JP3924805B2 - Rotational speed control device for internal combustion engine and vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a rotation speed control device for an internal combustion engine and a vehicle including an electronic governor system that controls the rotation speed of the internal combustion engine by electronic control based on, for example, a detection signal of an accelerator pedal operation amount (stepping angle).
[0002]
[Prior art]
Conventionally, an engine speed control device is electronically controlled based on a detection signal of an accelerator pedal operation amount in addition to a governor device that mechanically controls a fuel supply amount according to an operation amount (stepping angle) of an accelerator pedal. An electronic governor system that controls the engine speed is known.
[0003]
When an electronic governor system is used in vehicles such as automobiles and forklifts, the target rotational speed is calculated from the accelerator pedal depression angle, and a command value corresponding to the target rotational speed is output to the actuator that drives the throttle valve. The throttle opening is controlled so that the rotational speed matches the target rotational speed.
[0004]
By the way, in order to improve the feeling of acceleration when the accelerator pedal is depressed, in the electronic governor system, the acceleration when the accelerator pedal is depressed may be set higher. For example, as shown in FIG. 4, it is assumed that the rotational speed when the throttle opening is fully open is R1 (for example, 2400 rpm) (solid line in the figure), whereas the rotational speed when fully opened is R2 (for example, 3600 rpm). (Dashed line in the figure) Set the acceleration during acceleration. Note that the I value in the graph of FIG. 4 indicates the idling speed.
[0005]
[Problems to be solved by the invention]
However, as shown in FIG. 5, if the accelerator pedal 51 is repeatedly opened and closed in a short time, the acceleration during acceleration is relatively high, which may cause the engine speed to rise excessively. It was. When the engine blows up, there is a problem that an excessive load is applied to the engine or fuel consumption is deteriorated. Even if the acceleration at the time of acceleration is not set to be particularly high, if the opening / closing operation of the accelerator pedal 51 is repeated, there is a possibility that an engine blow-up phenomenon may occur although the degree is small.
[0006]
The present invention has been made in view of the above problems, and an object of the present invention is to provide an internal combustion engine speed control device and a vehicle that can suppress an engine blow-up phenomenon that occurs by repeatedly opening and closing an accelerator pedal. It is to provide.
[0007]
[Means for Solving the Problems]
In order to solve the above problems, in the invention according to claim 1, the operation amount detection means for detecting the operation amount of the accelerator operation section, the operation speed detection means for detecting the operation speed of the accelerator operation section, and the accelerator operation If the operation speed detected by the operation speed detecting means when the part is accelerated is less than a predetermined value, the number of revolutions of the internal combustion engine is set according to the operation amount at a first acceleration determined from a predetermined control set in advance. Acceleration control is performed so that the engine speed is the same, and if the operation speed is equal to or greater than a predetermined value, the engine speed is accelerated at a second acceleration smaller than the first acceleration so that the engine speed reaches the engine speed. Rotation speed control means for controlling The rotation speed control means corrects the first acceleration to obtain the second acceleration, and a calculation means for calculating a target rotation speed according to the operation amount detected by the operation amount detection means. And a rotational speed detection means for detecting the actual rotational speed of the internal combustion engine, and the correction means increases the difference between the target rotational speed and the actual rotational speed as the second acceleration relative to the first acceleration. Set to increase the ratio of acceleration ing.
[0010]
Claim 2 In the invention described in claim 1 In the internal combustion engine speed control apparatus described above, the correction means includes storage means for storing a correction formula for correcting the first acceleration in order to obtain the second acceleration.
[0011]
Claim 3 In the invention described in claim 1, Or Claim 2 In the internal combustion engine rotation speed control device according to claim 1, the acceleration control of the internal combustion engine by the rotation speed control means is performed by first driving means for adjusting a throttle opening according to the first acceleration and the second acceleration, respectively. This is performed by controlling the driving with the driving amount and the second driving amount.
[0012]
Claim 4 In the invention described in claim 1, since the vehicle controls the rotational speed of the internal combustion engine provided to drive and drive, 3 The above described in any one of Internal combustion engine A rotation speed control device is provided.
[0013]
Therefore, according to the first aspect of the invention, the operation amount of the accelerator operation unit is detected by the operation amount detection unit, and the operation speed of the accelerator operation unit is detected by the operation speed detection unit. The internal combustion engine has its rotational speed controlled by the rotational speed control means in accordance with the operation amount of the accelerator operation unit, and if the operation speed detected by the operation speed detection means is less than a predetermined value, it is determined from a predetermined control set in advance. The internal combustion engine is acceleration-controlled with the first acceleration, and if the operation speed detected by the operation speed detection means is equal to or greater than a predetermined value, the internal combustion engine is acceleration-controlled with a second acceleration smaller than the first acceleration. Therefore, when the accelerator operation unit is repeatedly opened and closed in a short time, the operation speed becomes greater than or equal to a predetermined value in most of the operation process, and therefore acceleration control is performed with a second acceleration that is almost smaller than the first acceleration. Become. Therefore, even if the accelerator operation unit is repeatedly opened and closed in a short time, it is difficult for the internal combustion engine to blow up.
[0014]
Also The second acceleration is obtained by correcting the first acceleration by the correcting means. Therefore, it is possible to set the second acceleration to a value corresponding to the first acceleration determined by predetermined control set in advance.
[0015]
Also The second acceleration increases as the difference between the target engine speed calculated according to the operation amount of the accelerator operation unit detected by the operation amount detecting means and the actual engine speed detected by the engine speed detecting means increases. Is obtained by the correction means so that the ratio to the first acceleration is increased. Therefore, excessive suppression of the second acceleration is avoided. Therefore, the phenomenon of blow-up is suppressed without excessive acceleration. For example, even if the accelerator operation unit is operated relatively quickly in a normal acceleration operation, the acceleration of the internal combustion engine is not significantly impaired.
[0016]
Claim 2 According to the invention described in (2), the second acceleration is calculated from the first acceleration by the calculation by the correction means using the correction formula stored in the storage means. Only by changing the correction formula stored in the storage means, the rotation control device can be widely used among different vehicle types. In addition, it is possible to derive the second acceleration from the first acceleration using a map, but changing the correction formula is simpler than preparing a plurality of maps for each vehicle type.
[0017]
Claim 3 According to the invention described in the above, the acceleration control by the rotation speed control means is such that the drive means for adjusting the throttle opening is driven by the first drive amount and the second drive amount corresponding to the first acceleration and the second acceleration, respectively. This is done by being controlled.
[0018]
Claim 4 According to the invention described in (1), the internal combustion engine provided in the vehicle for driving the vehicle is the first aspect. 3 Since the rotational speed is controlled by the rotational speed control means according to any one of claims 1 to 3, 3 The same action as any one of the above can be obtained.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment embodying the present invention will be described with reference to FIGS.
FIG. 3 shows a forklift 1 as a vehicle, which includes a fork 2 for carrying out a cargo handling operation. The forklift 1 has an engine 5 as an internal combustion engine provided in an engine hood 4 on which a seat 3 is placed. The engine 5 is driven by an electronic governor controller 7 (shown in FIG. 2) that constitutes an operation speed detection means and a rotation speed control means at a rotation speed corresponding to an operation amount (stepping angle) of an accelerator pedal 6 as an accelerator operation section. Be controlled.
[0020]
FIG. 2 shows an electronic governor system of the forklift 1. An output shaft 5 a of the engine 5 is connected to the transmission 8, and is operatively connected to the drive wheel 10 from the transmission 8 via the differential 9.
[0021]
The engine 5 is provided with an ignition device 11 as a rotational speed detecting means for outputting an ignition pulse signal IPS corresponding to the engine rotational speed. This ignition pulse signal IPS is input to the electronic governor controller 7, and the electronic governor controller 7 detects (recognizes) the engine speed (actual speed) R from the number of pulses.
[0022]
The depression angle of the accelerator pedal 6 constitutes an operation speed detection means for detecting the amount of rotation, and is recognized by the electronic governor controller 7 based on a detection signal S1 from the potentiometer 12a as the operation amount detection means. . An idle switch 12b that is turned on when the depression angle of the accelerator pedal 6 is released (stepping angle θ = 0 °) is provided, and when the on signal is input, the electronic governor controller 7 sets the engine 5 to the idling speed. To control.
[0023]
The engine 5 is provided with a carburetor 13 for sending fuel to each combustion chamber. The carburetor 13 incorporates a throttle valve 14 that constitutes a rotation speed control means for adjusting the fuel supply amount. The throttle valve 14 constitutes a rotational speed control means mounted on the carburetor 13 and is opened and closed by a step motor 15 as a drive means. The throttle valve 14 is driven by the rotation angle of the drive shaft of the step motor 15. The opening (throttle opening) is adjusted. The step motor 15 is controlled to rotate by a rotation amount corresponding to the step number N of the command value based on the command value (number of drive steps) N output from the engine controller 7.
[0024]
The carburetor 13 is provided with respective switches (not shown) for detecting whether the throttle valve 14 is fully closed or fully opened. The electronic governor controller 7 opens the throttle based on the fully closed signal and the fully opened signal input from each switch. Recognize that the degree is fully closed or fully open. Also, a combination meter 16 is connected to the electronic governor controller 7, and various instruments on the combination meter 16 include a vehicle speed sensor 17 provided in the differential 9, a switch 18 provided in the oil pan 5b, and the like. Various types of detected information (vehicle speed, hydraulic pressure, abnormality information, etc.) are displayed.
[0025]
The electronic governor controller 7 incorporates a microcomputer 19 as correction means and calculation means. The microcomputer 19 includes a memory 20 and registers 21 and 22 as storage means. The memory 20 stores program data of the engine speed control routine shown in the flowchart of FIG. This routine is program data for controlling the number of revolutions of the engine 5 so that the number of revolutions corresponds to the depression angle of the accelerator pedal 6, and the number of drive steps N for controlling the opening degree of the throttle valve 14 is It is calculated in this routine.
[0026]
In this routine, one control is executed every predetermined time interval to (for example, 10 to 50 milliseconds), and the number of drive steps N calculated for each control is output to the step motor 15 as a command value. Thus, the opening degree of the throttle valve 14 is sequentially controlled at every predetermined time interval to.
[0027]
In this routine, only when the accelerator pedal 6 is depressed at an operation speed equal to or higher than a predetermined value (angle / second), a correction process for correcting the number of drive steps N obtained by the calculation of PID control to be small is executed. It has become. The predetermined value serving as a criterion for determining whether or not to execute this correction process is set to a value that can suppress acceleration control when the accelerator pedal 6 is repeatedly opened and closed by this correction process.
[0028]
The register 21 stores a target rotational speed (target value) B obtained from the detection signal S1 from the potentiometer 12a, and the target value B is updated every control. Whether or not the operation speed of the accelerator pedal 6 is equal to or higher than a predetermined value (angle / second) is determined by determining the target rotational speed (target value) B before one control stored in the register 21 and the detection signal from the potentiometer 12a. The difference from the target rotational speed (target value) B according to the current depression angle of the accelerator pedal 6 obtained from S1 (that is, the target rotational speed change amount per control processing time interval to) is equal to or greater than the specified value (rpm). This is done by determining whether or not.
[0029]
Further, the calculation process of PID control is performed as follows. Based on the detection signal S1 input from the potentiometer 12a, a target rotational speed B corresponding to the depression angle of the accelerator pedal 6 is calculated. The target rotational speed B and the actual rotational speed R obtained from the ignition pulse signal IPS from the ignition device 11 are calculated. A throttle opening A that is a control target is calculated by executing a PID control calculation in accordance with the deviation of. In this PID control calculation, as described in the prior art, during acceleration control, the engine speed R2 (for example, 3600 rpm) higher than the actual engine speed R1 (for example, 2400 rpm) when the throttle is fully opened is assumed to be the engine speed when fully opened. The throttle opening A is calculated so as to be accelerated (see FIG. 4).
[0030]
The register 22 stores the throttle opening A calculated for each control, and the throttle opening A is updated for each control. The drive step number N is determined by taking the difference between the throttle opening A1 that is the control target in the current control calculated from the PID control calculation and the throttle opening A2 before one control stored in the register 22. The difference is calculated as a value obtained by replacing the difference with the number of steps. The register 22 is reset based on a fully closed signal input from the carburetor 13 when a starter switch (not shown) is turned on.
[0031]
In the present embodiment, the correction of the driving step number N is performed by the following equation.
N = N · {1− (RI) / (BI)} (1)
Here, N is the number of drive steps, R is the actual rotational speed, B is the target rotational speed, and I is the idle rotational speed. As can be seen from the equation (1), the driving step number N is such that, as the difference between the actual rotational speed R and the target rotational speed B is larger, the subtraction rate due to the correction is smaller (according to this correction formula) However, in comparison when the actual rotational speed R is the same). Thus, the greater the difference between the actual rotational speed R and the target rotational speed B, the smaller the correction subtraction rate, that is, by increasing the ratio of the N value after correction to the N value before correction, the acceleration is excessive. It is trying to prevent being suppressed.
[0032]
Next, an operation of the engine speed control device (electronic governor system) configured as described above will be described.
When the starter switch is turned on, the electronic governor controller 7 calculates the target rotational speed (target value) B corresponding to the depression angle of the accelerator pedal 6 based on the detection signal S1 from the potentiometer 12a, and sets it in the register 21. The register 22 is reset (throttle opening A = 0) based on the fully closed signal input from the carburetor 13. At this time, if an ON signal is input from the idle switch 12 b, the idle speed I is set as the target value B in the register 21.
[0033]
Thereafter, when the engine 5 is driven, the electronic governor controller 7 executes the engine speed control routine of FIG. 1 and sets the throttle opening to a predetermined time interval so that the engine speed is in accordance with the depression angle of the accelerator pedal 6. Sequential control is performed for each to. The electronic governor controller 7 recognizes the actual rotational speed R of the engine 5 from the number of pulses of the ignition pulse signal IPS from the ignition device 11.
[0034]
Hereinafter, the rotational speed control of the engine 5 by the electronic governor controller 7 will be described with reference to the flowchart of FIG.
First, in step 1 (hereinafter, step is referred to as S), it is determined whether or not the target value B before one control has changed by a specified value (for example, 50 rpm) or more. That is, the target rotational speed (target value) B in the current control according to the target rotational speed (target value) B before the control stored in the register 21 and the depression angle of the accelerator pedal 6 obtained from the detection signal S1 from the potentiometer 12a. It is determined whether or not the difference from B is a specified value or more. Thereby, it is determined whether or not the operation speed of the accelerator pedal 6 is a predetermined value (angle / second) or more.
[0035]
For example, if the amount of change is less than a specified value, the process proceeds to S2, and the number of drive steps N by PID control is calculated. In other words, the accelerator opening A1 is calculated by executing arithmetic processing by PID control according to the deviation between the target rotational speed (target value) B and the actual rotational speed R, and the accelerator opening A1 is stored in the register 22. Further, the drive step number N is calculated from the difference from the accelerator opening A2 before one control.
[0036]
Then, the process proceeds to S7, and the step motor 15 is commanded to be driven based on the drive step number N. As a result, the PID control is performed so that the step motor 15 is controlled to rotate by a rotation amount corresponding to the drive step number N based on the command value, and the throttle valve 14 matches the actual rotation speed R with the target rotation speed (target value) B. The opening is adjusted by. In this PID control calculation, during acceleration control, the throttle opening A is calculated such that the acceleration is controlled assuming that the engine speed when the throttle is fully opened is the engine speed R2 larger than the actual engine speed R1. When the accelerator pedal 6 is depressed at a normal operation speed less than a specified value, acceleration with a good feeling can be obtained.
[0037]
Next, a case where the accelerator pedal 6 is repeatedly opened and closed will be described. Since the accelerator pedal 6 has been repeatedly opened and closed, the target rotational speed (target value) B obtained from the depression angle of the accelerator pedal 6 is defined with respect to the target value B before one control stored in the register 21 in S1. If it is determined that the value has changed more than the value, the process proceeds from S1 to S3.
[0038]
In S3, a throttle opening A1 that is a control target corresponding to the depression angle of the accelerator pedal 6 is calculated. That is, the accelerator opening A1 for performing PID control according to the deviation between the target rotational speed (target value) B corresponding to the current depression angle of the accelerator pedal 6 and the actual rotational speed R is calculated.
[0039]
In S4, the difference between the current throttle opening A2 (that is, one control before) in the register 22 and the throttle opening A1 that is the control target is calculated, and the drive step number N is calculated from the difference (A1-A2). At the same time, the driving direction is obtained by determining the positive or negative of the difference (A1-A2). The calculation process in S3 and S4 is basically the same as the PID control process in S2. The number of driving steps N obtained here is the acceleration when the engine speed when the throttle is fully opened is the actual engine. It is a value that can be accelerated and controlled as if the engine speed R2 is higher than the speed R1.
[0040]
In next S5, it is determined whether or not the driving direction is positive. When the driving direction is not positive, that is, when the depression of the accelerator pedal 6 is weakened, the process proceeds to S7, and the step motor 15 is commanded to be driven based on the driving step number N calculated in S4. Therefore, when the depression of the accelerator pedal 6 is weakened, the acceleration control of the engine speed is performed by the PID control regardless of the operation speed of the accelerator pedal 6.
[0041]
On the other hand, when the driving direction is positive in S5, that is, when the accelerator pedal 6 is depressed, the process proceeds to S6. In S6, a correction calculation process is executed to correct the driving step number N calculated in S4 to a smaller value using the correction formula N = N · {1- (RI) / (BI)}. . Here, this correction formula is for subtracting the value N · (R−I) / (B−I) from the number of driving steps N, and the subtraction rate {(R−I) / (B−I)} × 100. (%) Decreases as the difference between the actual rotational speed R and the target rotational speed B increases. Therefore, the drive step number N is not corrected to a value that is too small to suppress acceleration excessively.
[0042]
In step S7, the stepping motor 15 is commanded to be driven based on the number of driving steps N calculated in step S6. As a result, the opening degree of the throttle valve 14 is suppressed to be smaller than the throttle opening degree A1 calculated by the PID control calculation according to the deviation between the target rotational speed B and the actual rotational speed R. In this way, the engine 5 is controlled to be accelerated with an acceleration smaller than the acceleration by the PID control. Therefore, even if the accelerator pedal 6 is repeatedly opened and closed, the engine 5 does not blow up.
[0043]
Note that even if the operation speed of the accelerator pedal 6 exceeds the specified value in the normal acceleration operation, the acceleration control is performed at a substantially higher acceleration by the PID control only by suppressing the instantaneous acceleration exceeding the specified value. Moreover, since the amount of subtraction by the correction of the driving step number N is a value that does not suppress acceleration too much, a good acceleration of feeling can be obtained. On the other hand, when the accelerator pedal 6 is repeatedly opened and closed, since the time ratio at which the operation speed of the accelerator pedal 6 is equal to or higher than the specified value is high, acceleration is suppressed and the engine 5 is not blown up.
[0044]
As described above in detail, according to the present embodiment, the following effects are obtained.
(A) When the operation speed of the accelerator pedal 6 is detected and the accelerator pedal 6 is depressed at an operation speed equal to or higher than a predetermined value, the driving step number N is corrected to be small, and the acceleration for increasing the engine speed to the target speed is obtained. The determined throttle opening is set smaller than the normal throttle opening calculated by PID control. Therefore, even if the accelerator pedal 6 is repeatedly opened and closed, the phenomenon of the engine 5 blowing up can be suppressed to a small level.
[0045]
(B) The correction formula N = N · {1− (R−1) / (B−1)} was adopted, and the difference between the actual rotational speed R and the target rotational speed B was increased and the subtraction ratio was decreased. . As a result, even if the accelerator pedal 6 is depressed relatively quickly so that the difference between the actual rotational speed R and the target rotational speed B becomes relatively large, it is possible to avoid excessively suppressing the acceleration. Therefore, acceleration when the accelerator pedal 6 is repeatedly opened and closed can be moderately suppressed to prevent the engine 5 from being blown up, and even when the operation speed of the accelerator pedal 6 is depressed more than a specified value, Acceleration is not significantly impaired, and a good acceleration feeling can be obtained.
[0046]
(C) From (b) above, since the feeling of good acceleration is not impaired, it is particularly effective for an industrial vehicle such as a forklift 1 in which acceleration is likely to slow down when a load is loaded and the vehicle volume becomes heavy. .
[0047]
(D) A correction formula for correcting the drive step number N is adopted, and the drive step number N is corrected by calculation using the correction formula. Therefore, the electronic governor controller 7 can be used widely only by changing the correction formula between different vehicle types. In addition, there is a method of performing correction using a map. However, it is easier to change the setting for each vehicle type if the correction formula is used as much as it is not necessary to prepare a map for each vehicle type.
[0048]
In addition, this invention is not limited to the said Example, For example, it can change as follows in the range which does not deviate from the meaning of invention.
(1) The correction formula for correcting the command value N to be small is not limited to the formula (1) in the above embodiment. For example, a configuration may be adopted in which the value is corrected to a constant value (N = k · N; where 0 <k <1) of the driving step number N before correction. Also with this configuration, it is possible to suppress the engine 5 from being blown up by repeated opening and closing operations of the accelerator pedal 6. In addition, other calculation formulas can be employed in which the difference between the actual rotational speed R and the target rotational speed B is larger, so that the subtraction rate by correction is reduced. For example, N = N · {1−k (R / B)} (where k is a correction coefficient) may be employed. Further, the drive step number N before correction may be corrected to a constant value Nc (where Nc is a value in which N> Nc is always established in a range where the depressing operation speed of the accelerator pedal 6 is equal to or higher than a specified value). When the first acceleration is set to a relatively large value, the first acceleration increases as the difference between the actual rotational speed R and the target rotational speed B increases as necessary to suppress the blow-up of the internal combustion engine. You may set so that the ratio of the 2nd acceleration with respect to may be made small.
[0049]
(2) In the above embodiment, the corrected command value is obtained by calculation using the correction formula. However, the command value may be corrected using a map. Even if the command value is corrected using the map, it is possible to suppress the engine 5 from being blown up by repeated opening and closing operations of the accelerator pedal 6 without impairing the acceleration feeling.
[0050]
(3) The rotation speed control device to which the present invention is applied is not limited to the one set so as to perform acceleration control assuming that the engine rotation speed when the accelerator opening is fully opened is higher than that.
[0051]
(4) The control before correction performed by the rotation speed control means is not limited to PID control. For example, other control methods such as P control, PI control, and PD control may be employed. Even when other control methods are employed, the same effects as those of the above embodiment can be obtained.
[0052]
(5) The controlled object to which the present invention is applied is not limited to the actuator that drives the throttle valve. The present invention may be applied to drive control of an actuator or the like that controls factors other than the throttle opening that affect the acceleration of the engine speed.
[0053]
(6) The present invention is not limited to industrial vehicles such as forklifts, but can be widely applied to vehicles such as automobiles and buses whose engine speed is controlled based on an accelerator operation. If it is an engine-driven vehicle, the same effect as the above-mentioned embodiment can be obtained.
[0054]
From the above example Ru The invention is described below together with its effects.
(I )in front The vehicle is an industrial vehicle. Industrial vehicles have a relatively heavy vehicle body. In particular, when a load such as a load is loaded, the vehicle weight becomes heavier and the acceleration tends to be slow. Even if control is performed to slow down acceleration when the operation speed of the accelerator operation unit is fast, the acceleration is not so slow in normal acceleration operation of the accelerator operation unit, so it is particularly effective in vehicles with relatively heavy weight such as industrial vehicles. It is.
[0055]
【The invention's effect】
As detailed above each Claim In terms According to the described invention, if the operation speed when the accelerator operation unit is accelerated is less than a predetermined value, the internal combustion engine is accelerated by the first acceleration. If the operation speed is equal to or higher than the predetermined value, the first acceleration is performed. Since the acceleration control of the internal combustion engine is performed with a smaller second acceleration, even if the accelerator operation unit is repeatedly opened and closed, it is possible to prevent the internal combustion engine from being blown up.
[0056]
Also Since the second acceleration is obtained by correcting the first acceleration by the correcting means, an appropriate value corresponding to the first acceleration is selected so as not to cause the phenomenon of the internal combustion engine being blown up even if the accelerator operation unit is repeatedly opened and closed. This value can be set as the second acceleration, and the phenomenon of the internal combustion engine being blown up can be more reliably suppressed.
[0057]
Also Since the ratio of the second acceleration to the first acceleration is set to be larger as the difference between the target rotation speed and the actual rotation speed is larger, it is possible to suppress the blowing phenomenon without excessively slowing down the acceleration.
[0058]
Claim 2 According to the invention described in the above, since the correction means calculates the second acceleration from the first acceleration by calculation using the correction formula stored in the storage means, the rotation can be performed by simply changing the correction formula. The control device can be used widely between different vehicle types. In addition, the correction formula can be easily changed compared to the map.
[0059]
Claim 4 According to the invention described in claim 1, in order to control the rotational speed of the internal combustion engine for running and driving, claims 1 to 3 As described in any one of Internal combustion engine Since the rotation speed control device is provided in the vehicle, the vehicle is claimed in claims 1 to 1. 3 The same effect as any one of the above can be obtained.
[Brief description of the drawings]
FIG. 1 is a flowchart of an engine speed control routine.
FIG. 2 is a configuration block diagram of an electronic governor system.
FIG. 3 is a side view of a forklift.
FIG. 4 is a graph showing acceleration in conventional engine speed control.
FIG. 5 is a side view showing an operation example of an accelerator pedal.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Forklift as a vehicle, 5 ... Engine as an internal combustion engine, 6 ... Accelerator pedal as an accelerator operation part, 7 ... Electronic governor controller which comprises an operation speed detection means and a rotation speed control means, 11 ... As a rotation speed detection means , 12a: potentiometer as operation speed detection means and operation amount detection means, 14: throttle valve as rotation speed control means, 15: step motor as rotation speed control means and drive means , 19... Microcomputer as correction means and calculation means, 20... Memory as storage means.

Claims (4)

An operation amount detecting means for detecting an operation amount of the accelerator operation section;
An operation speed detecting means for detecting an operation speed of the accelerator operation section;
If the operation speed detected by the operation speed detection means when the accelerator operation unit is accelerated is less than a predetermined value, the rotation speed of the internal combustion engine is determined by a first acceleration determined from a predetermined control set in advance. If the operation speed is equal to or higher than a predetermined value, the rotation speed of the internal combustion engine becomes a rotation speed corresponding to the operation amount with a second acceleration smaller than the first acceleration. A rotation speed control means for controlling the acceleration as
The rotation speed control means includes a correction means for obtaining the second acceleration by correcting the first acceleration, and a calculation means for calculating a target rotation speed corresponding to the operation amount detected by the operation amount detection means. And an engine speed detecting means for detecting the actual engine speed of the internal combustion engine,
The correction means is an internal combustion engine speed control device configured to increase the ratio of the second acceleration to the first acceleration as the difference between the target speed and the actual speed increases . The rotational speed control device for an internal combustion engine according to claim 1 , wherein the correction means includes a storage means for storing a correction formula for correcting the first acceleration in order to obtain the second acceleration . In the acceleration control of the internal combustion engine by the rotation speed control means, the drive means for adjusting the throttle opening is driven and controlled by the first drive amount and the second drive amount corresponding to the first acceleration and the second acceleration, respectively. The engine speed control device for an internal combustion engine according to claim 1 or 2, wherein A vehicle comprising the internal combustion engine rotational speed control device according to any one of claims 1 to 3 for controlling the rotational speed of the internal combustion engine provided for driving .

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