JP4633085B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device including an engine speed control means using a throttle valve (also referred to as a bypass air valve) that adjusts an intake air flow rate in a bypass passage by a step motor.

  In the device that controls the rotational speed of the engine by the step motor, the engine start is performed so that the intake air flow rate (also referred to as the bypass air amount) in the bypass passage at the start and after the start can be appropriately controlled and the engine can be started smoothly. It is necessary to recognize the bypass air valve opening at the time. In general, the device for controlling the rotational speed does not include a sensor for measuring the bypass air valve opening for cost reduction, and waits for the bypass air valve opening that can supply a sufficient amount of air for the next start when the engine is stopped. Therefore, a method of recognizing the bypass air valve opening at the time of engine start is often used.

  As a method for recognizing the opening degree of the bypass air valve when starting the engine, for example, there is one disclosed in Japanese Patent Laid-Open No. 6-307267 (hereinafter referred to as Patent Document 1). In the control device described in Patent Document 1, even when a deviation occurs between the bypass air valve opening recognized by the control device during driving of the step motor and the actual bypass air valve opening, initialization (to be referred to as initialization) is performed. A mechanism for performing a process is provided, and an initialization process is performed when the engine is stopped without affecting the running of the vehicle, thereby waiting for the bypass air valve opening at an appropriate position at the next engine start.

JP-A-6-307267

However, for example, when the engine is started when the battery is discharged by a kick starter of a motorcycle, or when the control unit is reset to a low voltage by the starter current, the valve opening is not in the proper position for starting, and the current valve opening is not performed. In order to control the amount of bypass air after start-up, it is necessary to perform initialization processing even during start-up. The initialization process of the step motor is performed by an abutting process to a stopper provided on the fully closed side or the fully opened side.
If the initialization of the step motor is performed because the bypass air valve opening at the start is indefinite, if the initialization process is performed on the fully open side, the engine speed may increase rapidly and runaway may occur. When it did, there existed a subject that there was a possibility that it could not start because there was insufficient intake air quantity.

  The present invention has been made to solve the above-described problems in the prior art, and the battery voltage drops when the engine starts when there is no battery, when the battery is discharged, or when a battery with insufficient charge is connected. Therefore, even if the bypass air valve opening is not accurately recognized at the start, the engine can be started without causing an increase or decrease in engine rotation, and an unstable air amount during idling can be prevented. An object of the present invention is to provide an engine control device provided with speed control means.

An engine control apparatus according to the present invention includes a bypass air passage provided to bypass a throttle valve in an intake passage of an engine, a throttle valve that is disposed in the bypass air passage and adjusts an intake air amount of the bypass air passage, A step motor for opening / closing the throttle valve, a drive signal is given to the step motor, and the opening / closing control of the throttle valve and the fully closed or fully opened position of the step motor at the time of engine stop, engine brake or high load. An engine control device comprising a control unit for performing an initialization operation to be detected, wherein the control unit includes a sensor means for detecting an operating state including an actual rotation speed of the engine, and an engine detected by the sensor means. Comprising a mode determination means for determining a first predetermined mode based on the operating state, Over de determination means at the engine start was if the battery is not connected with the kick starter equipment or, in the case where the control unit by the starter current is low voltage reset, after the operating voltage is supplied to the control unit When the actual rotational speed of the engine becomes equal to or higher than a predetermined value within the predetermined time, the first predetermined mode is determined, and the control unit determines that the mode determination means is the first predetermined mode. In such a case, the initialization operation of the throttle valve is not performed, and the required bypass air amount data with respect to the engine temperature obtained in advance is converted into the basic number of steps, and the idle up amount immediately after starting is corrected. Number of correction steps immediately after startup, number of atmospheric pressure correction steps, deviation between actual engine speed and target speed Without al computed the rotational speed FB (feedback) correction step correcting the number of checks a deviation between the actual engine rotational speed and the target rotational speed, when larger than the actual engine rotational speed is the target rotational speed, the bypass air valve When the actual engine speed is lower than the target speed , the intake air amount is controlled only by controlling the number of steps of the bypass air valve to the open side. is there.

  According to the engine control device of the present invention, even when the control unit is reset due to the battery voltage drop at the time of starting and the opening degree of the bypass air valve cannot be accurately recognized at the time of starting the engine, the battery at the time of starting the engine is detected by the mode determining means. The first predetermined mode state such as recovery from a power supply interruption due to a voltage drop is determined, and the step motor initialization processing is not performed during start-up and idling so that the actual engine rotation speed becomes the target rotation speed. By controlling the amount of intake air, it is possible to start without causing a sudden rise or fall of the engine.

  In addition, it is determined that the second predetermined state during engine braking or high load when the change in the bypass air amount has little effect on the driving state, and the initialization process is performed without impairing drivability during driving. Then, it becomes possible to accurately control the subsequent bypass air amount.

  The above-described and other objects, features, and effects of the present invention will become more apparent from the detailed description and the drawings in the following embodiments.

Embodiment 1 FIG.
Hereinafter, an engine control apparatus according to Embodiment 1 of the present invention will be described with reference to FIGS.
1 is an overall configuration diagram showing a state in which an engine control apparatus according to Embodiment 1 of the present invention is attached to an engine.
In FIG. 1, a control unit 1 includes an intake air temperature sensor 2 that measures the temperature of intake air of the engine, a throttle position sensor 4 that measures the opening of the throttle valve 3, and an intake air pressure that measures the intake air pressure downstream of the throttle valve 3. Sensor means for detecting the operating state of the engine, such as an atmospheric pressure sensor 5, an engine temperature sensor 6 for measuring the wall temperature of the engine, a crank angle sensor 7 for measuring the crank position, and the like, and appropriate fuel injection timing and fuel injection amount are determined. Calculate and output a drive signal to the fuel injection module 8. Similarly, an appropriate ignition signal is output to the ignition coil 9 from information from various sensors. Furthermore, a step motor type bypass air valve 10 that adjusts the amount of bypass air is attached to the bypass air passage that bypasses the throttle valve 3, and the control unit 1 determines the appropriate timing based on information from various sensors in the same manner as described above. A drive signal is output to a step motor that controls the bypass air valve 10. Reference numeral 11 denotes a fuel tank.

FIG. 2 is a time chart when the battery is not connected and the engine is started by kicking.
FIG. 3 shows a time chart when the power supply voltage has once dropped (instantaneous interruption) when an insufficiently charged battery is connected and started by the starter motor.

When the battery of FIG. 2 is not connected, even if the driver turns on the key switch SW, the power supply voltage is not supplied to the control unit, so the control unit does not start any operation. Also, the power supply voltage is not supplied to the starter motor, so it does not operate.
When the driver starts kicking with the kick lever, the engine starts rotating and immediately reaches a high speed. Then, the generator starts power generation and supplies the power supply voltage Vc to the control unit. When the power supply voltage Vc exceeds the controller operating voltage Vs, the control unit starts to operate, and within a predetermined period (power instantaneous interruption mode determination period) for determining whether or not it is the first predetermined mode, the engine speed Ne. Is greater than or equal to a predetermined value (power interruption mode determination speed) Ns. Therefore, if the engine rotational speed Ne has already become equal to or higher than the predetermined rotational speed Ns, the control unit determines that the mode is the first predetermined mode.

When a battery with insufficient charge shown in FIG. 3 is connected, when the driver turns on the key switch SW, the power supply voltage Vc is supplied to the control unit, and the control unit once starts to operate. However, if the driver then tries to rotate the starter motor, a large current flows to the starter motor, the operable power supply voltage Vs is interrupted for a moment, and the control unit increases the engine speed and the generator Until it starts generating electricity. When the rotation speed increases and the power supply voltage Vc equal to or higher than the operating voltage Vs is supplied to the control unit again, the control unit starts to operate and within a predetermined period for determining whether or not the first predetermined mode is present. It is checked whether the engine speed Ne is equal to or higher than a predetermined value Ns.
Therefore, if the engine rotational speed Ne has already become equal to or higher than the predetermined rotational speed Ns, the control unit determines that the mode is the first predetermined mode.

Next, the operation of the engine control apparatus according to the first embodiment will be described with reference to the flowchart showing the operation of the bypass air valve control in FIG.
The flowchart of FIG. 4 is a bypass air valve control routine that is always called at regular intervals as long as power is supplied to the control unit.
In FIG. 4, it is determined in step 101 whether or not the current engine state is an engine stall.
If it is determined that the engine is stalled, the process proceeds to step 102 to perform a bypass air valve initialization process. If it is determined in step 101 that the engine is not an engine stall, the process proceeds to step 103, where the bypass air valve initialization is not performed (that is, the first predetermined mode that has not been engine stalled once after the start of the control unit operation is continued). Is in a state of being).
The determination in step 103 is determined by the processing of the contents described with reference to FIGS.

  If it is determined in step 103 that the bypass air valve initialization process has already been performed, the routine proceeds to step 109 and normal bypass air valve control is performed. The normal bypass air valve control is not described in detail here, but it uses the required bypass air amount data for the engine temperature obtained in advance by experiments, etc. in the form of the basic number of steps. The number of correction steps immediately after starting to correct the up amount, the number of atmospheric pressure correction steps, the number of rotation speed FB (feedback) correction steps calculated from the deviation between the actual engine speed and the target engine speed, etc. are corrected. Controlling the bypass air valve.

If it is determined in step 103 that the bypass air valve initialization process has not yet been performed (that is, the engine has not been stalled once after the start of the control unit operation, and the first predetermined mode has been continued) Proceeding to step 104, the deviation between the actual engine speed and the target engine speed is checked. If the actual engine speed is greater than the target engine speed, the process proceeds to step 105, and the number of steps of the bypass air valve is controlled to the predetermined value closing side. The amount of bypass air is reduced to reduce the actual engine speed.
If the actual rotational speed is smaller than the target rotational speed in step 104, the process proceeds to step 106, the number of steps of the bypass air valve is controlled to the predetermined value opening side, the amount of bypass air is increased, and the actual engine rotational speed is increased. Try to raise.
Further, in normal bypass air valve control, the increase correction immediately after the start for correcting the idle up amount immediately after the start is not performed.

Next, in step 107, the operating state of the engine is checked by various sensor means,
It is determined whether or not the engine operating state is a second predetermined state, for example, an engine brake state such as a deceleration fuel cut or an ignition cut. Process.

  After executing the series of processes as described above, the routine exits (returns), and the routine process is performed again after a predetermined time.

  In the first embodiment described above, the step movement number of the bypass air valve in step 105 and step 106 is simply set to a predetermined value. However, the engine state, for example, the engine temperature, the throttle valve opening, the actual engine speed, and the target The predetermined value may be changed in accordance with the deviation amount from the rotation speed.

  In the first embodiment, the bypass air valve is initialized when it is determined in step 107 that the engine brake state is the second predetermined state. For example, the throttle opening is a predetermined value. When the intake air amount from the throttle valve increases and the change in the intake air amount from the bypass air passage does not affect the engine behavior, the bypass air valve is initialized. You may comprise so that it may perform.

  As described above, according to the engine control apparatus of the first embodiment of the present invention, even when the control unit is reset due to the battery voltage drop at the time of starting and the opening degree of the bypass air valve cannot be accurately recognized at the time of starting the engine. The mode determining means determines the first predetermined mode, and controls the intake air amount so that the actual engine rotational speed becomes the target rotational speed without performing the step motor initialization process during starting and idling. Thus, the engine can be started without causing a sudden rise or fall of the engine.

  In addition, when the first predetermined mode is determined when the control unit is reset due to the battery voltage drop at the start and the opening degree of the bypass air valve cannot be accurately recognized at the start of the engine, the post-startup idle speed increase correction is performed immediately after the start. Since the engine is not used, the rapid increase of the engine can be suppressed.

  Further, when the first predetermined mode is determined when the opening of the bypass air valve cannot be accurately recognized at the time of starting the engine when the control unit is reset due to the battery voltage drop at the time of starting, the engine operating state is set to the second predetermined state. In other words, the initialization process must be performed until the engine brakes, such as fuel cut or ignition cut, where the change in the bypass air amount has little effect on the operating state, or until the throttle valve is in a high load state such as a predetermined value or more. First, by performing the initialization process after reaching the second predetermined state, it is possible to accurately control the subsequent bypass air amount without impairing drivability during operation.

1 is an overall configuration diagram of an engine control device according to Embodiment 1 of the present invention. 3 is a timing chart showing the behavior of each part at the time of engine start when the battery is not connected in the first embodiment. 4 is a timing chart showing the behavior of each part when a battery with insufficient charge according to the first embodiment is connected and the engine is momentarily interrupted. It is a flowchart showing the operation | movement of the bypass air valve control in Embodiment 1 of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Control unit 2 Intake temperature sensor 3 Throttle valve 4 Throttle position sensor 5 Intake pressure sensor 6 Engine temperature sensor 7 Crank angle sensor 8 Fuel injection module 9 Ignition coil 10 Step motor type bypass air valve 11 Fuel tank

Claims (5)

A bypass air passage provided in the intake passage of the engine so as to bypass the throttle valve, a throttle valve arranged in the bypass air passage for adjusting the amount of intake air in the bypass air passage, and opening / closing the throttle valve A control unit for performing an initialization operation for supplying a drive signal to the step motor, for controlling the opening / closing of the throttle valve, and for detecting the fully closed or fully opened position of the step motor when the engine is stopped, the engine is braked, or the load is high The control unit includes a sensor unit that detects an operating state including an actual rotational speed of the engine, and a first predetermined value based on the operating state of the engine detected by the sensor unit. comprises determining the mode judgment means the mode of the mode decision unit is a kick starting equipment If the at engine start Tteri is not connected, or, in the case where the control unit has a low voltage reset by the starter current, within a predetermined time after the operating voltage is supplied to the control unit, the actual rotational speed of the engine Is determined to be the first predetermined mode, and the control unit performs the initialization operation of the throttle valve when the mode determination means determines the first predetermined mode. The required bypass air volume data for the engine temperature obtained in advance is converted into the basic number of steps, and the number of correction steps immediately after start and the number of atmospheric pressure correction steps to correct the idle up amount immediately after start. , A rotational speed FB (Feed Back) without number of steps of correction of the correction, to check the deviation of the actual engine rotational speed and the target rotational speed, when the actual engine rotational speed is larger than the target rotational speed, controls the side close to the number of steps of the bypass air valve When the engine actual rotational speed is lower than the target rotational speed, the engine control apparatus controls the intake air amount only by controlling the number of steps of the bypass air valve to the open side. 2. The engine control device according to claim 1, wherein the control unit does not perform an increase correction of an idle rotation speed after starting when the mode determination unit determines that the first predetermined mode is set . When the mode determining means determines that the mode is the first predetermined mode, the control unit is configured such that the engine operating state is either an engine brake state or an engine high load state. The initializing operation of the throttle valve is not performed until a predetermined mode is reached, and the initializing operation of the throttle valve is performed after the operating state of the engine becomes the second predetermined mode. The engine control device according to claim 1 or 2. The engine control device according to claim 3 , wherein the engine brake state is a state in which at least one of fuel cut and ignition cut is established . The engine control apparatus according to claim 3 , wherein the engine high load state is a state in which a throttle valve opening is higher than a predetermined value .

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