JPH01271645A - Device for controlling output of internal combustion engine - Google Patents

Abstract

PURPOSE:To improve fuel consumption and prevent engine stall by setting the output increasing value of an output increasing correcting means in accordance with the output of a means for detecting the operating condition of a variable displacement compressor for air conditioner. CONSTITUTION:After judging an idling operating condition from the signals of a throttle opening sensor 4, an intake pipe absolute pressure sensor 8, etc., an electrode control unit 5 judges the operating condition of a variable displacement compressor 20 for air conditioner which is driven by an internal combustion engine 1 from the signals of a piston stroke sensor 31, PD1, PD2 switches 32, 33 which are discharge pressure detecting means, and an air conditioner switch 34. In accordance with the operating condition thereof, an auxiliary air quantity control valve 19 and a fuel injecting valve 6 are set to an output increasing side to properly control an engine output to be matched to a required torque. Thereby, the fuel consumption can be improved while preventing engine stall.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an output control device for an internal combustion engine, and more particularly to a control device that appropriately controls output torque in accordance with the operation of a variable displacement compressor driven by the engine.

(Prior Art) As a conventional output control device for an internal combustion engine, the intake air amount is feedback-controlled with respect to the target idle speed in order to maintain a desired target idle speed during engine idling operation, and the engine load is When operating an air conditioning compressor that acts as a
In order to obtain a target idle rotation speed, the intake air amount is increased or decreased by a predetermined amount according to the on/off state of an electromagnetic clutch that connects the compressor and the engine (for example, Japanese Patent Application Laid-Open No. 57-566445), or For example, JP-A-62
-41951) is known.

(Problem to be Solved by the Invention) However, when the conventional control device described above is applied to a variable capacity type compressor, it is not possible to set the intake air amount according to the operating state of the compressor, and therefore the idle speed There was a problem in that the number could not be properly controlled, leading to a decrease in fuel efficiency and the occurrence of engine stalls.

FIG. 5 shows an example of the characteristics of the torque of a compressor whose capacity is variable according to the stroke of the piston, that is, the load torque applied to the engine to drive the compressor. Note that the numbers in the figure represent the discharge pressure Pd, and the dashed line surrounding this represents the distribution area of the discharge pressure I'd with respect to the stroke ST.When the engine speed is constant, the stroke S'r is Since it changes depending on the relationship between the suction pressure of the refrigerant being drawn in and the discharge pressure I'd of the refrigerant discharged from the compressor, the load torque changes from the stroke ST and the discharge pressure 1) d as shown in the same pattern. That is understood. According to this, the discharge pressure I'd up to about 70 to 80% of the compressor capacity.
Since the stroke S'r changes with the change in the stroke ST, the load torque increases almost in proportion to the stroke ST, and in higher load conditions, the load torque increases depending on the parameters of both the stroke ST and the discharge pressure Pd. changes. Therefore, even if the engine output is increased by a certain amount in response to the compressor operation or the engine output is increased in accordance with the refrigerant discharge pressure like the conventional fl-control device, it cannot respond to changes in the load torque, and the suction It becomes impossible to set the air properly.

The present invention has been made to solve the problems of the prior art described above, and it appropriately controls engine output over the entire range of a variable displacement compressor depending on the actual operating state of the compressor, thereby improving fuel efficiency. An object of the present invention is to provide an output control device for an internal combustion engine that can improve engine performance and prevent engine stall.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a compressor that is driven by an internal combustion engine of a vehicle and configured to have a variable capacity; In an output control device for an internal combustion engine, the output control device includes an output increase correction means for increasing output torque of the engine.
The compressor comprises an operating state detection means for detecting the operating state of the compressor, and an increase value setting means for setting an output increase value of the output increase correction means in accordance with the output of the operation state detection means.

(Example) Hereinafter, one embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is an overall diagram of an output control device according to the present invention, that is, a fuel supply control device including an intake air amount control device, and the symbol l indicates, for example, a 4-cylinder, 4-stroke internal combustion engine;
An intake pipe 2 and an exhaust pipe 12 are connected to the engine l. A throttle body 3 is provided in the middle of the intake pipe 2, and a throttle valve 3' is provided inside. The throttle valve 3' is equipped with a throttle valve opening sensor (hereinafter referred to as rOTl).
1 sensor) 4 is connected in series to convert the opening degree of the throttle valve 3' into an electrical signal and send it to an electronic control unit (hereinafter referred to as rEcUJ) 5.

A fuel injection valve 6 is provided in the intake pipe 2 between the engine l and the throttle body 3. This fuel injection valve 6 is provided for each cylinder on the downstream side of the intake valve (not shown) of the intake pipe 2, and each injection valve is connected to a fuel cylinder (not shown) and electrically connected to the ECU 3. After that, ECU3
The valve opening time for fuel injection is controlled by the signal from the valve.

An air passage 17 is provided between the fuel injection valve 6 and the throttle body 3 of the intake pipe 2, which communicates the inside of the intake air 1172 with the atmosphere.
is installed. An air cleaner 18 is attached to the open end of the air passage 17 on the atmosphere side, and an auxiliary air amount control valve (control valve) 19 is disposed in the middle of the air passage 17. The auxiliary air amount control valve 19 is a normally closed proportional solenoid valve, and includes a valve body 19a that can continuously change the opening area of the air passage 17, and a spring 19b that biases the valve body 19a in the valve closing direction. and an electromagnetic solenoid 19c that moves the valve body 19a in the valve opening direction against the biasing force of the subring ring 19b when energized. The auxiliary air amount control valve 1
The current supplied to the solenoid 19c of the engine 9 is controlled by the ECU 3 to have a valve opening area set according to the operating state and load state of the engine.

Further, an intake pipe absolute pressure sensor (hereinafter referred to as "PB") is connected between the fuel injection valve 6 and the air passage 17 of the intake pipe 2 via a pipe 7.
8 is provided, and the absolute pressure signal converted into an electrical signal by this PI sensor 8 is
It is supplied to CU3.

The engine cooling water temperature sensor (rT) is installed on the engine 1 body.
10 (referred to as "w sensor") is provided. The 7W sensor IO consists of a thermistor, etc., and is inserted into the circumferential wall of the engine cylinder filled with cooling water, and converts the detected water temperature signal into an EC.
Supply to U3. In addition, the engine rotation speed sensor (r
11 is attached around a camshaft or crankshaft (not shown) of the engine l. The Ne sensor 11 detects the crank angle position at a predetermined crank angle position every 180° rotation of the crankshaft of the engine l, that is, at a crank angle position before a predetermined crank angle with respect to the top dead center (TDC) at the start of the intake stroke of each cylinder. It outputs a signal pulse (hereinafter referred to as r'rDC signal pulse), and this TDC signal pulse is sent to the ECU 3.

A compressor 20 is connected to the engine 1 to compress a refrigerant for air conditioning. The compressor 20 is of a variable capacity swing plate type. That is, a drive shaft 21 of the compressor 20 and a rotating member 22 provided integrally therewith are connected to the engine l via a belt 23, a pulley 24, and an electromagnetic clutch 25. An inclined surface 22a is formed on the rotating member 22 on the side opposite to the drive shaft 21, and the rocking plate 26 is rotatably abutted on the inclined surface 22a while being urged by a spring 27. A piston 28 is connected to the rocking plate 2G via a rod 27, and as the piston 28 reciprocates within a cylinder 29, refrigerant is sucked and compressed. That is, when the electromagnetic clutch 25 is engaged, the rotation of the engine 1 is transmitted to the drive shaft 21 and the rotating member 22, and is converted into reciprocating motion of the rocking plate 26 and the piston 28, thereby causing the rotation of the engine 1 to be transmitted to the cylinder via a suction chamber (not shown). After the refrigerant sucked into the refrigerant 29 is compressed, it is discharged through the discharge chamber 30 to a condenser (not shown). Further, the inclination angle of the swing plate 26 is controlled according to the balance between the suction pressure and the discharge pressure Pd, thereby controlling the stroke detection means of the piston 28, ie, the capacity of the compressor 20.

A stroke sensor 31 (hereinafter referred to as rS '1' sensor J) is connected to the swing plate 26 as a stroke detection means for detecting its inclination angle, that is, the stroke ST of the piston 28, and the detection signal is Said ECU3
supply to. Further, in the discharge chamber 30 No. 671, a PDs switch 32 is installed to detect the internal pressure, that is, the discharge pressure I) d.
and a PD2 switch 33 (discharge pressure detection means). In the former 32, the discharge pressure Pd is the first predetermined pressure PDs.
(for example, Okg/cIiI), the latter switch 33 is a switch that is turned on when the discharge pressure Pd is greater than the first predetermined pressure P.
I) a second predetermined pressure FDP greater than 1 (e.g. 14 k
g/ad) is a switch that turns on when it is larger than
These on-off signals are supplied to the ECU 3.

Further, an electromagnetic clutch 25 is connected to the lECU 3, and an air conditioner (11^C) switch 34, which is turned on when the compressor 20 is operated by the engine l, is connected, and its on/off signal is supplied.

The UCU 5 includes an input circuit 5a having functions such as shaping input signal waveforms from various sensors, correcting voltage levels to predetermined levels, and converting analog signal values into digital signal values.
Central processing circuit (hereinafter referred to as rCPUJ) 5b, CI
'Storage means 5C1 for storing various arithmetic programs and arithmetic results etc. executed by the LJ5b; the auxiliary air amount control valve 1;
9 and the fuel injection valve 6, respectively.

That is, in this embodiment, the ECU 3 constitutes an output increase correction means and an increase value setting means.

The CPU 5b determines whether or not the engine l is in a predetermined idle operating state in which feedback control should be performed in accordance with the various engine parameter signals described above, and also determines whether or not the engine l is in a predetermined idle operating state in which feedback control should be performed. ); Calculate the valve opening command value ICHD of the auxiliary air amount control valve 19 in synchronization with the DC signal pulse,
A drive signal based on the valve opening command value + (M+) is supplied to the electromagnetic solenoid 19c of the auxiliary air amount control valve 19 via the output circuit 5d.

In addition, the CPU 5b determines the operating state of the engine l based on the control program (not shown) in response to the various engine parameter signals described above, and synchronizes with the "l' D Cii'E pulse" according to the determined engine operating state. Fuel injection time 'I' when the fuel injection valve 6 should be opened
is calculated based on the following equation (1), and a drive signal based on the calculation result is supplied to the fuel injection valve 6.

'I'our=TiXKs+2 - (1) Here, 1'i indicates the basic fuel injection time of the fuel injection valve 6, and is determined depending on, for example, the absolute pressure in the intake pipe Pa^ and the engine speed No. .

K+ and NI2 are other correction coefficients and correction variables that are calculated according to various engine parameters, respectively, and are used to optimize engine characteristics such as fuel consumption characteristics and acceleration characteristics according to engine operating conditions. Set to the required value.

FIG. 2 shows a flowchart of a subroutine for calculating the valve opening command value ICMD when the engine l is in a predetermined idle operating state in which feedback control should be performed.The six programs are executed every time the 'rDC signal pulse is generated. executed.

First, the stroke (hereinafter simply referred to as "r stroke") ST of the piston 28 is read (step 201).
Next, the air conditioner load term 111^C of the valve opening command value ICMD
First to third predetermined values 111AC, IIIACAC, and IIIAC applied to set n as described later
1) Read C from the tables stored in the storage means 5C according to the read stroke S' (step 202). FIG. 3 shows this table, and the first and second predetermined Values 111^C and 111^C
AC is set to a positive value, and the third predetermined value 111AC:DC is set to a negative value. Further, the absolute value of any predetermined value is proportional to the stroke ST, and the second predetermined value + 11A (:A
Compared with the first predetermined value l11AC, C is set to have a larger relationship for the same stroke ST. Further, as shown in the figure, in the region where the stroke ST is 70% to 80% or more, as the discharge pressure increases, the first and second predetermined values! 11^C and IIIACAC are added with an increase term III^C5UB (IIIA (:5UBs) for high discharge pressure, which will be described later.
, IIIACStm2) are added respectively.

Next, whether or not the IIAC switch 34 is in the on state,
That is, it is determined whether or not the compressor 20 is driven by the engine 1 (step 203), and when the answer is 11 (Yes), 1! It is determined whether the 80 switch 34 is turned on for the first time (step 20).
4), If the answer is affirmative (Yes), the air conditioner load term 111ACn is set to the second predetermined value + 11A (:AC:
Set the time L^) in FIG. 4 to step 210, which will be described later.
That is, the engine load term 111^Cn becomes 11^
In synchronization with the turning on of the C switch 34, the electromagnetic clutch 25 of the compressor becomes engaged, and immediately after the engine 1 is connected to the compressor 20, the larger value IIIAC:AC is set. With such a setting, the amount of intake air can be increased in response to an increase in engine load due to the connection with the compressor 20, and it is possible to prevent the idle speed from decreasing.

If the answer to step 204 is negative (NO), that is, 11^C
When the switch 34 has already been in the on state before 011 times, the previous value of the air conditioner load term is 111Acn-
Determine whether t is larger than the predetermined value 111AC in memory 1 (step 20(i), , :(7), if the answer is Yes, that is, 111^Cn-5) III^ C
When this holds true, the current value of the air conditioner load term is changed from the O:1 equivalent value III^Cn-5 to a predetermined value ΔIIIA.
After setting the difference minus CAC (step 207)
, negation (No), i.e.! 11^Cn-t≦IIIAC
If this holds true, the current value IIIA of the air conditioner load term is set to the first predetermined value 111AC in step 208.
), flag F, FDIIA(: is set to the value l (step 209), and the process proceeds to step 2!0, which will be described later. 231, it is set to the value 0.

In this way, the air conditioner load term III^Cn, which is set to the second predetermined value +11ACAC immediately after the 11^C switch 34 is turned on, is gradually reduced as long as the 11^C switch 34 continues to be turned on (see Fig. 4). It's time ^~L++
), after reaching the first predetermined value 111AC, a predetermined period of time has elapsed after the compressor 20 started operating, and the feedback control is assumed to be in a stable state and is held at the 111AC value, and the flags F, F[111AC is set to the value l (after time ta summer in Figure 4).

As shown in FIG. 5, the load torque applied to the engine 1 due to the operation of the compressor 20 is proportional to the stroke S'r below the - dotted chain line.

Therefore, the ff! set as described above! ! and the second predetermined values IIIAC and IIIACA, the air conditioner load term 111^Cn is set during the operation of the compressor 20 as described above, and the air conditioner load term 111^Cn is set as the valve opening command value ICHD as described later. By applying it as an addition term, the load due to the operation of the compressor 20! - The amount of intake air can be increased according to the engine torque, which can prevent an abnormal drop in engine speed and, in the worst case, an engine stall.

In step 210, the PDz switch (SW, ) 32
is in the on state, that is, whether the discharge pressure 1)d is larger than the first predetermined pressure PD1 described above. If this answer is affirmative (Yes), step 2 determines whether the PD1 switch 32 is turned on for the first time.
(2), when this answer is affirmative (Yes), it is further determined whether or not the flag F, FIIIA (: is set to the value l (step 212); this answer is affirmative (
If Yes), the current value of the integral control term of the valve opening command value ICHD! ^1n from the previous value IAI n-t
Set the increase value (output increase value) to the value obtained by subtracting 11fACSUBs (Step 213), Step 2 (described later)
If either the answer to step 2 or 212 is negative (No), that is, the PD1 switch 32 has already been in the on state from before the previous time, or if the flag IζFIII
When I^C is set to the value 0, the execution of said step 213, i.e. the first ( 7) Increase value IIIACSU
Ot (7) Subtraction is executed only when the P I) t switch 32 changes from the off state to the on state and when the feedback control is in a stable state after the HAC switch 34 is turned on.

In step 214, the PD2 switch (SW, ) 33
is in the on state, that is, the discharge pressure 1) d is 111j
It is determined whether the second predetermined value PD*()PDt) is greater than the second predetermined value PD*()PDt). If this answer is affirmative (Yes), that is, the compressor 20 is in an extremely high discharge pressure state, it is determined whether the PDz switch 33 is turned on for the first time (step 215) and the flags F and tron^C are set to the value l. If the answers to both steps are affirmative (Yes), the current value of the integral control term! ^! n, its previous value I
Second increase value (output increase value) l1lA from AIn-r
The value obtained by subtracting the difference between CSU[lt ()IIIACSU[lt) and the first increase value 111AC3U (lt,
IAIn-t-(IIIACSU[1t-IIIACS
After U[11] is set (step 2I7), if either the answer to step 2!5 or 21G is negative (NO), proceed directly to step 218, which will be described later. The increase value of 111AC5U [
The first (7) increase value III^C3Uns is subtracted from lz by the first increase value I in step 213.
This is because ll^C5UIIt has already been subtracted from the integral control term 1^1n.

In step 218, an increase term for the high discharge pressure of the compressor 20 (hereinafter simply referred to as "r increase term") III8C
Set UB to the second increase value III^C5UBz0
Next, learning (/fIx
xap is held at the value obtained until the previous time (step 2
10).

Further, 〇SUB is applied to the following equation (2) to the current value 111ACn of the air conditioner load term obtained in steps 205, 207 or 208 and 11; the increase term III set in step 218 of I, and the valve opening command is The value ICMD is calculated and the program ends.

ICHD=IAIn+III^Cn+ IIIACSU
I This includes a proportional control term that is set depending on the difference between the engine speed NO and a correction term that corresponds to an actual change in the engine speed No.

If the answer to step 214 is negative (No), that is, PDI (
When Pd≦PD is established and the compressor 20 is in a high discharge pressure state, it is determined whether the PDz switch 33 is turned off for the first time (step 221) and whether the flag F and FDllAC are set to the value l. When the answers to both steps are l'? (Yes), the current value IAIn of the integral control term is
, the previous value IAIn-t! and the difference between the second increase value (IIIACSUI32-11IACSUnt), IAlo-t+ (IIIA(:5UB2-
IIIAC5UI3t) After setting (Step 22)
3) If either of the answers to the above two steps is negative (No), proceed directly to step 224, this step 22
4, the increase term 1!180SU is the first increase value! 1
1^(:SUI]t, then step 21
Execute steps 9 and below to end this program.

0: The answer to Step 210 of I is negative (No), that is, I'
When d≦PD1 is established and the compressor 20 is not in a high discharge pressure state, it is determined whether the PDs switch 32 is turned off for the first time (step 225) and whether the flag F and FIIIAC are set to the value l. (step 226).

If both of the answers to both steps are constant (Yes), the current value of the integral control term ■^h1 is changed to its previous value 1AIn
After setting the value to −1 plus the first increase value III^C3UBt (step 227), if either of the answers to both steps of nIj is negative (NO), step 2 is directly executed.
28, in this step 228 the increasing term III^C
Set 3UB to the value 0.

As mentioned above, the increasing term! +1A (:S0 port is when the PD+ switch 32 is in the off state, that is, I'd≦PI)
When t is established and the compressor 20 is not in a high discharge pressure state (go (step 228)), when the PD+ switch 32 is in the on state and the PD2 switch 33 is in the off state, that is, l'Dr (Pd≦PI)2 is satisfied and the compressor 20 is in a high discharge pressure state, the first increased value III^C3UBs (step 224), and when the PDt switch 33 is in the on state, that is, Pd)PD! is established and the compressor 20 is in an extremely high discharge pressure state, the second increase value III^(:5Ullt is set (step 2!8), and the addition of the valve opening command value ICMD in the above equation (2) is performed. (See Figure 4).

On the other hand, when the stroke ST is near the maximum stroke, the load torque of the engine 1 becomes larger as the discharge pressure Pd becomes larger, as shown in FIG. 5, because the pressure applied to the piston 28 of the compressor 20 becomes larger. Therefore, as described above, depending on the on-off state of the D1 and PD2 switches 32, 33, the discharge pressure 1)
By setting the increase term 111ACSU[1 larger as d becomes larger, it is possible to supply an amount of intake air commensurate with the increase in load torque according to the discharge pressure 1)d, and to perform appropriate engine output control.

In this case, immediately after the PD & switch 32 or the PD2 switch 33 is turned on and off, step 2
11-213.215-217.221-223 and 2
As is clear from 25-227, flags F, F! 311
When AC is set to the value l, the integral control term IA [is set to cancel the increase value +11ACSun,
Since it is applied to l1if expression (2), the valve opening command value IC
MD does not change substantially (Fig. 4(d), time tc
xLo), if the idle rotation speed feedback control is continued when the increase correction is in a stable state after a predetermined period of time has passed after the compressor 20 is activated, the integral control term fAIn and the proportional control term for performing this feedback are etc. have already been increased in order to prevent the rotation speed from decreasing due to the gradual increase in the refrigerant discharge pressure, and under this condition, the PD
If the amount of air is increased in synchronization with the turning on of the s switch 32 or the PI)z switch 33, the increased air amount will become an excessive supply amount, causing a temporary increase in the engine speed. Therefore, by reducing the feedback integral control term that has increased as the discharge pressure l)d increases as described above, the compressor 20
Since the load torque component can be excluded from the feedback term, even if the discharge pressure Pd increases, overshoot caused by a large increase in the amount of intake air can be prevented, and the stability of idle rotation speed control can be improved. In addition, 1. Conversely, when the discharge pressure I'd decreases, it is possible to prevent engine stall due to a significant decrease in the amount of intake air, and it is also possible to improve the stability of control.

In the above case, flags F, FnllA
When C is set to the value O, the integral control term 1^1n
is maintained at the previous value, so it is an increasing term! 11^csun immediately increases or decreases the valve opening command value ICHD ((d) 1 hour to% to in Fig. 4), and as a result, shortly after the compressor 20 is activated, the discharge is started while the increase correction control is not stable. When the pressure Pd increases or decreases, the amount of intake air can be immediately increased or decreased, and therefore the responsiveness of the control can be improved.

In step 229 following step 228, it is determined whether the stroke ST is smaller than a predetermined value 5TRST['. This answer is affirmative (Yes), that is, s'r<S'r
When RSTr' is established, the learned value IXIEF, which is set as the initial value of the integral control term IAIn at the start of feedback control, is calculated according to the following equation (3) (step 230), and the process proceeds to step 22G.

txtip=WIAln+! X I XIIP'
...(3) Here, A is a constant, Ca1r is a weighting coefficient set by a subroutine not shown, and IXIIF
' is the learning value obtained up to the previous time. As is clear from the above formula (3), the weighting coefficient Cu:p is the learning value 1 xt
This determines the weight of the current value 8In of the integral control term in the calculation of tp, and this value sets the weight of the current value 1n of the integral control term, that is, the calculation speed of the learning value IXRIF. “The answer to step 229 is negative (No), that is, S′r≧
When 5TRSTI' holds true, step 219
Execute the following to exit this program.

Further, this predetermined value 5TRSTI' is a value slightly smaller than the dashed line in FIG.
65% of x). This predetermined value 5TRST
In the region below P, the load torque of the compressor 2o is almost determined only by the stroke ST, and that amount is added as an addition term, so that the additional component of the compressor does not affect the feedback control term and becomes an integral control term I^. Since the external load of the engine is removed from 1n, the integral control term I
A1n has a value corresponding to the amount of intake air required in a no-load state.

Therefore, as described above, when calculating the learning value IXREF, whether the stroke ST is the predetermined value ST+? By performing this only when the learning value ExtεP is smaller than 5TI), it is possible to prevent the learning value ExtεP from greatly fluctuating and calculate it to an appropriate value.

If the answer to step 203 is negative (No), that is, IIAC
When the switch 34 is in the off state and therefore the compressor 20 is in the stopped state, the flag F, 1:
Set C to the value 0 (step 231) 1 then 11
It is determined whether or not the 8C switch 34 is turned off for the first time (step 232).
), the air conditioner load term this time &tllllAcn
to the third value 111ACDC: Step 2
33) Proceed to step 228 and subsequent steps. Immediately after the 11AC switch 34 is switched from the on state to the off state in this way, the current fIftIII^(
: Setting n to the third negative value ■＾CDC is as follows:
Immediately after the switching, intake air remains in the intake pipe, so this residual amount is subtracted.

mll step 232 answer is negative (No), i.e. 11^
If the C switch 34 was in the OFF state before the previous time, it is determined whether the previous value III^Cn-t of the air conditioner load term is smaller than the value 0 (step 234).

If this answer is affirmative (Yes), that is, the river ACI! −1(0
When this holds true, the current value of the air conditioner load term III^
1, and the previous value III^Cn-t is set to a predetermined value ΔII.
After setting IACDC to the added value (step 235
), negation (No), that is, when III^Cn-1≧0 is established, the current value III8Co of the air conditioner load term is set to 0.
(step 236), the step 22
Proceed to 8 and below, in this way, the air conditioner load term when the 11AC switch 34 is in the OFF state! 11^Cn is set to a third predetermined value 111AC:D which is a negative value immediately after switching to the off state.
C, and then this value is incremented and then set to the value 0 (such as time ts"-'tp in FIG. 4).

1. In the above-described embodiment, the output torque of the engine is controlled by the intake air amount, but the present invention is not limited to this, and the present invention is not limited to this. Of course, it is also possible to use control.

(Effect of 5m light) As detailed above, according to the present invention, the following effects are achieved.

According to claim 1, since the output increase value is set depending on the operating state of the variable capacity type compressor, the engine output corresponding to the required torque that changes depending on the operating state is maintained over the entire range of the operating state. Appropriate control is possible, and therefore fuel efficiency can be improved and engine stall can be prevented.

According to the second aspect, the engine output can be appropriately controlled according to the stroke of the piston representing the operating state of the compressor, and the above-mentioned effects can be obtained.

Moreover, according to claim 3, the operating state of the compressor can be detected more accurately using two parameters, the stroke of the piston and the discharge pressure, so that the above-mentioned effects can be obtained more appropriately.

Furthermore, according to lIn requirement 4, the operating state of the compressor can be detected by selectively using the stroke of the piston and the discharge pressure according to its operating characteristics, so the above-mentioned effects can be obtained even more appropriately.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram of a fuel supply control device including an outlet horn control device according to the present invention, Fig. 2 is a flowchart of a subroutine for calculating the valve 88 degree command value ICMO during feedback control, and Fig. 3 is an air conditioner load Figure 4 is a diagram showing the transition of the valve opening command value ICHD, etc. according to the subroutine of Figure 2, and Figure 5 is a diagram showing the relationship between compressor stroke, discharge pressure, and load torque. be. 1... Internal combustion engine, 5... Electronic control unit (ECU) (output increase correction means, increase value setting means)
, 20... Compressor, 28... Piston, 31
...Stroke (S"l") sensor (stroke detection means), 32.33...P Ds, P Dt switch (discharge pressure detection means). Applicant Honda Motor Co., Ltd.

Claims (4)

[Claims] 1. An internal combustion engine that is driven by an internal combustion engine of a vehicle and includes a compressor configured to have a variable capacity, and an output increase correction means that increases and corrects the output torque of the internal combustion engine in accordance with the operation of the compressor. The output control device includes an operating state detection means for detecting an operating state of the compressor, and an increase value setting means for setting an output increase value of the output increase correction means in accordance with an output of the operation state detection means. An output control device for an internal combustion engine, characterized by: 2. 2. The output control device for an internal combustion engine according to claim 1, wherein the capacity of the compressor is made variable by a stroke of a piston, and the operating state detecting means is a stroke detecting means for detecting the stroke. 3. 3. The output control device for an internal combustion engine according to claim 2, wherein said operating state detection means comprises said stroke detection means and discharge pressure detection means for detecting the discharge pressure of said compressor. 4. The output of the internal combustion engine according to claim 3, wherein the output increase value is set according to the stroke when the stroke is less than a predetermined value, and is set according to the discharge pressure when the stroke is equal to or higher than the predetermined value. Control equipment value.