JPH01125544A - Controller for internal combustion engine - Google Patents

Abstract

PURPOSE:To provide simple constitution by selectively controllably driving an intake air amount adjusting means and exhaust recirculation amount adjusting means according to the result of judging a predetermined running condition and supplying current to the selected adjusting means through a single drive section. CONSTITUTION:A controller for an internal combustion engine M1 determines a condition of current supply to an intake air amount adjusting means M3 and exhaust recirculation amount adjusting means M4 by a controlling means M5 according to the running condition of internal combustion engine M1 detected by a running condition detecting means M2. Then, a judging means M6 is provided for judging at least an idling condition and according to the result of judgement when the idling condition is judged by a change-over means M7 a command is generated to operate said means M3 and when non-idling condition is judged said means M4 is commanded to operate. Also, said means M5 is provided with a drive unit M8 for making only current supply effective to the adjusting means corresponding to the command generated by the change- over means M7.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention provides a method for controlling the amount of intake air and controlling the amount of exhaust gas recirculation, by controlling a plurality of flow rate adjusting means necessary for both controls, for example, The present invention relates to a control device for an internal combustion engine that is effective in reducing the number of drive units that drive flow rate control valves using a stepping motor, DC motor, or the like as a drive source.

[Prior Art] Conventionally, when an internal combustion engine is in an idling state,
Idle rotation speed control that maintains the idle rotation speed at a desired idle rotation speed by adjusting the flow rate of a passage that bypasses the throttle valve, control that increases the idle speed in conjunction with the operation of an automotive air conditioner, and rapid opening and closing of the throttle valve. In other words, intake air amount control for the purpose of controlling the dashpot function during transient operating conditions, and exhaust that suppresses the generation of NOx by mixing exhaust into the air-fuel mixture when the internal combustion engine is not idling. The amount of recirculation is controlled. These controls include, for example, the opening of an idle speed control valve installed in a bypass passage attached to the intake pipe, or the exhaust recirculation valve installed in a recirculation pipe connecting the exhaust system and intake system. This is achieved by changing the opening degree to the target opening degree by operating an actuator driven by electricity from a control circuit. Here, as the actuator, for example, a stepping motor, a DC motor, etc. are used, and a control circuit using these actuators includes a number of current switching elements corresponding to the number of phases of each motor, such as a transistor, A drive circuit consisting of field effect transistors and other peripheral circuit elements is provided, and the motor is driven by electricity supplied from the drive circuit. Such technology is described in, for example, "Electronically Controlled Gasoline Injection" by Hideya Fujisawa et al. (1986, Sankai-shi).

[Problems to be Solved by the Invention] However, in the above-mentioned prior art, the number of drive circuits disposed inside the control circuit corresponds to the number of actuators realizing each control. In this state, the actuator that controls the amount of intake air
On the other hand, when the engine is not idling, each actuator that controls the amount of exhaust gas recirculation is energized. Therefore, in order to control the amount of intake air and the amount of exhaust gas recirculated in response to various operating conditions, a drive circuit is required to have as many current switching elements and peripheral circuit elements as necessary to drive each actuator. A control circuit is required, and the reliability of the device is lowered due to the complexity of the control circuit configuration and the increase in the number of parts. For example, if a four-phase stepping motor is used as an actuator, a minimum of four transistors and other peripheral circuit elements are required to sequentially switch the drive current to each of the first to fourth phase coils. become.

Therefore, for example, when two stepping motors are used as actuators for controlling the amount of intake air and controlling the amount of exhaust gas recirculation, a minimum of eight transistors and other peripheral circuit elements must be provided.

Further, as the number of parts increases, the number of wiring and the like also increases, resulting in an increase in the number of man-hours required to assemble the control circuit of the device in the morning, as well as a problem in that the workability of the assembly work decreases.

Furthermore, the mounting area of the control circuit that executes intake air volume control and exhaust gas recirculation volume control increases, or the degree of integration decreases, leading to an increase in the size of the device and, for example, making it difficult to mount it on a vehicle. There was also the problem of doing so.

Furthermore, if either the intake air amount control or the exhaust gas recirculation amount control of the internal combustion engine is being executed, the drive circuit that drives the actuator that is not being executed is not operating at all, so the drive circuit is not operating at all. There was also a problem that the operating rate of the entire circuit was low and the drive circuit was not effectively utilized.

The present invention reduces to a minimum the number of current switching elements and peripheral circuit elements that constitute a drive circuit arranged in a control circuit to execute intake air amount control and exhaust gas recirculation amount control of an internal combustion engine. An object of the present invention is to provide a control device for an internal combustion engine that suitably executes intake air amount control and exhaust gas recirculation amount control of the internal combustion engine with a simplified device configuration.

1 plate of Kodandan [Means for solving the problem] The present invention, which has been made to solve the above problem, as illustrated in FIG. M
2, an intake air amount adjusting means M3 for adjusting the intake air amount of the internal combustion engine M1 according to the state of energization from the outside; and an intake air amount adjusting means M3 for adjusting the amount of intake air of the internal combustion engine M1 according to the state of energization from the outside; The exhaust gas recirculation amount adjustment means M4 adjusts the amount of exhaust gas recirculation, and the intake air amount adjustment means M3 and the exhaust gas recirculation amount adjustment are performed in an energized state determined according to the operating state detected by the operating state detection means M2. control means M for energizing means M4;
5, and a determining means M6 for determining at least an idle operating state among the operating states detected by the operating state detecting means M2; and an operating state determined by the determining means M6. In this case, on the other hand, a command is issued to energize only the intake air amount adjusting means M3.
and switching means M7 for outputting a command for energizing only the exhaust gas recirculation amount adjusting means M4 to the respective control means M5 during a predetermined operating state other than that determined by the determining means; The control means M5 is the same drive section M8 that enables only the energization of the means corresponding to the command output from the switching means M7 among the intake air amount adjusting means M3 and the exhaust gas recirculation amount adjusting means M4. The gist of the present invention is a control device for an internal combustion engine characterized by having the following features.

The operating state detection means M2 detects the operating state of the internal combustion engine M1. For example, this can be achieved using an idle switch that detects the idle operating state, a throttle position sensor that detects the transient operating state, a water temperature sensor that detects the warm-up state, a crank angle sensor that detects the rotation speed, an air conditioner switch that detects the external load, etc. .

The intake air amount adjusting means M3 is for adjusting the amount of intake air that bypasses the throttle valve of the internal combustion engine M1, depending on, for example, the state of energization from the outside. Here, the energization state refers to a change in the switching order and current value of the energized current, or a change in the applied voltage. For example, a bypass air-type idle speed control valve, which is installed in a bypass passage that bypasses a throttle valve, and whose opening can be changed by controlling the power supply to a stepping motor or DC motor, etc., which is the driving source, or an intake pipe. A stepping motor installed in the intake pipe and operated by energization control, a direct-acting intake air amount adjustment device that can adjust the fully open position using a DC motor, etc., a stepping motor installed in the intake pipe and operated by energization control, or , a DC motor or the like as a driving source, and can be realized by a second throttle valve or the like that is not mechanically connected to the accelerator pedal.

The exhaust gas recirculation amount adjusting means M4 is for adjusting the amount of exhaust gas recirculated to be circulated to the intake air of the internal combustion engine M1, depending on the state of energization from the outside. Here, the energization state refers to a change in the switching order and current value of the energized current, or a change in the applied voltage. For example, it is installed in a recirculation pipe that recirculates exhaust gas from the exhaust system of the internal combustion engine M1 to the downstream side of the throttle valve in the intake system, and the opening degree is controlled by controlling the energization of the driving source, such as a stepping motor or a DC motor. This is achieved through a changeable electronically controlled exhaust recirculation valve.

The control means M5 is the energization state determined according to the operating state detected by the operating state detecting means M2, and the switching means M7 of the intake air amount adjusting means M3 and the exhaust gas recirculation amount adjusting means M4.
Electricity is supplied from the same driving giPJM 8 that enables only the energization to the means corresponding to the command output by the giPJM8. For example, an intake air amount adjusting means M3 using a stepping motor, a DC motor, etc. as a driving source, an exhaust gas recirculation amount adjusting means M4
It has a common drive circuit that energizes only one of the drive sources according to the switching of the current switching element, and for example, when the internal combustion engine M1 is in an idle operating state or a transient operating state, the intake air amount is adjusted. A current is applied to a stepping motor, a DC motor, etc. that operates the means M3 according to the operating state, and on the other hand, for example, if the internal combustion engine M1 has a change in its throttle valve opening per hour within a predetermined range. When in such a steady operating state, the stepping motor, DC motor, etc. that operates the exhaust gas recirculation amount adjusting means M4 may be configured to be energized with a current according to the operating state.

The determining means M6 determines when the driving state detected by the driving state detecting means M2 is at least the idle driving state. For example, it can be configured such that when the throttle valve is fully open, it is determined that the engine is in an idling operating state, and when the throttle valve opening degree changes over time, it is determined that the engine is in a transient operating state.

The switching means M7 refers to the intake air amount adjusting means M when in an operating state such as an idling operating state determined by the determining means M6.
On the other hand, for example, when it is determined that the operating state corresponds to a steady operating state or it is determined that the operating state is simply non-idling, a command that energizes only the exhaust gas recirculation amount adjusting means M4 is controlled. It is output to means M5. For example, when it is determined that the operating state corresponds to the idle operating state or the transient operating state, the intake air amount adjusting means M3 of the current switching element forming the drive section M8 of the control means M5
At the same time, the current switching element energized to the exhaust gas recirculation amount adjusting means M4 is turned on, and the current switching element energized to the exhaust gas recirculation amount adjusting means M4 is cut off. When it is determined that the above applies, a control signal is output that turns on the current switching element that conducts electricity to the exhaust gas recirculation amount adjustment means M4, and cuts off the current switching element that conducts electricity to the intake air amount adjustment means M3. can be configured to do so.

The control means M5, the determination means M6, and the switching means M7 can be realized, for example, by independent discrete logic circuits. Further, for example, it may be configured as a logic operation circuit together with a well-known CPU, ROM, RAM, and other peripheral circuit elements, and may realize each of the above means according to a predetermined processing procedure. As illustrated in FIG. 1, the control device for an internal combustion engine of the present invention is configured to operate the intake air amount adjusting means M3 and the exhaust gas recirculation amount adjusting device in an energized state determined according to the operating state detected by the operating state detecting means M2. When the control means M5 energizes the means M4, the determination means M6 determines that the internal combustion engine M1 falls under either an idling operation state or a transient operation state, for example, based on the detection result of the operation state detection means M2. or is simply determined to be in an idling state,
A command to energize only the intake air amount adjusting means M3 is given, whereas if it is determined that the condition corresponds to a steady operating state or simply a non-idling operating state, then only the exhaust gas recirculation amount adjusting means M4 is energized. The switching means M7 outputs the command, and the same drive section M8 controls both the means M3. It functions to enable only one of M4 to be energized in response to the command output by the switching means M7.

That is, for example, the idling operating state, the transient operating state and the steady operating state are contradictory operating states, or the idling operating state and the non-idling operating state are contradictory operating states, and it is impossible for both operating states to coexist. , from the same drive unit M8, for example, in an idling operating state or a transient operating state, only the intake air amount adjusting means M3 side is effectively energized, while, for example, in a steady operating state, the exhaust gas recirculation amount regulating means is effectively energized. The switch is made to enable only the energization to the M4 side.

Therefore, the internal combustion engine control device of the present invention connects the same drive unit M8, which is provided in a minimum number, to the internal combustion engine M1.
For example, the intake air amount adjusting means M3 is switched depending on the operating state, for example, during either an idling operating state or a transient operating state, or when only an idling operating state, and on the other hand, for example, during a steady operating state or simply a non-idling state. In the operating state, each of the exhaust gas recirculation amount adjusting means M4 is energized.

The technical problems of the present invention are solved by each component of the present invention acting as described above.

[Embodiment] Next, a preferred embodiment of the present invention will be described in detail based on the drawings. FIG. 2 shows a system configuration of an engine control device that is an embodiment of the present invention.

As shown in the figure, the engine control device 1 includes a four-engine engine 2 and an engine control unit (hereinafter simply referred to as ECU) 3 that controls the engine 2.

The engine 2 has a cylinder 4 and a piston 5) forming a combustion chamber 2a, and a spark plug 6a is disposed in the combustion chamber 2a.

The intake system of the engine 2 includes an air cleaner 7, an intake pipe 8 that introduces intake air from the air cleaner 7, a throttle valve 9 that adjusts the amount of intake air in conjunction with an accelerator pedal 9a, and a bypass passage that bypasses the throttle valve 9. 10. A stepping motor 11 for driving the 15CV, which is interposed in the bypass passage 10 and driven by the ECU 3.
Idle speed control valve (hereinafter referred to simply as I
It is called SCV. ) 11. A surge tank 12 is provided which communicates with the intake pipe 8 and absorbs the pulsation of the intake air, and introduces the intake air into the combustion chamber 2a through the intake valve 13.

The exhaust system of the engine 2 extracts exhaust gas from the combustion chamber 2a to an exhaust pipe 15 via an exhaust valve 14.

The engine 2 also includes a recirculation pipe 16 that recirculates part of the exhaust gas from the exhaust pipe 15 to the intake pipe 8;
The opening degree is controlled by the rotation of the ERGV driving stepping motor 17a installed in the ECU 3 and driven by the ECU 3 (the opening degree decreases by clockwise rotation of the EGRV driving stepping motor 17a). ,
It is simply called EGRV. )17.

Furthermore, the fuel system of the engine 2 includes a fuel tank 18a.
, fuel pump 18b, fuel supply pipe 18c and intake pipe 8
It is composed of an injector 19a disposed in the injector 19a.

Further, the ignition system of the engine 2 includes an igniter 20 having an ignition coil that generates high voltage, and a distributor 21 that distributes and supplies the high voltage generated by the igniter 20 to the spark plug 6a.

The engine 2 serves as a detector and is the same shirt as the measuring brake) 31a that rotates in response to the passage of intake air.
an air flow meter 31 that converts the amount of intake air into an electrical signal and detects it using a potentiometer connected to 1b;
Built-in intake air temperature sensor 32 that measures intake air temperature, throttle position sensor 33 that detects the opening degree of throttle valve 9, idle switch 33a that detects the fully open state of throttle valve 9, and a thermistor that measures the cooling water temperature of engine 2. a cylinder discrimination sensor 35 disposed in the distributor 21, and a crank angle sensor 36 that detects the crank angle every 30 degrees.
, an oxygen concentration sensor 37 disposed in the exhaust pipe 15 to detect the residual oxygen concentration in the exhaust gas, a starter switch 38 to detect the starting state, and an air conditioner switch 39 to detect the operation/stop of the compressor of the air conditioner.

Furthermore, the transmission 40 is also provided with a neutral start switch 41 that outputs a neutral position signal and a D range position signal of the transmission 40, and a vehicle speed sensor 42. Detection signals from each of the above sensors are manually input to the ECU 3. , the E
The CU3 receives power from the on-vehicle battery 43 via the key switch 44, and the
, drives and controls the injector 19a and the igniter 20.

Next, the configuration of the ECU 3 will be explained based on FIG. 3. The ECU 3 includes an electronic control circuit 50 and other peripheral circuit elements. Electronic control circuit 50
is configured as a logic operation circuit centering on a CPU 50a, a ROM 50b, a RAM 50c, and a backup RAM 50d, and is connected via a common bus 50e to a human capo 5f and an output boat 50g, and to an on-vehicle variation 43 via a key switch 44. It receives power from a constant voltage power supply 51 that outputs a constant voltage of +5 [V] and performs output to the outside.

The detection signals of the cylinder discrimination sensor 35 and the crank angle sensor 36 are passed through the waveform shaping circuit 52 to the cylinder discrimination sensor 35 and the crank angle sensor 36.
The CPU 50a receives power from 0f.

air flow meter 31, water temperature sensor 34, intake temperature sensor 32, throttle position sensor 33 and oxygen)
The detection signal of the agricultural sensor 37 is input from the human-powered boat 50f to the CPU 50a via an analog buffer 53 that absorbs electrical noise, surge, etc., and an A/D converter 54 that converts the analog signal into a digital signal.

The above vehicle speed sensor 42, neutral start switch 4
1. Detection signals from the starter switch 38, idle switch 33a, and air conditioner switch 39 are sent from the CPU 50f to the CPU 5 via a digital buffer 55 that absorbs electrical noise and performs voltage level matching.
Manually operated by 0a.

On the other hand, the CPU 50a outputs a control signal from the output port 50g, and outputs a control signal from the buffer 56. 57. 5B.

59. Controls the energization time to the injector drive coils 62a, 62b, 62c, and 62d, which are provided corresponding to each cylinder and connected to the positive voltage line 61, via the drive circuit 60.

Further, the CPU 50a outputs a control signal from the output boat 50g, and controls the energization time to the igniter 20 via the buffer 63 and the drive circuit 64.

Further, an I5CV transistor 71 is connected between the positive voltage line 61 and the positive voltage terminal 70 of the ISCV driving stepping motor lla;
Four EGRV transport transistors are interposed between the positive voltage terminal 73 and the positive voltage terminal 73 of the EGRV. The 15CV transistor 71 is connected to the buffer 71a, and the EGRV transistor 74 is connected to the buffer 71a. 4a, each is connected to the output port h50g of the electronic control circuit 50.

The stepping motor lla for driving the 15CV is the first
Phase coil 75a, second phase coil 75b, third phase coil 7
5c, a fourth phase coil 75d, and corresponding phase coil energization terminals 76a, 76b, 76c, and 76d. Also, the ERGV driving stepping motor 17a has a first phase coil? ? a, second phase coil 77b,
A third phase coil 77c, a fourth phase coil 77d, and corresponding phase coil energization terminals 78a and 78b.

It is equipped with 78c and 78d. The same phase of the 1st to 4th phase coil energizing terminals 76a to 76d of the above-mentioned 15CV driving stepping motor lla and the corresponding 1st to 4th phase coil energizing terminals 78a to 78d of the EGRV driving stepping motor 17a. The coil current-carrying terminals are connected to each other, and a driving transistor 81a is connected between the first-phase coil current-carrying terminal 76a and the first-phase coil current-carrying terminal 78a and the ground line 79, and a driving transistor 81a is connected to the second-phase coil current-carrying terminal 76.
b and second phase coil energizing terminal 78b and ground line 7
A driving transistor 81b is connected between the third-phase coil current-carrying terminal 76c and the third-phase coil current-carrying terminal 78c and the ground line 79.
However, a driving transistor 81d is interposed between the fourth phase coil current-carrying terminal 76d and the fourth-phase coil current-carrying terminal 78d and the ground line 79, respectively. The drive transistors 81a, 81b, 81c, and Bid are connected to the output port 50g via buffers B2a, 82b, 82c, and 82d, respectively. The ground line 79 also includes first to fourth phase coils 75a to 75d of the stepping motor lla for driving the 15CV,
Or EGRV drive stepping motor 17a
The first to fourth phase coils 77a to ? A current detection element 83 is interposed to detect the current value flowing through the terminal 7d, and the detection signal of the current detection element 83 is sent to the analog buffer 53, the A/
50f to CPU 50 via D converter 54
It is manually operated by a.

The stepping motor 11 for driving the ISCV drive and the stepping motor 17a for driving the EGRV rotate in response to energization of each phase coil.

That is, as shown in FIG. 4, the first to fourth phase coils 75a of the stepping motor lla for driving the 15CV
75d, or the first to fourth phase coils 77a to 7 of the EGRV driving stepping motor 17a.
When pulses are sequentially energized in the order of 7d, each stepping motor rotates to the right (clockwise rotation) by 11.25['] for each pulse, and on the other hand, as shown in FIG.
In the order of the fourth phase to first phase coils 75d to 75a of the stepping motor lla for CV driving, or the above EGRV
4th phase to 1st phase coil of the driving stepping motor 17a? ? When the pulses are sequentially energized in the order of d to 77a, each stepping motor rotates to the left (counterclockwise rotation) by 11.25 degrees for each pulse.

Next, the engine control process executed by the ECU 3 is executed by the sixth engine control process.
This will be explained based on the flowchart shown in the figure.

This engine control process is executed by turning on the key switch 44.
It is started with the startup of CU3 and is repeatedly executed. First, in step 100, each initial value setting, rscv
ii and EGRV 17 are fully closed. In the following step 110, a process of reading the detection data of each sensor described above is performed. Next step 120
The process proceeds to step 130, where it is determined whether the idle switch signal is ON (high level) or not.
On the other hand, if the determination is negative, the process proceeds to step 170. In step 130, which is executed when an affirmative determination is made in step 120, that is, when it is determined that the throttle valve 9 is in an idling state in which it is fully closed, the ISCV transistor 71 is turned on (ON). On the other hand, the EGRV transport transistor off state (OF
F) is performed. Through the process of step 130, the positive power supply voltage is supplied to the driving stepping motor 11 type piezoelectric terminal 70 for driving the rscv, so that the driving transistor 81a.

81b, 81c, and 81d are turned on (ON) in a predetermined order.
), each phase coil 75a, 75b, 75c
, 75d, and the SCVSC stepping motor lla becomes rotatable in a predetermined direction. On the other hand, since the power supply positive voltage is not supplied to the EGRV driving steady dubbing motor 1 phase a voltage terminal 73, the respective phase coils 77a, 77b are connected to each phase coil 77a, 77b regardless of the switching state of the driving transistors 81a, 81b, 81c, 81d.

No pulse current flows through 77c and 77d, and the IEGRV driving stepping motor 17a does not rotate.

In the following step 140, the engine 2 cooling water temperature TH
W, rotation speed Ne, output signal A of air conditioner switch 39
/C, a process of calculating the target idle rotation speed NI of the engine 2 is performed according to the states of the transmission neutral position signal and the transmission D range position signal output from the neutral start switch 41.

Next, the process proceeds to step 150, in which the rotational direction of the stepping motor Ila for driving the l5CV and the step A process is performed to determine the number and output a control signal for energizing the stepping motor lla for driving the l5CV. Through the process of step 150, the intake air amount is
The amount is adjusted to match the target rotational speed NI calculated in step 140 above. In the following step 160, the amount of fuel calculated according to the intake air amount is injected into the injector 1.
After performing the fuel injection amount control process starting from step 9a, the process returns to step 110. From then on, the actual rotation speed N
Feedback control with e as the target rotational speed NI continues.

On the other hand, in step 170, which is executed when a negative determination is made in step 120, that is, when it is determined that the throttle valve 9 is in the open state, the throttle valve opening is determined based on the detection signal of the throttle position sensor 33. It is determined whether the vehicle is in a driving state in which the time rate of change is greater than a predetermined rate of change, rapid acceleration, or sudden deceleration. If the determination is affirmative, the process proceeds to step 180, while if the determination is negative, the process proceeds to step 200. , each proceed. Above step 1
In step 180, which is executed when it is determined in step 70 that a transient operating state such as sudden acceleration or sudden deceleration is present, l5CV
The EG transistor 71 is turned on (ON), while the EG
Processing is performed to output a control signal to turn the RV transport transistor into the fourth state (OFF). By the process of this step 180, the stepping motor lla for driving the l5CV is
becomes rotatable in a predetermined direction. On the other hand, the EGRV driving stepping motor 17a is in a non-rotating state.

In the following step 190, during sudden acceleration, l5CVII
After opening the valve and sucking air from the bypass passage 10 in addition to the intake pipe 8 to increase the amount of intake air and improve the responsiveness to a sudden request for engine 20 rotational speed Ne, l5CVII is opened at a predetermined valve closing speed. The direction of rotation and the number of steps are determined so as to fully close the motor, and a control signal is output to energize the stepping motor 11a for driving the 15CV, and on the other hand,
During sudden deceleration, the l5CVII is fully opened, air is sucked in from the bypass passage 1o in addition to the intake pipe 8, and the amount of intake air is increased to reduce the speed of the vehicle due to a sudden decrease in engine output due to a sudden drop in engine speed Ne. After preventing the occurrence of unpleasant shock, l5CVI is applied at a predetermined valve closing speed.
Determine the direction of rotation and number of steps so as to gradually fully close the r scv drive stepping motor lla.
After performing the process of outputting a control signal for energizing, the process returns to step 110 via the previously described step 160.

In this case, the fuel injection amount determined in step 160 is increased in accordance with the intake air amount increased by the stepping motor rotation control process for driving the l5CV in step 190.

On the other hand, in step 200, which is executed when a negative determination is made in step 170, that is, when it is determined that the engine 2 is in a steady operating state, the l5CV transistor 71 is turned off (OFF), while the EGRV A process is performed to output a control signal to turn the traffic transistor off (ON). As a result of the processing in step 200, the power supply positive voltage is not supplied to the positive voltage terminal 70 of the stepping motor lla for driving the l5Cv, so regardless of the switching state of the driving transistors 81a, 81b, 81c, and 81d, each phase coil 75a , 75b, 75c
, 75d, and the stepping motor lla for driving the 15CV does not rotate. On the other hand, since the power supply positive voltage is supplied to the positive voltage terminal 73 of the stepping motor 17a for driving the EGRV, when the driving transistors 81a, 81b, 81c, and 81d are turned on in a predetermined order, each phase coil 77a,
A pulse current flows through 77b, 77c, and 77d, and the EGR
The V-drive stepping motor 17a becomes rotatable in a predetermined direction.

In the following step 210, the optimum E, which is an index of the amount of exhaust gas recirculation of the engine 2, is determined depending mainly on the rotational speed Ne of the engine 2 and the throttle valve opening θ, which corresponds to the load.
A process is performed in which the GR rate is calculated according to a map stored in advance in the ROM 50b, and the amount of exhaust gas recirculation is calculated. Next, the process proceeds to step 220, and the actual exhaust gas recirculation amount is adjusted to the step 21 by adjusting the opening of the EGRV 17.
In order to obtain the exhaust gas recirculation amount calculated using 0, the above EGRV
The rotation direction and number of steps of the driving stepping motor 17a are determined, and the EGRV driving stepping motor 1
A process of outputting a control signal for energizing 7a is performed. Through the processing in step 220, the exhaust gas recirculation amount is adjusted to an amount corresponding to the exhaust gas recirculation amount calculated in step 210 above.

After executing step 220, the process returns to step 110 again via step 160 described above.

Thereafter, the engine control process repeats steps 110 to 220 at predetermined intervals.

Note that in this embodiment, the engine 2 is the internal combustion engine M1,
The idle switch 33a, the throttle position sensor 33, the water temperature sensor 34, the crank angle sensor 36, and the air conditioner switch 39 serve as the operating state detection means M2, and the bypass passage 10 and ISCVll serve as the intake air amount adjustment means M3.
The recirculation pipe 16 and the EGRV 17 each correspond to the exhaust gas recirculation amount adjusting means M4. In addition, ECU3 and the ECU
Step (140, 150, 1
90, 210, 220) function as control means M5, steps (120, 170) function as determination means M6, and steps (130, 180, 200) function as switching means M7. Furthermore, the l5CV transistor 71 and the EG
RV transport transistor transistor 4 transistor 81a,
81b.

81c and 81d correspond to the driving IMB.

As explained above, according to this embodiment, the driving transistors 81 a, 8 l b, 81 c, 8
One stepping motor drive circuit centered around 1 d is set to the 15CV transistor 71 or the EGRV transistor OFF state or cutoff state by a control signal from the electronic control circuit 50 according to the operating state of the engine 2. During idle operation or transient operation, the stepping motor for driving rscv is switched.
On the other hand, during steady operation, the EGRV drive stepping motors 17a can be energized from the ECU 3, so
Intake air amount control in idle operating states and transient operating states and exhaust gas recirculation amount control in steady operating states can be achieved with a single stepping motor drive circuit, and the ECU
The reliability of the engine control device 1 is increased due to the simplification of the configuration of the engine control device 3 and the reduction in the number of parts.

Further, driving transistors 81a, 81b, 81c, 8
As the number of parts for 1d and other peripheral circuit elements decreases, the number of wiring inside ECU3 also decreases, so ECU3,1
The number of man-hours required for assembly during assembly is reduced, and the workability of assembly work is also improved.

Furthermore, it is possible to reduce the mounting area of the EC1J3 that executes intake air amount control and exhaust gas recirculation amount control, or to reduce the mounting area of the ECU3
The degree of integration of integrated circuits built into the EC can be improved.
Since U3 can be made smaller and easier to mount, mountability on vehicles and the like is improved.

Further, when either the intake air amount control or the exhaust gas recirculation amount control is being executed depending on the operating state of the engine 2, the driving transistors 81a, 81b, which are always the same,
Since the drive circuits centered around 81c and 81d are in operation, there is no drive circuit that goes into a standby state according to the control.
The operating rate of the drive circuit is also improved, and the stepping motor drive performance can be fully demonstrated.

Furthermore, since the opening control of l5CV11 is performed even during sudden acceleration and sudden deceleration, the output response and follow-up performance of the engine 2 during sudden acceleration are improved, and the engine 2 output during sudden deceleration is improved.
output stability can also be improved.

However, for example, even if the configuration is such that the opening control of l5CVII is executed only when the engine 2 is in an idling state, the l5CV driving stepping motor lla and E
The same effect can be obtained by effectively utilizing the drive circuit that energizes the GRV drive stepping motor 17a. In this case, in the flowchart of the engine control process shown in FIG. 6, steps 170, 180, and 190 may be canceled, and if a negative determination is made in step 120, the process may proceed to step 200.

In this embodiment, the engine 2 is equipped with a so-called electronically controlled fuel injection control device that injects fuel from the injector 19a under the control of the ECU 3. However, for example, a gasoline engine with a carburetor in the intake system Even when applied to this embodiment, the same effects as in this embodiment can be obtained.

Furthermore, in this embodiment, the ISCV driving stepping motor lla, the EGRV driving stepping motor 17a
Although the case has been described in which both are operated by a 1-phase excitation force type, for example, they may be configured to be operated by a 1-2 phase excitation force type or a 2-phase excitation force type.

Furthermore, in this embodiment, the 15CV transistor 71 is connected between the positive voltage line 61 and the stepping motor 11 type pressure terminal 70 for driving the SCv, and the positive voltage terminal of the stepping motor 17a for driving the EGRV is connected between the positive voltage line 61 and the stepping motor 17a for driving the EGRV. 73, and between each phase coil energizing terminals 76a, 76b, 76c, 76d of stepping motor lla for l5CV driving and teeth line 79 and stepping motor 17a for driving EGRV. Each phase coil energizing terminal 78a.

Between 78b, 78c, 78d and the ground line 79,
Drive transistor 81 common to both stepping motors
A, 8lb, 81c, and 81d were installed. However, for example, the positions of the transistors interposed between the positive voltage line 61, the stepping motors lla and 17a, and the ground line 79 may be reversed.

In this case, by reversing the type of each interposed transistor, that is, PNP type and NPN type, the same effect as in this embodiment can be produced.

Also, for example, a stepping motor 1l for driving a l5CV.
aS If the EGRV driving stepping motor 17a is configured to perform so-called chopping energization, in which the energization rate is changed by repeatedly energizing and cutting off at a frequency sufficiently higher than the pulse rate energized to each phase coil, a constant voltage power supply 5
1 voltage fluctuation and both stepping motors lla, each phase coil 75a, 75b, 75c, 75d, 77a,
Even if the resistance values of 77b, 77c, and 77d change, the torque output from both stepping motors lla and 17a can be maintained constant. In this case, the driving transistor 8
Each phase coil 75a, 75b, 75c, 75d, 77 detected by the current detection element 83 with a built-in resistor, which is interposed between 1a, 81b, 81c, 81d and the earth line 79
a, 77b.

Good chopping energization can be achieved by executing energization rate feedback control based on the current values flowing through 77c and 77d.

Although the embodiments of the present invention have been described above, the present invention is not equally limited to these embodiments, and it goes without saying that it can be implemented in various forms without departing from the gist of the present invention. .

&匪m As described in detail above, the internal combustion engine control system of the present invention is capable of operating various types of operation by switching the same driving parts arranged in a minimum number according to the non-overlapping operating state of the internal combustion engine. Intake air volume control and exhaust gas recirculation volume control can be achieved with a minimum number of drive parts, and the reliability of the equipment can be further improved by simplifying the equipment configuration and reducing the number of parts. play.

Further, as the number of parts is reduced, the number of wiring and the like is also reduced, so the number of man-hours required for assembling the device is reduced, and the workability of morning stand-up work is also improved.

Furthermore, the mounting area of the control circuit that functions as a control means for controlling the amount of intake air and the amount of exhaust gas recirculated can be reduced or the degree of integration can be improved, making it possible to downsize the device, such as a vehicle, etc. It will also be easier to install.

Furthermore, when either the intake air amount control or the exhaust gas recirculation amount control is being executed depending on the operating state of the internal combustion engine, the same drive section is operating at the same time. Since there is no drive section that is in a standby state, the operating rate of the drive section is also improved, and there is an advantage that the drive performance can be fully demonstrated.

[Brief explanation of the drawing]

Fig. 1 is a basic configuration diagram conceptually illustrating the contents of the present invention, Fig. 2 is a system configuration diagram of an embodiment of the invention, and Fig. 3 is a circuit diagram showing the configuration of the engine control unit. , FIGS. 4 and 5 are timing charts showing the sequence of energization and energization of the first to fourth phase coils of the stepping motor, and FIG. 6 is a flowchart showing the control. Ml... Internal combustion engine M2... Operating state detection means M3... Intake air amount adjustment means M4... Exhaust gas recirculation amount adjustment means M5... Control means M6... Judgment means Ml... Switching Means M8... Drive unit 1... Engine control device 2... Engine 3... Engine control unit (ECU) 10... Bypass passage 11... Idle speed control valve (
ISCV) 11a...Stepping motor for driving 15CV 16...Recirculation pipe 17...Exhaust gas recirculation valve (EGRV) 17a
... EGRV drive stepping motor 33a
... Idle switch 33 ... Throttle position sensor 34 ...
- Water temperature sensor 36... Crank angle sensor 39... Air conditioner switch 50... Electronic control circuit 50a ---CPU 71... 15CV transistor 74...
EGRV transistor 81a, Blb, 81c, E3
1d... Drive transistor

Claims (1)

[Scope of Claims] 1. Operating state detection means for detecting the operating state of the internal combustion engine; Intake air amount adjusting means for adjusting the intake air amount of the internal combustion engine according to the state of energization from the outside; an exhaust gas recirculation amount adjusting means for adjusting the amount of exhaust gas recirculated to be circulated to the intake air of the internal combustion engine according to the energization state; and an energization state determined according to the operating state detected by the operating state detecting means. A control device for an internal combustion engine comprising: a control means for energizing the intake air amount adjusting means and the exhaust gas recirculation amount adjusting means, further comprising: determining at least an idle operating state among the operating states detected by the operating state detecting means; and a determining means for issuing a command to energize only the intake air amount adjusting means when the operating state is determined by the determining means, while issuing a command to energize only the intake air amount adjusting means when the operating state is determined by the determining means; switching means for outputting a command to each of the control means to energize only the exhaust gas recirculation amount adjustment means; A control device for an internal combustion engine, characterized in that it has the same drive section that enables only the energization of the means corresponding to the command output by the switching means. 2. The internal combustion engine control device according to claim 1, wherein the determining means determines an idling operating state and a transient operating state. 3. The control device between internal combustion engines according to claim 1 or 2, wherein the switching means outputs a command to energize only the exhaust gas recirculation amount adjusting means when the switching means is in a steady operating state. .