]
As a result, when the power steering oil pump driving load increases due to the large turning angle, the duty ratio ISCON for the ISC valve 13 is increased by the power steering correction value ISCPS, and the opening amount of the ISC valve 13 is increased to increase the air amount. This prevents the engine speed from dropping.
[0240]
Immediately after the turning angle is reduced and the power steering control switch 58 is switched from ON to OFF (elapsed time t2), immediately when the power steering correction value ISCPS is set to 0 [%], the duty ratio ISCON for the ISC valve 13 is increased. Although there is a power steering oil pump drive load that is suddenly decreased and reduced by the power steering correction value ISCPS, the engine speed NE greatly fluctuates as shown by the two-dot chain line in FIG. Until the power steering correction value ISCPS becomes zero, the power steering correction value ISCPPS is subtracted by the set value DISCPS every calculation cycle (51.2 msec), thereby gradually decreasing the opening of the ISC valve 13 and the amount of air. As a result, fluctuations in the engine speed NE are prevented as shown by the solid line in FIG.
[0241]
(Air conditioner clutch correction value setting subroutine)
FIG. 20 is a subroutine for setting the air-conditioner clutch correction value ISCCLH that is executed in the correction value setting routine that is executed every 51.2 msec (see S207). First, it is determined in S1501 whether the air conditioner switch 89 is ON. If ON, the process proceeds to S1502, and if OFF, the process proceeds to S1503.
[0242]
In S1502, the air conditioner ON → OFF elapsed time discriminating count value COUNTCLH (down counter) for determining whether or not the air conditioner switch 89 is ON → OFF set time TCLH [SEC] has elapsed corresponds to the set time TCLH. The setting value TACCLH is set (COUNTCLH ← TACCLH), and the process proceeds to S1505.
[0243]
In S1503, the value of the elapsed time discrimination count value COUNTCLH after the air conditioner ON → OFF is referred to. If COUNTCLH ≠ 0, the process proceeds to S1504, and after the countdown (COUNTCLH ← COUNTCLH-1), the process proceeds to S1505.
[0244]
When the process proceeds from S1502 or S1504 to S1505, the air conditioner clutch correction value ISCCLH is set to the set value DISCLH [%] (ISCCLH ← DISCLH), and the routine is exited.
[0245]
On the other hand, COUNTCLH1 = 0 in S1503, and after setting the air conditioner switch 89 from ON to OFF, it is determined that the set time TCLH [SEC5] has elapsed, and when proceeding to S1506, the air conditioner clutch correction value ISCCLH is set to 0 [%]. (ISCCLH ← 0), the routine is exited.
[0246]
FIG. 36 shows the relationship between the setting of the air conditioner clutch correction value ISCCLH, ON / OFF of the air conditioner switch 89, ON / OFF of the air conditioner clutch relay 65, capacity control of the variable capacity air conditioner compressor 64, and engine speed NE. .
[0247]
First, capacity control for the variable capacity air conditioner compressor 64 will be described. When the air conditioner switch 89 is turned on, the main computer 41 causes the air conditioner clutch relay 65 to be turned on after the set delay time ACENT (for example, 0.3 sec) elapses, and the magnet clutch 64a of the variable capacity air conditioner compressor 64 is connected to drive the compressor 64. Then, a compressor capacity (DUTY) signal is output from the air conditioner control unit 81 to the compressor 64 in accordance with the requested capacity signal from the main computer 41, and the capacity of the compressor 64 is gradually increased from the minimum capacity (MIN) to the set capacity. When the air conditioner switch 89 is turned off, the capacity of the compressor 64 is gradually reduced to the minimum capacity (MIN) by the compressor capacity (DUTY) with respect to the variable capacity air conditioner compressor 64, and after the air conditioner switch 89 is turned off, the capacity of the air conditioner compressor 64 is reduced. The air conditioner clutch relay 65 is turned off after a sufficient time period ACCLTM (for example, 8 sec) has passed since it can be considered that the motor has reached the minimum capacity (MIN).
[0248]
For this reason, simultaneously with turning on the air-conditioning switch 89 (elapsed time t1), the air-conditioner clutch correction value ISCCLH is set to the set value DISCLH, and the duty ratio ISCON for the ISC valve 13 is increased by the air-conditioner clutch correction amount ISCCLH. 13 is increased to increase the engine speed NE by increasing the amount of air, thereby preventing a decrease in the engine speed accompanying an increase in the engine load driven by the compressor 64 when the air conditioner clutch relay 65 is turned on.
[0249]
Thereafter, when the air conditioner switch 89 is turned off (elapsed time t2), the capacity of the variable capacity air conditioner compressor 64 is gradually reduced, and the air conditioner correction value ISCAC is gradually reduced (see FIGS. 7, 8 and 29). Accordingly, the duty ratio ISCON with respect to the ISC valve 13 decreases, so that the opening degree of the ISC valve 13 decreases, the air amount decreases, and the engine speed NE is restored to the target speed when the air conditioner is OFF.
[0250]
From the time when the capacity of the variable capacity compressor 64 is reduced (elapsed time t3) until the magnet clutch 64a is disengaged (until the air conditioner clutch relay 65 is turned off), the friction of the clutch remains. For this reason, since the friction due to the clutch does not suddenly disappear at the moment when the magnet clutch 64a of the variable capacity air conditioner compressor 64 is disengaged, rotational fluctuation due to a temporary increase in the rotational speed occurs as shown by the broken line in FIG. The ring gets worse.
[0251]
The air conditioner clutch correction is to compensate for the engine load due to the friction of the clutch. After the air conditioner switch 89 is turned on, the air conditioner clutch relay 65 is turned off after the set time ACCLTM has elapsed after the air conditioner switch 89 is turned off. The air conditioner clutch correction value ISCCLH is set to the set value DISCLH until the magnet clutch 64a of the capacity air conditioner compressor 64 is completely disconnected, that is, until the set time TCLH (TCLH> ACCLTM) elapses after the air conditioner switch 89 is turned off. The duty ratio ISCON with respect to the ISC valve 13 is increased during this time, and the air conditioner clutch correction ISCCLH is set to 0 when the air conditioner clutch 64a is disengaged. Amount that friction is eliminated engine load is reduced by, subtracting the amount of air to reduce the opening degree of the ISC valve 13 reduces the ISCON, prevent rotation fluctuation of the time. As a result, as shown by the solid line in FIG. 5E, the rotational fluctuation due to the temporary increase in the rotational speed immediately after the air conditioner clutch 764a is disconnected is eliminated, and the feeling is improved.
[0252]
(Post-startup correction setting interrupt routine)
FIG. 21 is a post-startup correction initial value setting routine that is executed when a start / normal control determination flag FLAGST that is set in the ISC valve control main routine changes from 1 to 0.
[0253]
Immediately after the start / normal control determination flag FLAGST shifts from FLAGST = 1 (control at start) to FLAGST = 0 (control at normal time), that is, the starter switch 61 is turned from ON to OFF, and the engine speed NE is When an interrupt start is started immediately after the start-up control when NE ≠ 0, first, an initial post-startup correction initial value table TISCSD (a larger value is stored as the cooling water temperature TW is lower) is interpolated based on the cooling water temperature TW in S1601. The initial value of post-startup correction ISCSD is set with reference to calculation.
[0254]
Next, in step S1602, the post-startup correction update interruption time table TTDISC (the value of the longer time is stored as the cooling water temperature TW is lower) is referenced with interpolation calculation based on the cooling water temperature TW, and the post-startup correction update interruption time. Set TDISC.
[0255]
In step S1603, the interrupt is permitted for each post-startup correction update interrupt time TDISC and the routine is exited.
[0256]
FIG. 22 shows a post-startup correction setting routine that is executed at every post-startup correction update interruption time, and improves the connection of the duty ratio ISCON from the start-time control to the normal-time control, thereby improving the startability.
[0257]
First, in S1701, it is determined whether the post-startup correction ISCSD stored at a predetermined address in the RAM 50 is 0 or less. If ISCSD> 0, the process proceeds to S1702, and the post-startup correction ISCSD is updated with a value obtained by subtracting the set value DISCSD ( ISCSD ← ISCSD-DISCSD), exits the routine.
[0258]
On the other hand, if it is determined in S1701 that ISCSD ≦ 0 and the process proceeds to S1703, the post-startup correction ISCSD stored in the predetermined address of the RAM 50 is fixed to 0 [%] (ISCSD ← 0), and the process proceeds to S1704. The interrupt for each correction update interrupt time TDISC is prohibited and the routine is exited.
[0259]
A representative example of the post-startup correction setting will be described with reference to the time chart of FIG.
[0260]
When the starter switch 61 is ON or the engine speed NE is 0 (startup / normal time control determination flag FLAGST = 1), the start-up correction program is not executed (elapsed time t0 to t1), and the starter switch 61 is ON → Immediately after OFF, when the engine speed NE is NE ≠ 0, the initial value of the post-startup correction ISCSD is set (elapsed time t1).
[0261]
Next, the post-startup correction ISCSD is decreased by the set value DISCSD for every post-startup correction update interruption time TDISC until it becomes zero.
[0262]
FIG. 38 shows the relationship between the change in the duty ratio ISCON for controlling the ISC valve 13 and the post-startup correction ISCSD.
[0263]
During start-up control (FLAGST = 1), the duty ratio ISCON set in the main routine of ISC valve control is set to a relatively large value. When shifting to normal control (elapsed time t1), various correction terms Since it is controlled precisely, the connection becomes worse and the startability is lowered as shown by the one-dot chain line in the figure.
[0264]
The post-startup correction ISCSD is for compensating for this, and the duty ratio ISCON set in the start-up control is mostly the start-time characteristic value ISCST set based on the cooling water temperature TW, and the cooling water temperature TW is Since the characteristic value ISCST at the start is set to be larger as the value is lower (see FIG. 1), the step of the duty ratio ISCON with respect to the ISC valve 13 at the time of shifting from the start time control to the normal time control becomes larger.
[0265]
For this reason, as the cooling water temperature TW is lower, the initial value of the post-startup correction ISCSD is set larger as shown by the solid line in FIG. 37, and the post-startup correction interrupt time TDISC is set longer and the post-startup correction ISCSD becomes 0. On the other hand, as the cooling water temperature TW is higher, the initial value of the post-startup correction ISCSD is made smaller and the post-startup correction interrupt is increased as the cooling water temperature TW is higher. By setting the time TDISC short and shortening the time until the corrected ISCSD after starting becomes 0 (elapsed time t1 to t2), the ISC when shifting from the starting control to the normal control under any temperature condition The connection of the duty ratio ISCON to the valve 13 is made smooth as shown by the solid line in FIG. It prevents sudden change in air flow rate by the blanking 13, thereby improving the startability.
[0266]
(Closed loop correction I update routine)
FIG. 23 to FIG. 25 are flowcharts showing the closed loop correction I update procedure executed by interruption every set time, for example, every 10 msec.
[0267]
First, the value of the start / normal control determination flag FLAGST set in the ISC valve control main routine in S1801 is referred to. If FLAGST = 1 (starting or stalled), the process proceeds to S1802, and FLAGST = 0 (normal) In this case, the process proceeds to S1803.
[0268]
In S1802, when the set time LRNISS [SEC] has elapsed since the shift to the normal operation (normal time control) after the start, the set time for the normal time control shift time determination count value COUNTSTI (down counter) is determined. A set value COUNTLRRNISS corresponding to LRNISS is set (COUNTSTI ← COUNTLRRNISS), and the flow proceeds to S1858, where the closed loop correction I-minute ISCI is set to 0 [%], and the flow proceeds to S1859.
[0269]
In S1803, the normal control shift time determination count value COUNTSTI is referred to. If COUNTSTI ≠ 0, it is determined that the set time LRNISS has not elapsed after the shift to the normal control, and the flow proceeds to S1804. The count value COUNTSTI is counted down (COUNTSTI ← COUNTSTI-1), and the process proceeds to S1805. On the other hand, if COUNTSTI = 0, it is determined that the set time has elapsed since the shift to the normal control, and the flow proceeds to S1805.
[0270]
In S1805, the cooling water temperature TW is compared with the set temperature LRNITW [° C.]. If TW ≧ LRNITW, the process proceeds to S1806, and if TW <LRNITW, the process proceeds to S1810. In step S1806, the value of the start / normal control determination flag (FLAGST) OLD read during the previous routine is referred to. When (FLAGST) OLD = 1 (previous routine execution, start time control), the normal time control is performed. It is determined that the transition is the first time, and the process proceeds to S1807 to initially set the closed loop correction I. If (FLAGST) OLD = 0, the process proceeds to S1810.
[0271]
In S1807, it is determined whether the air conditioner switch 89 is ON. If ON, the process proceeds to S1808, and if OFF, the process proceeds to S1809.
[0272]
In S1808, the I learning value ACONI when the air conditioner is ON stored in the backup RAM 50a is read and the closed loop correction I minute ISC is read._IIs initially set with the I-minute learning value ACONI when the air conditioner is ON, and when proceeding to S1809, the closed-loop correction I-minute ISCI is initially set with the I-minute learning value ACOFFI stored in the backup RAM 50a when the air conditioner is OFF. Each proceeds to S1810.
[0273]
The I learning values ACONI and ACOFFI are updated by a closed loop correction I learning value learning subroutine, which will be described later, and stored in a predetermined address of the backup RAM 50a. The starter switch 61 is turned ON → OFF (from the start control). The closed-loop correction I-minute ISCI is initially set by the I-learned learning value ACONI or ACOFFI learned according to the air conditioner operating state during the previous engine operation only once immediately after the shift to the normal control. As a result, the closed loop correction I is immediately compensated and the controllability is improved.
[0274]
Further, since the learning values ACONI and ACOFFI are set for each air conditioner operating state, the closed loop correction I-minute ISCI according to the engine load can be initialized, and the engine rotation can be started smoothly. .
[0275]
In step S1810, the value of the closed / open loop control determination flag FLAGCL set in the closed / open loop control determination subroutine is referred to. If FLAGCL = 1 (closed loop control), the flow advances to step S1811, and FLAGCL = 0 ( In the case of open loop control), the process proceeds to S1812 without updating a correction amount ΔI described later.
[0276]
When the process proceeds to S1811, it is determined whether the post-startup correction is being executed (ISCSD ≠ 0) with reference to the value of the post-startup correction ISCSD. If ISCSD ≠ 0, the process proceeds to S1813, and if ISCSD = 0, the process proceeds to S1817. In S1813, the coolant temperature TW is compared with the set temperature TWAS [° C.]. If TW ≧ TWAS (warming up is complete), the process proceeds to S1814, and if TW <TWAS (warming up), the process proceeds to S1817. When the process proceeds to S1814, the vehicle speed VSP is compared with the set value VSAS [Km / h]. If VSP <VSAS (stop), the process proceeds to S1815, and if VSP ≧ VSAS (travel), the process proceeds to S1817.
[0277]
After that, when proceeding to S1815, the closed loop correction I minute ISC_IThe value obtained by adding the correction ISCSD after starting to the above closed loop correction I minutes ISC_IUpdated (ISC_I← ISC_I+ ISCSD), the process proceeds to S1816, the post-startup correction ISCSD is shifted to the closed loop correction I, the post-startup correction ISCSD is cleared (ISCSD ← 0), and the process proceeds to S1817.
[0278]
As shown in (a) and (b) of FIG. 39, when the open loop control is shifted to the closed loop control, the closed loop correction I-minute ISC of the post-startup correction ISCSD (ISCAS) is obtained._IIf the above-described post-startup correction setting routine (FIG. 22) is executed until the post-startup correction ISCSD becomes zero without shifting to, this closed-loop correction I-minute ISC_IUntil the value converges, a step difference occurs in the duty ratio ISCON, and the engine speed NE fluctuates. As a countermeasure against this, it is conceivable to increase a correction amount ΔI, which will be described later. However, if the correction amount ΔI is extremely increased, convergence is deteriorated and hunting occurs in the engine speed NE.
[0279]
On the other hand, when the predetermined condition is satisfied (TW ≧ TWAS and VSP <VSAS) as shown in FIGS. 39C and 39D, when the shift from the open loop control to the closed loop control is performed, the post-startup correction ISCSD When (ISCAS) is ISCSD ≠ 0, the post-startup correction ISCSD (ISCAS) is set to the closed loop correction I minute ISC_IBecause it is shifted to, the increased amount is closed loop correction I minutes ISC_IThus, the connection from the open loop control to the closed loop control is improved, and the fluctuation of the engine speed NE at this time is prevented.
[0280]
Thereafter, when the process proceeds from S1811, S1813, S1814 or S1816 to S1817, a differential rotation ΔN between the idle target speed NSET and the engine speed NE is obtained (ΔN ← NSET−NE), and the process proceeds to S1818, where the air conditioner switch 89 is ON. If it is ON, S1819
If it is OFF, the process proceeds to S1820.
[0281]
In S1819, the differential rotation ΔN is compared with the set value NIH3 (NIH3 <0). ), Go to S1845.
[0282]
If ΔN> NIH3 in S1819, the process proceeds to S1821, and the differential rotation ΔN is compared with the set value NIH2 (where NIH3 <NIH2 <0). If ΔN ≦ NIH2, the process proceeds to S1827 and the correction value ΔI Is set to the set value TIPTAH2 (where TIPTAH3 <TIPATAH2 <0) (ΔI ← TIPTAH2), and the process proceeds to S1845. Further, if ΔN> NIH2, the process proceeds to S1822, and the differential rotation ΔN is compared with the set value NIH1 (where NIH2 <NIH1 <0). <TIPTAH1 <0) is set (ΔI ← TIPTAH1), and the process proceeds to S1845.
[0283]
If it is determined in S1822 that ΔN> NIH1 and the process proceeds to S1823, the difference rotation ΔN is compared with 0. If ΔN ≦ 0, the process proceeds to S1829 and the correction amount ΔI is set to the set value TIPTAH (where TIPTAH1 <TIPTAH, 0 [%]) (ΔI ← TIPTAH), and proceeds to S1845. If ΔN> 0, the process proceeds to S1824. In S1824, the differential rotation ΔN is compared with the set value NIL1 (where 0 <NIL1). If ΔN ≦ NIL1, the flow proceeds to S1830, and the correction amount ΔI is set with the set value TIPTAL (where TIPTAH ≦ TIPATL) ( ΔI ← TIPTAL), the process proceeds to S1845. If ΔN> NIL1, the process proceeds to S1825.
[0284]
In S1825, the differential rotation ΔN is compared with the set value NIL2 (where NIL1 <NIL2). If ΔN ≦ NIL2, the process proceeds to S1831, where the correction amount ΔI is set as TIPTAL1 (where TIPTAL <TIPTAL1) ← TIPTAL1), go to S1845. If ΔN> NIL2, the process proceeds to S1832, and the correction amount ΔI is set with the set value TIPTAL2 (where TIPTAL1 <TIPTAL2) (ΔI ← TIPTAL2), and the process proceeds to S1845.
[0285]
FIG. 40 shows the relationship between the correction amount ΔI and the differential rotation ΔN. As can be seen from the figure, if the differential rotation ΔN is small, the correction amount ΔI is also set small. This improves the convergence of the engine speed NE with respect to the idle target speed NSET.
[0286]
On the other hand, when it is determined in S1818 that the air conditioner switch 89 is OFF and the process proceeds to S1820, in S1820, S1833 to S1837, the differential rotation ΔN and the set values NIH3, NIH2, NIH1, 0, NIL1, NIL2 are the same as described above. In comparison, if ΔN ≦ NIH3 is determined in S1820 and the process proceeds to S1838, the correction amount ΔI is set to a set value TIPRTH3 (where TIPRTH3 <0) (ΔI ← TIPRTH3), and the process proceeds to S1845.
[0287]
If ΔN ≦ NIH2 is determined in S1833 and the process proceeds to S1839, the correction amount ΔI is set with a set value TIPRTH2 (where TIPRTH3 <TIPRTH2 <0) (ΔI ← TIPRTH2), and the process proceeds to S1845.
[0288]
If it is determined that ΔN ≦ NIH1 in S1834 and the process proceeds to S1840, the correction amount ΔI is set with a set value TIPRTH1 (where TIPRTH2 <TIPRTH1 <0) (ΔI ← TIPRTH), and the process proceeds to S1845.
[0289]
When ΔN ≦ 0 is determined in S1835 and the process proceeds to S1841, the correction amount ΔI is set with a set value TIPRTH (where TIPRTH1 <TIPRTH = 0, TIPRTH = 0 [%]) (ΔI ← TIPRTH), and the process proceeds to S1845.
[0290]
If ΔN ≦ NIL1 is determined in S1836 and the process proceeds to S1842, the correction amount ΔI is set with a set value TIPRTL (where TIPRTH ≦ TIPRTL) (ΔI ← TIPRTL), and the process proceeds to S1845.
[0291]
If it is determined in S1837 that ΔN ≦ NIL2 and the process proceeds to S1843, the correction amount ΔI is set with the set value TIPRTL1 (where TIPRTL <TIPRTL1) (ΔI ← TIPRTL1), and the process proceeds to S1845. If it is determined that ΔN> NIL2 in S1837 and the process proceeds to S1844, the correction amount ΔI is set with the set value TIPRTL2 (where TIPRTL1 <TIPRTL2) (ΔI ← TIPRTL2), and the process proceeds to S1845.
[0292]
Then, when the process proceeds from any of S1826 to S1832 or S1838 to S1844 to S1845, the closed loop correction I-minute ISC stored in the predetermined address of the RAM 50 is reached._IThis closed loop correction I minute ISC_IIs updated with a value obtained by adding the correction amount ΔI set in any of S1826 to S1832 and S1838 to S1844 (ISC_I← ISC_I+ ΔI), the process proceeds to S1846.
[0293]
FIG. 41 shows the fluctuation of the engine speed NE with respect to the idle target speed NSET, the correction amount ΔI, and the closed loop correction I amount ISC._IIs shown by a time chart.
[0294]
[Elapsed time t0 to t1]
Since the engine speed NE is greater than or equal to the set value NIH3 with respect to the idle target speed NSET (ΔN ≦ NIH3), the correction amount ΔI is set with the minimum set value TIPTAH3 to reduce the engine speed NE (S1826).
[0295]
As a result, closed-loop correction I-minute ISC_IBecomes a value lower by the set value TIPTAH3, the duty ratio ISCON with respect to the ISC valve 13 is reduced accordingly, the opening of the ISC valve 13 is reduced, and the engine speed NE is reduced.
[0296]
[Elapsed time t1 to t2]
Next, when the differential rotation ΔN falls between the set values NIH3 and NIH2, the correction amount ΔI is set by the set value TIPTAH2 (S1827), and the closed loop correction I amount ISC is set._IBecomes lower by the set value TIPTAH2.
[0297]
[Elapsed time t2 to t3]
Thereafter, when the differential rotation ΔN falls between the set values NIH2 and NIH1, the correction amount ΔI is set by the set value TIPTAH1 (S1828), and the closed loop correction I amount ISC is set._IDecreases by the set value TIPTAH1 and the engine speed NE decreases.
[0298]
When the differential rotation ΔN falls between the set values NIH1 and 0, the correction amount ΔI is set as the set value TIPTAH (0 [%]) (S1829), and therefore the closed loop correction I amount ISC._IDoes not change.
[0299]
Thereafter, when the differential rotation ΔN falls between the set value 0 and NIL1, the correction amount ΔI is set to the set value TIPTAL (TIPTAH ≦ TIPTAL) (S1830).
[0300]
[Elapsed time t3 to t4]
Next, when the differential rotation ΔN falls between the set values NIL1 and NIL2, the correction amount ΔI is set by the set value TIPTAL1 (S1831), and the closed loop correction I amount ISC is set._IIncreases by the set value TIPTAL1.
[0301]
[Elapsed time t4 to t5]
Thereafter, when the engine speed NE becomes lower than the set value NIL2 with respect to the idle target speed NSET (ΔN> NIL2), the correction amount ΔI is set by the set value TIPTAL2 (S1832), and the closed loop correction I amount ISC is set._IIncreases by the set value TIPTAL2.
[0302]
[Elapsed time t5 to t6]
When the differential rotation ΔN falls between the set values NIL2 and NIL1, the correction amount ΔI is set by the set value TIPTAL1 (S1831), and the closed loop correction I amount ISC is set._IIncreases by the set value TIPTAL1.
[0303]
Then, while the differential rotation ΔN is between the set values NIL1 and NIH1, the set values TIPTAL and TIPTAH are 0 [%], so the closed loop correction I-minute ISC._IDoes not change.
[0304]
[After elapsed time t6]
On the other hand, when the differential rotation ΔN falls between the set values NIH1 and NIH2, the correction amount ΔI is set at the set value TIPTAH1, and then the differential rotation ΔN converges between the set values NIH1 and NIL1, and the correction amount ΔI is Since the set values TIPTAL and TIPTAH (both 0 [%]) are set, the closed loop correction I-minute ISC_IIs constant.
[0305]
Closed loop correction I minutes ISC at S1845_IIn step S1846, a learning subroutine corresponding to closed loop correction I (details will be described later) is executed.
[0306]
Next, in S1847, the value of the normal-time control transition time determination count value COUNTSTI is referred to. If COUNTSTI ≠ 0 (within the set time LRNISS after starting), the process proceeds to S1848.
[0307]
When the process proceeds to S1848, the cooling water temperature TW is compared with a preset warm-up completion determination value LRNITW that determines whether warm-up is restarted. When TW ≧ LRNITW (warm-up restart), the process proceeds to S1849, where TW < In the case of LRNITW (engine cold state), the process proceeds to S1850.
[0308]
Proceed to S1849, closed loop correction I minute ISC_IAnd the lower limit value IMINBL_IIf ≦ IMINBL, proceed to S1853, and the closed loop correction I minute ISC_IIs set at the lower limit value IMINBL, and the process proceeds to S1859.
[0309]
On the other hand, ISC at S1849_IIf it is determined that> IMINBL, the process proceeds to S1851 and the above closed loop correction I minute ISC_IAnd the upper limit value IMAXBL_IIf ≧ IMAXBL, the process proceeds to S1854 and the above closed loop correction I minute ISC_IIs set with the above upper limit value IMAXBL, and the process proceeds to S1859. ISC_I<In the case of IMAXBL, the above closed loop correction I-minute ISC_IIs acceptable (IMAXBL> ISC_I> IMINBL), the process proceeds to S1859.
[0310]
Further, when the process proceeds from S1847 or S1848 to S1850, the closed loop correction I-minute ISC_IIs compared with the value (lower limit value) obtained by subtracting the basic characteristic value ISCTW set in the basic characteristic value setting subroutine from the duty limit lower limit value IMINCL set in the ISC valve control main routine._IIf ≦ (IMINCL-ISCTW), the process proceeds to S1855, and the above closed loop correction I-minute ISC_IIs set with the above lower limit (IMINCL-ISCTW) (ISC_I← IMINCL-ISCTW), go to S1859.
[0311]
In S1850, ISC_I> If (IMINCL-ISCTW), proceed to S1852, and the closed loop correction I minute ISC_IAnd the value obtained by subtracting the basic characteristic value ISCTW from the duty limit upper limit value IMAXCL set in the ISC valve control main routine (upper limit value)._IIf ≧ (IMINCL-ISCTW), the process proceeds to S1856, and the above closed loop correction I-minute ISC_IIs set with the above upper limit value (IMAXCL-ISCTW) (ISC_I← IMINCL-ISCTW), go to S1859. ISC at S1852_I<In the case of (IMINCL-ISCTW), the above closed loop correction I-minute ISC_IIs allowable range ((IMINCL-ISCTW) <ISC_I<(IMAXCL-ISCTW)), the process proceeds to S1859.
[0312]
Most of the duty ratio ISCON for the ISC valve 13 is the basic characteristic value ISCTW, and the lower limit value for the correction term other than the basic characteristic value ISCTW is set by subtracting the basic characteristic value ISCTW from the duty limit lower limit value IMINCL. The upper limit value is set by subtracting the basic characteristic value ISCTW from the duty limit upper limit value IMAXCL.
[0313]
However, when <1> within a predetermined time LRNISS [sec] after starting (S1847), and <2> the warming-up completion determination value LRNITW for determining whether the cooling water temperature TW and the warming-up restart are TW ≧ LRNITW In the case (S1848), it is determined that the warm-up is restarted, regardless of open loop or closed loop control.
IMINBL ≦ ISC_I≦ IMAXBL
And
[0314]
Closed loop correction I minute ISC when transitioning to normal control during warm-up restart_IIn the initial setting (S1808 or S1809), closed loop correction I-minute ISC_IIs updated with a learning value ACONI (when the air conditioner switch 89 is ON) having a small value (including a negative value) or a learning value ACOFFI (when the air conditioner switch 89 is OFF), the engine speed NE decreases. If it is remarkable, it will stall. Therefore, the upper limit value and the lower limit value are set values IMINBL and IMAXBL, respectively, and the closed-loop correction I-minute ISC_IThe restartability is improved by shifting up the upper limit value and the lower limit value (see FIG. 41C).
[0315]
On the other hand, when FLAGCL = 0 (open loop control) is determined in S1810 and the process proceeds to S1812, the cooling water temperature TW is compared with the set value TWCL [° C.] for determining whether the cooling water temperature TW during the open loop control is low. If TW ≦ TWCL, the process proceeds to S1857. If TW> TWCL, the process proceeds to S1847 described above.
[0316]
Proceed to S1857, closed loop correction I minute ISC_IRefer to the value of ISC_IIf <0, proceed to S1858 and close loop correction I-minute ISC_IIs set to 0 (ISC_I← 0), go to S1859. ISC_IIf ≧ 0, the process proceeds to S1847.
[0317]
As described above, the cooling water temperature TW during the open loop control (FLAGCL = 0) is the low water temperature (TW ≦ TWCL) and the closed loop correction I-minute ISC._IIs on the negative side (ISC_I<0) includes this closed-loop correction I-minute ISC_IIs set to 0 (ISC_I← 0). That is, a closed loop correction I amount ISC set by a learning value ACONI or ACOFFI described later._IIs negative, the duty ratio ISCON decreases, and the opening of the ISC valve 13 decreases and the engine speed NE decreases. To prevent this, the starter switch 61 is switched from ON to OFF (when starting) Control → normal control) immediately after the transition to closed loop correction I minutes ISC set by learning value ACONI or ACOFFI_IIs set to 0.
[0318]
When the process proceeds from any one of S1853 to S1856 or S1858 to S1859, the previous start time / used in the next routine stored in a predetermined address of the RAM 50 by the current start time / normal time control determination flag FLAGST / The normal time control determination flag (FLAGST) OLD is updated ((FLAGST) OLD ← FLAGST), and the routine is exited.
[0319]
In this embodiment, closed loop correction I-minute ISC_IIs set only by integral control (I control) without using proportional integral control (PI control), so precise feedback control is executed.
[0320]
(Closed loop correction I minute learning subroutine)
FIG. 26 is a closed-loop correction I-minute learning subroutine executed in the closed-loop correction I-minute update procedure (see S1846).
[0321]
First, it is determined in S1901 to S1908 whether a learning condition is satisfied.
[0322]
That is, in S1901, the coolant temperature TW is compared with the warm-up completion determination value LRNITW [° C.], and when TW ≧ LRNITW (engine warm-up complete state), the process proceeds to S1902, and when TW <LRNITW (engine cold state) The process proceeds to S1913.
[0323]
When the process proceeds to S1902, the power steering correction value ISCPS is referred to). When ISCPS = 0 (the power steering turning angle is small), the process proceeds to S1903, and when ISCPS ≠ 0, the process proceeds to S1913.
[0324]
In S1903, it is determined whether the air conditioner switch 89 is OFF. If OFF, the process proceeds to S1904, and if ON, the process proceeds to S1905.
[0325]
In S1904, the value of the radio fan correction value ISCRA is referred to. If ISCRA = 0 (the radiator fan 62 is OFF), the process proceeds to S1905, and if ISCRA ≠ 0, the process proceeds to S1913.
[0326]
When the process proceeds from S1903 or S1904 to S1905, the value of the acceleration / deceleration correction DSHPT is referred to. If DSHPT = 0, the process proceeds to S1906, and if DSHPT ≠ 0, the process proceeds to S1913.
[0327]
In S1906, the dashpot correction value DHENB is referred to. If DHENB = 0, that is, if DSHPT = 0 and DHENB = 0, it is determined that the engine is in an idle steady state. If it is 0, the process proceeds to S1913.
[0328]
Proceeding to S1907, with reference to the correction amount ΔI of the closed loop correction I component ISCI, when ΔI = 0 (the engine speed NE has converged to the allowable range endoscope of the idle target speed NSET), the process proceeds to S1908. If ΔI ≠ 0, the process advances to S1913.
[0329]
In S1908, the set value LRISCT corresponding to the predetermined time is compared with the learning condition establishment determination count value COUNTISCI in order to determine whether or not the learnable state has continued for a predetermined time, and if COUNTISCI ≧ LRISCT It is determined that the learning condition is satisfied, and the process proceeds to S1909. If COUNTISCI <LRISCT, the process proceeds to S1910 to increment the count value COUNTISCI (COUNTISCI ← COUNTISCI + 1), and exits the routine.
[0330]
On the other hand, in S1909, it is determined whether the air conditioner switch 89 is ON. If YES, the process proceeds to S1911 and the I minute learning value ACONI stored at the predetermined address in the backup RAM 50a is set to the current closed loop correction I minute. ISC_IUpdated with the value of (ACONI ← ISC_I), Go to S1913. If it is OFF, the process proceeds to S1912, and the I-minute learning value ACOFFI when the air conditioner is OFF stored in the predetermined address of the backup RAM 50a is used as the current closed-loop correction I-minute ISC._IUpdated with the value of (ACOFFI ← ISC_I), Go to S1913.
[0331]
When the process proceeds from S1901, S1902, S1904 to S1907, S1911, or S1912 to S1913, the count value COUNTISCI is cleared (COUNTISCI ← 0), and the routine is exited.
[0332]
By the way, as shown by a broken line in FIG._IIf the I-minute learning value ACONI or ACOFFI is not used when setting the value, a difference occurs between the start-time control and the shift to the closed loop control via the open loop control. As a result, as shown by the broken line in FIG. 42 (b), the initial explosion is not performed but the transition to the complete explosion is not easily performed, and the rise of the engine speed NE is not smooth when the control is shifted from the start-up control to the open loop control. Arise.
[0333]
On the other hand, as shown by a solid line in FIG. 42 (a), the difference between the start time control and the closed loop control is improved by adding the I learning value ACONI or ACOFFI to the closed loop correction I. As indicated by a solid line in FIG. 42 (b), the first explosion immediately shifts to the complete explosion, the rise of the engine speed NE becomes smooth, and the startability is improved.
[0334]
【The invention's effect】
As described above, according to the invention described in claim 1,If the upper limit value and the lower limit value of the feedback correction value at the time of warm-up restart are set with values shifted up, engine stall can be effectively prevented, controllability is improved, and restartability is improved.
[0335]
At this time, as described in claim 2,If the feedback correction value is set only by integral control, it becomes possible to execute more precise feedback control in addition to the effect of the first aspect of the invention.
[Brief description of the drawings]
FIG. 1 and FIG. 2 are flowcharts showing an ISC valve control procedure.
[Figure 2] Same as above
FIG. 3 is a flowchart showing a correction value setting procedure.
FIG. 4 is a flowchart showing a basic characteristic value setting procedure.
FIG. 5 is a flowchart showing a procedure for setting an idle target speed.
FIG. 6 is a flowchart showing a closed / open loop control determination procedure;
7 and 8 are flowcharts showing an air conditioner correction value setting procedure.
[Fig. 8] Same as above
FIG. 9 is a flowchart showing an air conditioner correction learning procedure when the air conditioner switch is turned off.
FIG. 10 is a flowchart showing an air conditioner correction learning procedure when the air conditioner switch is turned ON.
FIGS. 11 and 12 are flowcharts showing an AT vehicle travel range correction value setting procedure.
Fig. 12 Same as above
13 and 14 are flowcharts showing an acceleration / deceleration correction setting procedure.
FIG. 14 Same as above
FIG. 15 is a flowchart showing a dashpot correction value setting procedure.
FIG. 16 is a flowchart showing a dashpot correction value update procedure.
FIG. 17 is a flowchart showing a procedure for setting a radio fan correction.
FIG. 18 and FIG. 19 are flowcharts showing a power steering correction value setting procedure.
FIG. 19 Same as above
FIG. 20 is a flowchart showing an air conditioner clutch correction value setting procedure.
FIG. 21 is a flowchart showing a post-startup correction initial value setting procedure.
FIG. 22 is a flowchart showing a post-startup correction setting procedure.
FIG. 23 to FIG. 25 are flowcharts showing a closed loop correction I update procedure.
FIG. 24 Same as above
FIG. 25 Same as above
FIG. 26 is a flowchart showing a closed-loop correction I-minute learning procedure.
FIG. 27 is a schematic diagram of an engine control system.
FIG. 28 is a configuration diagram of a control device.
FIG. 29 is a time chart showing a relationship among an air conditioner switch, an air conditioner correction value, and an engine speed.
FIG. 30 is a time chart showing the relationship between the travel range or N, P range, AT vehicle travel range correction, and engine speed.
FIG. 31 is a time chart showing the relationship among an idle switch, throttle opening, acceleration / deceleration correction, and engine speed.
FIG. 32 is a time chart showing a relationship among an idle switch, an engine speed, and a dashpot correction value.
FIG. 33 is a time chart showing the relationship between radiator fan ON / OFF and radio fan correction.
FIG. 34 is a time chart showing hysteresis when setting the idling discrimination rotation speed.
FIG. 35 is a time chart showing a relationship among a power steering control switch, a power steering correction value, and an engine speed.
FIG. 36 is a time chart showing the relationship among the capacity of the air conditioner switch, the air conditioner clutch relay, the air conditioner compressor, the air conditioner clutch correction value, and the engine speed.
FIG. 37 is a time chart showing changes in correction after startup.
FIG. 38 is a time chart showing changes in duty ratio.
FIG. 39 is a time chart showing the shift of the post-startup correction value to the closed loop correction I.
FIG. 40 is an explanatory diagram showing a relationship between a correction amount corresponding to a closed loop correction I and a differential rotation;
FIG. 41 is a time chart showing the relationship between the engine speed, the correction amount for the closed loop correction I, and the closed loop correction I;
FIG. 42 is a time chart showing a usage state of a learning value corresponding to closed loop correction I;
[Explanation of symbols]
6e ... Air bypass passage
11d, 11e ... throttle valve
13 ... ISC valve
50a ... Storage means (backup RAM)
89 ... air conditioner switch
ACOFFI: Learning value when the air conditioner is off
ACONI: Learning value when the air conditioner is on
DISCSD, ISCBAC ... Setting value
IMAXCL-ISCTW, IMAXBL, IMAXCL ... upper limit
IMINCL-ISCTW, IMINBL ... Lower limit
IMAX: Upper limit basic value
ISC_I... Feedback correction value (closed loop correction I)
ISCON: Opening setting value (duty ratio)
ISCSD: Correction after start
ISCTW: Basic characteristic values
NE ... Engine speed
NSET ... Idle target speed
△ N ... difference (differential rotation)
TDISC ... set time (correction update interruption time after start)
TISCSD: Initial value table after correction
TW ... Engine temperature (cooling water temperature)

Claims (2)

The upper limit value and the lower limit value of the feedback correction value at the warm-up restart when the engine temperature is equal to or higher than the determination value for determining whether the engine temperature is the warm-up restart after the engine is started are A procedure for setting a value that is shifted up from the upper limit value and the lower limit value of the feedback correction value to be set in a case other than at the time of starting;
When the feedback correction value is less than the above lower limit, set the feedback correction value in the lower limit, when the feedback correction value is not less than the upper limit, the procedure for setting the feedback correction value in the upper limit value,
A procedure for setting a basic characteristic value indicating a basic opening of an ISC valve interposed in an air bypass passage that bypasses the throttle valve based on the engine temperature;
The feedback correction value, the engine ISC valve control method, characterized in that a procedure for setting the opening degree of the ISC valve to correct at least the basic characteristic value. 2. The ISC valve control method for an engine according to claim 1, wherein the feedback correction value is set only by integral control .

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