JPH02161150A - Idle speed controlling method - Google Patents

Abstract

PURPOSE:To prevent generation of engine stall due to variation in capacity of a compressor for a car provided with a continuously variable capacity type compressor by controlling idle speed of the engine based on the information of detected capacity of the compressor. CONSTITUTION:On an inlet passage 31 communicating with an inlet port 25 of an engine body 21, a throttle valve 34 is arranged. On a bypass passage 35 connecting the upper and lower parts of the throttle valve 34 together, an idle control valve 36 is arranged, whose opening is regulated according to a duty ratio of welding time to its solenoid 37. The solenoid 37 is controlled by an engine control part 41 based on the detected information on car condition of several kinds 51 through 57, and on the detected information 58 on capacity of a continuously variable capacity type compressor for air conditioning. Variation in capacity of the compressor generated during driving of a car can be assuredly reflected upon speed control for the next idling, and the generation of engine stall can thus be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field 1] The present invention relates to a method for controlling idle rotation Wi of a vehicle equipped with a continuously variable capacity air conditioning compressor.

[Prior Art] The idle speed control mechanism adjusts the opening degree of an idle control valve provided in a bypass passage of the intake passage to always keep the idle speed at an optimum level. In addition to the engine speed, cooling water, vehicle speed, etc., the engine control unit that operates the valves also receives operating information (ON and OFF signals) for 11 air conditioning units as one of the vehicle state detection information necessary for idle control. is also entered.

On the other hand, the compressors used for air conditioning have gone from a fixed capacity type to a stepwise variable capacity type, and now a continuously variable capacity type compressor has also entered the practical stage.

[Problems to be Solved by the Invention] However, in the idle control of a vehicle equipped with the above-mentioned continuously variable capacity compressor, as mentioned above, the operation information of the compressor is limited to ON and OFF signals, and the load (capacity) ) If control is performed without any fluctuation information being provided, the idle control valve opening and target rotation speed that were set during the initial phytolink will not be able to respond to changes in the driving situation, that is, fluctuations in ¥Hl. This will control the starting conditions for the next idle link.

Therefore, if the capacity of the compressor decreases due to excessive cooling capacity as the rotation speed increases while driving, the next idle rotation speed will be much higher than the target value, causing discomfort, and may cause environmental problems. Conversely, if the capacity of the compressor increases due to slow speed driving due to changes or traffic jams, the idle rotation speed may not reach the target 11jli, and there is a risk that an unexpected situation such as the engine stopping may occur.

An object of the present invention is to accurately control the idle rotation speed of a vehicle equipped with a continuous M variable crushing compressor.

[Means for Solving the Problems] In order to solve the above problems, the present invention inputs various vehicle state detection information and compressor capacity detection information to the engine control section 1, and the engine control section operates based on the above information. A technical measure is taken to adjust the idle speed adjustment means.

The above-mentioned compressor N in the method of the present invention includes all types of compressors having a continuously variable capacity such as an oscillating swash plate type, a rotating swash plate type, and a vane type compressor.

The specific means for outputting the capacity detection information can be selected at will, and the input information to the engine control section 1 is not limited to minute container detection signals, but is determined by stepwise Ifi sheath circumference. It can be used as a discrimination signal.

Further, the function of the idle rotation speed adjusting means is based on the opening degree adjustment of the idle control valve provided in the bypass passage.
Although this is intended to control air darkness and fuel injection m, it can be replaced with control of ignition timing via an igniter.

[Effect 1] Therefore, compressor n load <'am detection> information is always provided to the engine control section even when driving, together with other vehicle state detection information, and the engine Lll 1111 section inputs the above load fluctuation. Immediately thereafter, the target rotation speed is predicted, and the idle rotation speed adjusting means is operated to adjust the control conditions during the next idling.

[Example] Hereinafter, an example of the present invention will be specifically described based on the drawings.

FIG. 1 shows a rocking swash plate type compressor installed in a vehicle implementing the method of the present invention, in which a front housing 2 is placed before and after a cylinder block 10 that constitutes a part of the outer shell of the compressor.
A rotating shaft 4 is rotatably supported by the cylinder block 1 and the front housing 2. A rotary support body 5 is fixed on the rotary shaft 4 in the front housing 2, and a support arm 6 extending toward the rear side of the rotary support body 5 has an elongated hole 6a extending through the distal end thereof. A bottle 7 is slidably fitted into the elongated hole 6a, and a rotary drive plate 8 is connected to the bottle 7 so as to be tiltable.

A sleeve 9 is disposed adjacent to the rear end of the rotary support 5 and is slidably fitted onto the rotary shaft 4, and is always biased toward the rotary support 5 by a spring 10. A protruding support shaft 9a (only the negative direction is shown) is fitted into an unillustrated engagement hole of the rotational drive plate 8, and the rotational drive plate 8
is supported so as to be swingable around a support shaft 98.

An lfl movable swash plate 11 is supported on the rear side of the rotary drive plate 8 so as to be relatively rotatable, and a notch 11a provided at the outer edge engages with a through bolt 16, thereby restraining the rotation, and the cylinder block The piston 13 in the bore 12 penetrating through the piston rod 1 and the (χ minor swash plate 11)
Connected by 4. Therefore, the rotational movement of the rotating shaft 4 is transmitted through the rotational drive plate 8 to the front and back of the swinging swash plate 11 at t1:
The refrigerant gas sucked into the bore 12 from the suction chamber 3a is compressed and discharged into the discharge chamber 3b as the bistron 13 moves back and forth within the bore 12.

Then, the piston 13 responds to the pressure difference between the pressure inside the crank chamber 2a and the suction pressure inside the bore 12 via the screws 1 to 13.
The zero stroke changes, and the inclination angle of the rocking swash plate 1 changes. The pressure in the crank chamber 2a is applied to the electromagnetic control valve mechanism 15 disposed within the protruding portion of the rear end of the housing 3 based on the pressure.

A magnetic body 17 is implanted on the outer peripheral edge of the swinging swash plate 11, and a wall of the crank chamber 2a corresponding to the movement locus of the detected body 17 is provided with, for example, an electromagnetic induction type. A detector 8 is arranged. The detector 18 detects the detected object 1
7, and the signal is transmitted to both heads of the detector 18 on the movement locus (expressed as the residence time ratio of the detected object 17, that is, the pulse generation interval time ratio). The detected minute capacity detection signal or the number of pulses per cycle is converted into a stepwise capacity discrimination device, etc., and is input to the engine ll1l control unit that controls the idle speed.

It varies depending on the compression 111HI. The positional relationship between the motion trajectory of the F2 detected object 17 and the detector 18, as well as the pulse transmission situation will be explained in more detail based on FIGS. 2 to 4.

Figure 2 shows numbers (a) to (e) of the compressor.
1 represents the motion locus of the detected object 17 according to 1.
(a) shows the minimum capacity, (e) shows the maximum capacity ffi, and (C) shows the middle capacity. The right end of each trajectory line is the limit point on the unchanging top dead center side, and the left end is the changing bottom dead center side. This is the breaking point. The detector 18 is installed at a position where it can monitor the motion locus of the detected object 17, but first it detects the center of the motion locus (a) at the minimum capacity (a).
An explanation will be given of the case where the device is installed in the darkness from the S position to the limit point on the bottom dead center side.

Assuming that the area to the right in the figure from the S position in the movement locus is R and the area to the left of the S position is L, two pulses are generated each time the detected object 17 crosses the boundary between the two head areas R and L, that is, in one cycle. Then, the detected object 17 has both heads [18 staying in R1L]
If the time interval is tl' (XtL), then both tR and tL are proportional to the rotation angle of the rotating shaft. Therefore, in this case, the pulse generation interval time ratio based on the dynamic variation is tR/l.
Although it has the advantage of being able to uniquely determine R + tl-≦0,5, it has the disadvantage that the fluctuation range of the pulse generation interval time ratio with respect to the response rate becomes smaller as the capacity increases (see Fig. 4). line A).

Detection in reverse! ! 118 is installed closer to the limit point on the bottom dead center side from the S position, the fluctuation range of the pulse generation interval time ratio can be increased depending on the distance from the S position, but the small official ff1ti! The pulse generation interval time ratio of different capacities at t is 161-value (tR/lR+tL-tL
/lR+tL), and the problem remains that it cannot be specified in terms of the -frame (line B in FIG. 4). but,
Such a capacity uncertainty phenomenon occurs only in small-sized buildings with small loads, and is within a range that can be ignored for practical purposes. The pulse generation interval time ratio thus determined is input to the engine control section as a 4I capacitance detection signal.

Next, an example will be described in which the detector 18 is installed approximately at the center (position P) in the variation area (area between the broken lines in the figure) of the limit point on the bottom dead center side.

Figure 3 shows the pulse generation situation detected by the detector 18, and (a) to (e) in the figure correspond to the marks @(a) to (e) in Figure 2, respectively. There is. In other words, when the minimum capacity is <8), the detected object 17 is detected VMia
does not reach the capture range of , and the electromotive force E is O, so no pulse is generated.

At intermediate capacity (C), the detected object 17 is the detector 18
is completely encountered, so a pulse of maximum power occurs once per period. At the maximum capacity (e), when the detected object 17 sufficiently exceeds the capture range of the detector 18, it turns around, so similar pulses are generated twice on both the forward and backward paths.

In addition, as shown by (1) in the figure, the motion locus of the detected object 17 is within the range v! If it is somewhat shorter than that in J11 (C), one pulse with a small output corresponding to the degree will be generated, and the motion trajectory will change to the intermediate volume ff as shown in (d).
If the length is somewhat longer than that of 1l15(C), a pulse with a small output corresponding to the length will be added and two pulses will be generated. Therefore, by determining the output limit value of the pulses to be counted and adjusting this 11j, the capacity becomes (a) to (
b) is a small capacity with a pulse number of 0, (b) to (d) is a medium capacity with a pulse number of 1, and (d) to (e) is a large capacity with a pulse 'e & 2. Can be done. In this case, when the minimum capacity is 10% and the maximum capacity is 100%, the above-mentioned three-stage capacity weight distribution can be arbitrarily determined by selecting the level distribution of the F detector 18 and the output limit value of the pulses to be counted. It is possible to set.

FIG. 5 shows an idle rotation speed ll1ll tal1 mechanism that adds the compressor capacity signal output by the capacity determination device of the present invention to one of the vehicle status information. is piston 2
3 is slidably housed to form a combustion chamber 24. The intake boat 25 is connected to the exhaust boat 2 by the intake valve 26.
7 are opened and closed by exhaust valves 28, respectively. A fuel injection valve 29 is arranged near the intake boat 25. An air filter 32 and an air flow meter 33 are provided at the most upstream side of the intake passage 31 communicating with the intake boat 25, and a throttle valve 34 is provided downstream thereof. The upstream and downstream sides of the throttle valve 34 are connected by a bypass passage 35, and the flow area of the bypass passage 35 is adjusted by an idle control valve 36.

The idle control valve 36 is, for example, a near solenoid valve, and its opening degree is always adjusted by the engine control section 41, thereby controlling the idle rotation speed by I11.

The idle control valve 36 is adjusted by 17f1 degrees depending on the duty ratio of the energization time of the solenoid 37, and is fully open when the duty ratio is 0% and fully open when the duty ratio is 100%.

The engine control unit 41 is responsible for determining the duty ratio of the energization time of the solenoid 37 of the idle control valve 36.
It consists of a microprocessing unit (MPU) 42, a memory 43, an input port 44, an output port 45, and a bus 46 connecting these. Various vehicle status information, which will be described later, is input to the input port 44, and the +J+ cover 45 is connected to the solenoid 37 of the idle control valve 36. The MPU 42 calculates the duty ratio of the energization time to the solenoid 37 according to the IC program stored in the memory 43.

51 to 584 are parameters input to the input port 44 as vehicle status information, 51 is a signal corresponding to the engine speed, and 52 is a signal of the idle switch when the opening degree of the throttle valve 1 to the valve 34 is below a predetermined value. ON signal, 53 is a signal according to the vehicle speed, 54 is attached to the automatic transmission of the A-Tomabook car, and is the neutral ON signal when the shift lever is in the neutral range (N range) or parking range (P range) , 55 is an ON signal for the air conditioning compressor, 56 is an oil pressure 11 ON (No. ii,
57 is a signal corresponding to the cooling water temperature. Reference numeral 58 denotes information (detection or discrimination signal) for inquiring about the capacity of the continuously variable capacity Sui-type compressor equipped with capacity detection, which is a feature of the present invention.

Therefore, the compressor load information output by capacity detection is always given to the engine control section 41 even when driving, and the engine 1II+ control section 41 predicts the target rotation speed immediately after inputting the above-mentioned load fluctuation. Since the idle control valve 36 is operated to adjust the next idling air pressure and the corresponding fuel injection in a chained manner, it is possible to keep the engine speed close to the appropriate value at all times.

By the way, when the capacity of the compressor is made variable in the range of 10 to 100%, with conventional control using only ON and OFF signals,
30 Or, p, m for engine speed at idling
It is said that the impact on the compressor is in three stages, for example, and there are concerns about the occurrence of engine stop accidents and unpleasant conditions that the driver will naturally perceive. If this discrimination information is provided to the engine control unit 41, the influence on the engine speed during idling can be kept to a small value of less than 100 r, p, m. Although the above-mentioned embodiments have been explained with respect to a swinging inclined root type compressor, in the case of a rotary swash plate (variable angle) two compressor, the operation locus of an object to be detected installed in the piston neck may be , five detectors installed in the cylinder block (
It suffices to detect it in the same way.
As a means of compressing the compressor, it is possible to use a position sensor to measure the movement of the indigo element, which actually adjusts the compression work.
That's fine.

[Effects of the invention] 1:5T) As mentioned above, the present invention has a continuously variable capacity type 8
The E-compressor's burial detection information is input to the engine control unit along with other state detection information, and the idle speed is calculated based on this information, so it is possible to detect compressor damage that occurs during driving. Capacity fluctuations are also steadily reflected in the rotational speed subsection during the next +1+1 idling, making it possible to completely prevent the occurrence of concerns such as engine stalling and discomfort.

[Brief explanation of the drawing]

Fig. 1 is a diagram showing an example of a oscillating swash plate compressor embodying the present invention, Fig. 2 is an explanatory diagram showing the motion locus of the object to be detected and the arrangement position of the detector, and Fig. 3 is the capacity FIG. 4 is a graph showing the relationship between the beginning of the change in compressor and the pulse generation interval time ratio, and FIG. 5 is a sectional view showing the idle control mechanism. 1... Cylinder block 2a... Crank chamber 1
1-... Rocking swash plate 13... Piston 17.
...Detected object 18...Detector 41...Engine control section

Claims (1)

[Claims] (1) In a vehicle equipped with a continuously variable capacity air conditioning compressor, various vehicle state detection information and compressor capacity detection information are input to the engine control unit, and the engine control unit idles based on the above information. An idle rotation speed control method comprising controlling a rotation speed adjustment means.