JPH0437262B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to an idle operation control device for an internal combustion engine, and more specifically, the present invention relates to an idle operation control device for an internal combustion engine. The present invention relates to an idle operation control device for an internal combustion engine that adjusts the amount of fuel supplied to ensure stable idle operation.

Conventional technology The fuel injection amount of conventional multi-cylinder internal combustion engines is controlled by
Since the fuel injection amount is uniformly controlled for all cylinders, the output of each cylinder may not be uniform due to manufacturing tolerances of the internal combustion engine and/or fuel injection pump, which may affect the stability of the internal combustion engine, especially at idle speed. The amount of harmful components contained in the exhaust gas increased, causing vibrations in the engine, and the vibrations of the engine were likely to cause problems such as noise.

In order to solve the above-mentioned problems, various so-called cylinder control systems have been proposed which control the fuel injected into each cylinder of an internal combustion engine. This type of device, for example, calculates the average rotational speed of the internal combustion engine by sampling an integral multiple of the number of cylinders and uses it as a target value, and uses a so-called learning method based on the difference between the rotational speed of each cylinder and this target value. Accordingly, a device for controlling the fuel injection amount for each cylinder has been disclosed (Japanese Unexamined Patent Application Publication No. 176424/1983;
-214627 and Japanese Patent Application Laid-open No. 58-214631).

Problems to be Solved by the Invention However, the above-mentioned conventional devices are all based on a so-called learning control method that predicts the next injection amount from the difference between the average engine speed and the speed of each cylinder at that time.
It takes time to evaluate the learning results within the microcomputer, the control response is poor, and furthermore, complex algorithms are required to evaluate the learning results, which requires a large amount of man-hours to develop. There is a problem with this.

An object of the present invention is to perform closed-loop control according to the speed difference between each cylinder of a multi-cylinder internal combustion engine, without requiring a complicated algorithm for evaluating control results.
An object of the present invention is to provide an idle operation control device for an internal combustion engine that can stably perform metering control for each cylinder with good responsiveness.

Means for Solving the Problems The present invention has a first calculation means for calculating the average speed of a multi-cylinder internal combustion engine, a means for outputting target speed data indicating a desired target idle rotation speed,
means for outputting first control data related to the amount of fuel to be supplied to the internal combustion engine in order to obtain the target idle rotation speed in response to the calculation result of the first calculation means and the target speed data; An idle operation control device for an internal combustion engine having a closed loop control system comprising: a control means for controlling a necessary adjustment means so that closed loop control of the idle rotation speed is performed in response to first control data; A detection means for sequentially detecting the instantaneous speed of each cylinder at a predetermined timing, and a reference cylinder that is responsive to the detection results sequentially detected by the detection means to determine the instantaneous speed for each cylinder and a reference cylinder predetermined for each cylinder. means for sequentially and repeatedly calculating and outputting difference data corresponding to the difference between the instantaneous speed and the instantaneous speed for all cylinders, a timing detecting means for detecting the operation timing of each cylinder of the internal combustion engine, and responding to the difference data. and the second value related to the supplied fuel necessary to make the difference indicated by the difference data zero.
means for calculating and outputting control data; processing means for performing data processing for at least proportional and integral control on the control data of the closed-loop control system; output control means for outputting the second control data at a predetermined timing before the fuel adjustment stroke; and controlling application of the second control data to the closed loop control system to turn on each cylinder control;
The present invention is characterized in that it includes means for turning off the control, and means for changing the control constant in the processing means in response to turning on and off each cylinder control.

Effect According to the above-described configuration, during the feedback control loop in which the average speed of the internal combustion engine is controlled to a desired target idle speed, the adjustment for each cylinder is performed so that the instantaneous speed of each cylinder of the internal combustion engine is equal. Since a feedback control loop is provided for control, when each cylinder control is turned on, the amount of fuel supplied to each cylinder is controlled so that the difference in the instantaneous speed of each cylinder with respect to a predetermined reference cylinder becomes zero. be done. Therefore, the range of angular velocity fluctuation of the internal combustion engine can be made constant, vibration of the internal combustion engine can be reduced, the noise level can be lowered, and the idling rotational speed can be lowered. Furthermore, when each cylinder control is turned on, the PI control constant of the PI control calculation unit in the closed loop control system is changed, thereby making it possible to maintain a proportional and mood control state suitable for controlling each cylinder. Therefore, each cylinder control can be executed in an even more stable state. As a result, idling operation can be performed stably and with low fuel consumption.

EXAMPLES Hereinafter, the present invention will be explained in detail with reference to illustrated examples.

FIG. 1 shows a block diagram of an embodiment in which the idle operation control device for an internal combustion engine according to the present invention is applied to idle operation control of a diesel engine. The idle operation control device 1 is a device for controlling the idle rotation speed of a diesel engine 3 that receives fuel injection from a fuel injection pump 2 .

A known rotation sensor 7 comprising a pulser 5 and an electromagnetic pickup coil 6 is provided on the crankshaft 4 of the diesel engine 3 in order to detect when the crankshaft 4 has reached a predetermined reference angular position. In the illustrated embodiment, the diesel engine 3 comprises 4
It is a 4-cylinder cycle, and cog 5 of cogs 5a to 5d formed at 90° intervals around the periphery of pulsar 5.
The relative position between the pulser 5 and the crankshaft 4 is such that a and 5c face the electromagnetic pickup coil 6 when the pistons of two of the four cylinders of the diesel engine 3 reach top dead center. The positional relationship is determined.

FIG. 2a shows the instantaneous rotational speed N of the diesel engine 3, and FIG. 2b shows the waveform of the alternating current signal AC obtained from the rotation sensor 7 at this time. The alternating current signal AC has a waveform whose level fluctuates between positive and negative every time each cog faces the electromagnetic pickup coil 6, producing a pair of positive and negative peaks, and the time t of the zero cross point between each positive and negative peak ₁ , t ₃ , t ₅ ,...t ₁₇ are respectively diesel engine 3
corresponds to the top dead center timing of either cylinder piston. Time t ₂ , t ₄ , . . . indicates the timing at which the crankshaft has passed 90° from the top dead center. On the other hand, the times t ₁ , t ₃ , t ₅ , ... t ₁₇ , which are the valleys of the instantaneous rotational speed N, are the explosion timings in each cylinder, and due to this explosion, the engine speed N increases, and at time t ₂ , t ₄ , ... t ₁₆ , the engine speed N begins to decrease and reaches a minimum value just before the explosion stroke of the cylinder that will explode next. The instantaneous speed of the diesel engine 3 fluctuates periodically for the above-mentioned reasons, and the fluctuation period corresponds to 1/2 revolution of the crankshaft 4.

Strictly speaking, each valley of the instantaneous rotational speed N is
Although there are cases where the pistons of each cylinder do not coincide with each other when they are at compression top dead center, in this specification, for the sake of convenience, the pistons of each cylinder will be described as being coincident.

Here, the four cylinders of the diesel engine 3 are respectively named cylinders C ₁ , C ₂ , C ₃ , and C ₄ , and these cylinders C ₁
The following explanation will be given assuming that cylinders _C4 to C4 enter the explosion stroke at times _t1 , _t3 , _t5 , and _t7, respectively, and that each cylinder sequentially enters the explosion stroke in this order.

In order to detect which timing indicated by each zero cross point of the alternating current signal AC indicates which cylinder, the alternating current signal AC is detected by the needle valve lift sensor 9 of the fuel injection valve installed in the cylinder _C1 .
The needle valve lift pulse signal NLP ₁ from the above is input to the timing detection section 10, which is applied as a reference timing signal. Needle valve lift pulse signal
NLP ₁ is a cylinder as shown in Figure 2c.
It is output just before t ₁ , t ₉ , t ₁₇ , etc., which are the explosion timings of C ₁ . The timing detection section 10 detects an AC signal.
In response to the AC positive direction pulse, the number of input pulses is counted, and the needle valve lift pulse signal is
It is configured as a binary counter that is reset by NLP ₁ , and binary data indicating the counting result is output as identification data D _i . Therefore, with this identification data D _i , it is possible to easily identify which cylinder and which actuation timing corresponds to any zero cross point in the alternating current signal AC. The identification data D _i is taken out via a switch SW which is controlled as described later, and is input to the speed detection section 8 .

The speed detection unit 8 measures the time θ ₁₁ , θ ₂₁ , ... θ ₄₁ , θ ₁₂ , θ ₂₂ , ... required for the crankshaft 4 to rotate 90 degrees after the explosion timing in each cylinder based on the alternating current signal AC. The specific circuit is shown in FIG. Referring to FIG. 3, the speed detection unit 8 includes a pulse generator 81 that outputs a count pulse CP that is phase-synchronized with the AC signal AC and has a sufficiently higher frequency than the AC signal AC, based on the AC signal AC, and a pulse generator 81 that outputs a count pulse CP based on the AC signal AC, and It also includes a counter 82 for counting the number of pulses CP. The counter 82 has, in addition to an input terminal 82a to which the count pulse CP is input, a start terminal 82b for giving a start pulse for resetting the counting contents of the counter 82 and starting the counting operation, and A stop terminal 82c is provided for applying a stop pulse to stop the operation and hold the count contents. Output lines 83a and 84a of decoders 83 and 84 are connected to each terminal 82b and 82c, and identification data D _i is input to these decoders 83 and 84, respectively.

The identification data D _i indicates the number of positive direction pulses subsequently generated in the alternating current signal AC by the counter reset by the needle valve lift pulse signal NLP ₁ , as already explained, and the illustrated implementation In the example, the timing detection section 10 is configured so that the content of the identification data D _i becomes zero when it is reset by the needle valve lift pulse signal NLP ₁ . Therefore, the content of the identification data D _i becomes 1 at t=t ₁ , 2 at t ₂ , and 3 at t ₃ , as shown in FIG. 2d.
In this way, it increases by 1 every time a positive direction pulse of the AC signal AC occurs, and after reaching 8 at t ₈ , it becomes 0 due to the needle valve lift pulse signal NLP ₁ output just before t ₉ . , the contents will change in the same way thereafter.

The decoder 83 determines that the content of the identification data D _i is 1,
In response to becoming either 3, 5, or 7,
The level of the output line 83a is set to "H" level for a short time, thereby supplying a start pulse to the start terminal 82b of the counter 82. On the other hand, the decoder 84 determines that the contents of the identification data D _i are 2, 4,
6 or 8, the level of the output line 84a is set to "H" level for a short time, thereby causing the stop terminal 8 of the counter 82 to
A stop pulse is supplied to 2c.

As a result, the counter 82 counts the count pulses CP only until the crankshaft 4 rotates 90 degrees after the explosion timing of each cylinder (t ₁ , t ₃ , t ₅ , . . . ). Therefore, each time θ ₁₁ , θ ₂₁ ,
. . , θ ₄₁ , θ ₁₂ , . The counting data CD further includes:
Data ES related to the engine speed at that time measured based on the alternating current signal AC is inputted from the speed detector 86 to the conversion circuit 85,
Here, the counting data CD is converted by the data ES into data indicating each time θ ₁₁ , θ ₂₁ , ..., and this data is an instantaneous engine speed indicating the instantaneous engine speed of the engine immediately after the explosion of each cylinder. The data is output sequentially.

As described above, data indicating the time θ ₁₁ , θ _{21 .} . . from the zero cross point timing to the next zero cross point timing of the alternating current signal AC indicating the explosion timing of each cylinder is obtained from the speed detection unit 8; From then on,
In this specification, the instantaneous speed data indicating the instantaneous rotational speed for the cylinder C _i is generally N _io (n=
1, 2,...).

Therefore, the contents of the instantaneous speed data _Nio output from the speed detection section 8 are as shown in FIG. 2e.

The instantaneous speed data N _io is input to the average value calculating section 11, where the average speed of the diesel engine 3 is calculated. Reference numeral 12 designates a target speed calculating section that calculates a target idle rotational speed suitable for the current operating state of the diesel engine 3 and outputs target speed data _Nt indicating the calculation result.
Since the target speed calculation unit 12 has a known configuration that outputs target speed data _Nt indicating the optimum idle rotation speed according to the current operating state according to the required operating parameters of the diesel engine 3, its details will be explained below. Illustration of the configuration will be omitted. The average speed data and the target speed data _Nt outputted from the average value calculation section 11 are added in the adding section 13 with the polarity shown in the figure, and the addition result is inputted to the first PID calculation section 14 as error data D _e , Data processing for PID control is performed.

The calculation result in the first PID calculation unit 14 is taken out as data Q _ide of the dimension of injection amount, and the addition unit 15
The average speed data ^N is inputted to the conversion unit 16 through the converter 16, and is converted into a target position signal _S1 indicating the target position of the injection amount adjusting member 17, which is necessary to make the content of the error data D _e zero. converted. The position sensor 18 detects the current position of the injection amount adjustment member 17 for adjusting the injection amount of the fuel injection pump 2, and outputs an actual position signal S ₂ indicating the position _. , target position signal S ₁ from the converter 16
and are added in the adder 19 with the polarities shown.

The addition output signal from the adder 19 is input to the second PID calculation unit 20, subjected to signal processing for PID control, and then input to the pulse width modulator 21.
A pulse signal PS having a duty ratio according to the output from the second PID calculation section 20 is output. pulse signal
PS is connected to the injection amount adjusting member 1 via the drive circuit 22.
7 is applied to the actuator 23 for controlling the position of the injection amount adjusting member 17.
The position of the diesel engine 3 is controlled so that it is idled at a target idle speed.

The closed-loop control system described above, which is responsive to the average engine speed and the actual position of the injection quantity control member, provides control to match the average idle rotational speed of the diesel engine 3 to the desired target idle rotational speed.

The device 1 further controls the output of each cylinder of the diesel engine 3 to be the same. A separate closed-loop control system is provided for performing so-called cylinder control. Next, this closed-loop control system will be explained.

The closed-loop control system for controlling each cylinder is for adjusting the fuel supplied to each cylinder so that the difference in instantaneous speed of each cylinder is _zero . A speed difference calculation unit 24 is provided that calculates the difference between the instantaneous speeds for each of C ₁ to C ₄ and a reference instantaneous speed for a reference cylinder predetermined for each cylinder. In this example, the instantaneous speed obtained immediately before the instantaneous speed for the cylinder of interest is considered as the reference instantaneous speed,
Therefore, N ₁₁ −N ₂₁ , N ₂₁ −N ₃₁ , N ₃₁ −N ₄₁ , . . . are sequentially output from the speed difference calculation unit 24 as difference data D _d . The output timing of these difference data is shown in FIG. 2f. It is desirable that the instantaneous speeds of each cylinder are the same value, and the difference data D _d
It is desired that the value of is zero. Therefore, the difference data D _d is added to the reference data D _r whose content is zero in the adder 25 with the polarity shown, and the addition result is processed in the third PID calculation unit 26 for processing necessary for PID control. After that, it is output as control data D _p having the dimension of injection amount.

Furthermore, the average speed data of diesel engine 3 is as follows:
It is updated every time new instantaneous speed data N _io is output from the speed detection section 8, and therefore its contents change as ₁ , ₂ , . . . as shown in FIG. 2g.

The output control unit 27 is for controlling the timing of the control output data D _p based on the difference data D _d , and the output timing is controlled as follows according to the identification data D _i .

In other words, the control output data D _p obtained at a certain timing is the next fuel for the cylinder C i ₊₁ of the cylinders C _i and C _i+1 related to the difference data on which the control data is based. It is outputted for controlling the adjustment operation, and is added in the adder 15 to the idle control amount data Q _ide which is the output of the first PID calculation unit 14 at that time. Therefore, for example, the difference data N _d (=N ₁₁ −N ₂₁ ) obtained at time t ₄ is the difference between cylinders C ₁ and C ₂
It indicates the instantaneous speed difference between
It is output at a timing at least before time t ₁₁ when cylinder C ₂ next enters the explosion stroke and after time t ₉ when cylinder C ₁ explodes. Therefore, in this case,
The control data D _p based on the difference data of N ₁₁ −N ₂₁ is
It is added to the idle control amount data Q _ide corresponding to the average speed data ₃ . As a result, the position control of the injection amount adjusting member is performed so as to make the previous speed difference N ₁₁ −N ₂₁ zero, and the cylinder C ₁ and cylinder C ₂
Adjustment control is performed to equalize the instantaneous speeds of the two.

The above-mentioned output control section controls the output difference between cylinders _C2 and _C3 , the output difference between cylinders _C3 and _C4 , and the output difference between cylinders C4 and _C4 .
In order to make the output difference between cylinders C ₁ and C 1 zero, the same control as in the case where the output difference between cylinders C ₁ and C ₂ is made zero is performed. Thereby, the fuel injection amount to be supplied to each cylinder is controlled for each cylinder, and the output of each cylinder is made equal.

Incidentally, on the output side of the output control section 27, there is a switch 29 that is controlled on and off by the loop control section 28.
is provided, and the switch 29 is activated only when the loop control unit 28 detects that a predetermined condition for stable control of each cylinder is satisfied.
The switch 29 is closed to control each cylinder, and if a predetermined condition is not met, the switch 29 is opened to cancel control of each cylinder, thereby preventing idle operation from becoming unstable due to control of each cylinder. has been done.

That is, it is desirable that the angular velocity control by the above-mentioned cylinder control be performed in a stable state in which the idle rotational speed is within a predetermined range with respect to a desired target value. This means that when variations in the injection system and internal combustion engine appear periodically and regularly,
This is because the above-mentioned cylinder controls operate well. Therefore, if acceleration/deceleration operations are being performed, or if an abnormality has occurred in the control system, controlling each cylinder will actually make the idling operation unstable.

Therefore, in this embodiment, the difference between the target idle rotation speed and the actual idle rotation speed is not greater than the predetermined value _a1 for a predetermined period of time or more, and the amount of depression of the accelerator pedal is less than or equal to the predetermined value _a2 . The switch 29 is closed by the control signal CS from the loop control section 28 only when the following conditions are satisfied: the temperature of the cooling water is equal to or higher than the predetermined temperature, and the control loop for controlling each cylinder is closed. configured.

On the other hand, it is determined that the difference between the target idle rotation speed and the actual idle rotation speed is greater than or equal to the predetermined value a ₃ (≧a ₁ ), and that the amount of depression of the accelerator pedal is equal to or greater than the predetermined value a ₄
(≧a ₂ ) If at least one of the above conditions or some abnormality has occurred in the control system occurs, the switch 29 is opened by the control signal CS, and each control is stopped. The configuration is as follows.

In response to the closing of the switch 29, a loop for controlling each cylinder is formed as described above, and when the control state of the control system changes, the control constant of the first PID calculation unit 14 is changed, and the control for each cylinder is improved. In order to achieve even more stable operation, the control signal CS is
It is input to the first PID calculation unit 14. Control signal
The CS is mainly used as a control signal for changing the proportional control constant and integral control constant of the first PID calculation section 14, and both the proportional control constant and the integral control constant of the first PID calculation section 14 are As soon as the cylinder control is turned on, the value becomes zero or almost zero.

In this way, when each cylinder control is executed, the first
When the proportional control constant and integral control constant in the 1PID calculation unit 14 are changed to extremely small values, PI control of the control component based on the average engine speed is almost eliminated, and only the control component for each cylinder control is controlled.
Calculations for PID control will be performed by the third PID calculation unit 26. As a result, fuel regulation by closed loop control for each cylinder control becomes more dominant than control by average engine speed data.
Stable and good idle engine speed control is performed for each cylinder control. On the other hand, when each cylinder control is not executed, the proportional and integral control constants of the first PID calculation unit 14 are returned to predetermined values, and control is executed to suppress the average engine speed to a required target value.

Further, in this embodiment, the control signal CS is also given to the pulse width modulator 21, and at the same time when the switch 29 is closed by the loop control section 28,
The frequency of the pulse signal PS from the pulse width modulator 21 is changed to a predetermined frequency that does not interfere with the rotational speed of the diesel engine, thereby improving the responsiveness of the actuator 23 when controlling each cylinder. ing.

The timing detection unit 10 detects the operation timing of each cylinder necessary for controlling each cylinder based on the alternating current signal AC and the needle valve lift pulse signal NLP ₁ .
In this case, when the needle valve lift sensor 9 fails, the timing detection section 10 becomes unable to perform the timing detection operation, making it impossible to perform the above-mentioned cylinder control operations, and if left unattended, the idle control state will change. A problem arises in that the condition is deteriorated. In order to avoid such problems, the device 1 is equipped with a preliminary timing detection section 30 for detecting the actuation timing of each cylinder based only on the alternating current signal AC. Preliminary identification data D _j indicating the detected detection result is input to the switch SW.

In order to detect whether or not the needle valve lift sensor 9 has failed, a failure detection unit 31 is provided to which the needle valve lift pulse signal NLP ₁ , average speed data, and actual position signal S ₂ are input. Part 31
When the output of the needle valve lift pulse signal NLP ₁ from the needle valve lift sensor 9 stops, it is determined based on the data and signal S ₂ whether or not the engine is in the no-injection operation area, and whether or not the engine is in the no-injection operation region is determined. If it is not in the injection operation range, the switching signal HS is output, the switch SW is changed from the state shown by the solid line to the state shown by the dotted line, and the preliminary identification data D _j is used instead of the identification data D _i . Detection section 8 and output control section 27
supplied to

FIG. 4 shows a detailed block diagram showing the configuration of the preliminary timing detection section 30. The preliminary timing detection section 30 has a waveform shaping circuit 90 for shaping the waveform of the alternating current signal AC (see FIG. 5a). A basic pulse train signal P _a consisting of the following is output (FIG. 5b). The basic pulse train signal P _a is input to a T-type flip-flop 91, and the T-type flip-flop 91 operates at the rising timing of each pulse of the basic pulse train signal P _a to obtain a Q output and an output (fifth Figure c, d).

The basic pulse train signal P _a is an AND gate 92,
93, the Q output is applied to the other input of AND gate 92, and the output is applied to the other input of AND gate 93. Therefore, AND gate 92 is opened only when the Q output is at "H" level, and AND gate 93 is opened only when the output is at "H" level. As a result, every other pulse forming the basic pulse train signal P _a is taken out from the AND gate 92, and a pulse train signal composed of these pulses is output as the first pulse train signal P _a1 (Fig. 5e). . On the other hand, from the AND gate 93, pulses that do not correspond to the pulses that make up the first pulse train signal P _a1 are extracted from among the pulses that make up the basic pulse train signal P _a , and the pulse train signal made up of these pulses becomes the second pulse train signal. It is output as P _a2 (Figure 5f).

Therefore, as already explained, and gate 9
The pulse of the pulse train signal outputted from either one of the cylinders 2 and 93 indicates the top dead center timing of the cylinder piston immediately before entering the explosion stroke in each cylinder. As can be easily seen from FIG. 5a or FIG. 5b, in this case, the pulses constituting the first pulse train signal P _a1 respectively correspond to the top dead center timing of the cylinder piston immediately before the explosion stroke of any cylinder. It shows. In order to determine this fact from the difference in time interval between adjacent pulses in the basic pulse train signal P _a without using the needle valve lift pulse signal NLP ₁ , control is performed using the first and second pulse train signals P _a1 and P _a2 . counters 94 and 95 are provided. These counters 94 and 95 are similar to the counter 82 shown in FIG.
It has the same structure as the input terminal 94a,
A count pulse P _b having a sufficiently shorter cycle than the cycle of the alternating current signal AC is inputted from the pulse generator 95 to the pulse generator 95a. Start terminal 94b of counter 94 and stop terminal 9 of counter 95
The first pulse train signal P _a1 is input to the counter 5c, and the second pulse train signal P _a2 is input to the stop terminal 94c of the counter 94 and the start terminal 95b of the counter 95. Therefore, the counter 94 is reset by any pulse of the first pulse train signal P _a1 and starts counting the number of generated count pulses P _b , and then the pulses of the second pulse train signal P _a2 are output for the first time. This causes the counting operation to be stopped and the counting contents to be held. The output data of the counter 94 is input to a latch circuit 97 that latches the input data in response to the second pulse train signal P _a2.Therefore , the count contents of the counter 94 are immediately latched into the latch circuit 97. It turns out.

The counter 95 is wired so that the counting operation is started by the pulse of the second pulse train signal P _a2 and is stopped by the pulse of the first pulse train signal P _a1 . The count contents of the counter 95 are latched by the latch circuit 98 in response to the pulses of the first pulse train signal P _a1 .

Therefore, the counter 94 receives the first pulse train signal.
Data DT 11 , DT ₁₂ corresponds to the time T ₁₁ , T ₁₂ , T ₁₃ , ... from the output of the pulse constituting P _a1 until the output of the next pulse constituting the second pulse train signal _{P a2} , DT ₁₃ , . . . , and these data are latched by the latch circuit 97 at the above-mentioned timing (see e, f, g in FIG. 5).
Similarly, the counter 95 receives the second pulse train signal P _a2
Data corresponding to the time T ₂₁ , T ₂₂ , T ₂₃ , ... from the output of the pulse making up the first pulse train signal P _a1 until the output of the next pulse making up the first pulse train signal P a1
DT ₂₁ , DT ₂₂ , DT ₂₃ , . . . are output, and these data are latched by the latch circuit 98 at the timing described above (see e, f, h in FIG. 5).

The contents of the latch circuits 97 and 98 are input to a comparison circuit 99, which determines which latch data is smaller, and the data _G1 representing the determination result is
The selector 100 to which the first and second pulse train signals P _a1 and P _a2 are applied is given as selection control data. The selector 100 receives both signals P _a1 and P _a2
It is for selectively taking out one of the two, and selects the pulse train signal that is given as a latch signal to the latch circuit that latches larger data among the latch circuits 97 and 98. . Therefore, in this case, the latch circuit 98
is larger than the content of the latch circuit 97, the first pulse train signal P _a1 applied to the latch circuit 98 is selected by the selector 100, and
The pulse signal is input to the advance counter 101 as a count pulse signal. That is, a pulse train signal consisting of pulses indicating the top dead center timing of the cylinder piston immediately before the explosion stroke of each cylinder is transmitted to the counters 94 and 95.
will be selected based on the count results.

Therefore, as shown in FIG. 5i, the contents of the quaternary counter 101 are incremented by 1 each time each pulse constituting the first pulse train signal P _a1 is input, and the contents are counted from 0 to 3. will be repeated. Therefore, the output data from the quaternary counter 101 becomes identification data for specifying the cylinder that is in the explosion stroke at that time, and is output as preliminary identification data _Dj .

Depending on the contents of the preliminary identification data D _j , it is not possible to indicate which of the cylinders C ₁ to C ₄ is in the explosion stroke, but as can be seen from the above proof, each cylinder control There is no problem in carrying out this process, and each cylinder can be controlled normally using the preliminary identification data _Dj .

Therefore, even if the needle valve lift sensor 9 fails, each cylinder control can continue normally.

In the above embodiment, the preliminary identification data D _j is provided to the control system only when the needle valve lift sensor 9 fails, but a circuit shown in FIG. , regardless of the needle valve lift signal NLP ₁ from the needle valve lift sensor 9,
A configuration may also be adopted in which the identification data is supplied to the speed detection section 8 and the output control section 27.

According to the above configuration, the closed loop control based on the average speed of the diesel engine and the position of the injection amount adjusting member allows control over transient changes such as engine speed undershoot, and brings the idle rotation speed approximately to the target value. As a result, in a state where the idle rotational speed is substantially stable, each cylinder control is performed so that the angular velocity fluctuations of each cylinder are the same. Even when each cylinder control is being performed, average speed control is being performed and is responsible for most of the output amount, and each cylinder control has the function of correcting it. Then, when each cylinder control is executed, the PI control constant for the control data for average speed control is reduced, so
The control effect of each cylinder control can be effectively obtained.

Furthermore, by providing a preliminary timing detection section 30 and a failure detection section 31, even if the needle valve lift sensor 9 fails, each cylinder control can be continued without any inconvenience, so that reliability can be significantly improved.

As mentioned above, each cylinder control is configured to be executed only when the idle rotation speed is near the target value, but in such a region, the gain of the average idle rotation speed control is set small. It is designed so that it does not significantly affect the operation of each cylinder control.

In addition, in the above embodiment, in order to detect the angular velocity of each cylinder, the time from when the cylinder of interest reaches compression top dead center until the crankshaft rotates 90 degrees is used, so the explosion torque It can best detect fluctuations and is useful for improving control performance.

FIG. 6 shows another embodiment of the present invention in which the idle operation control device 1 shown in FIG. 1 is implemented using a microcomputer.
Among the various parts of the idle operation control device 110 shown in FIG. 6, the same parts as those shown in FIG. 11 are given the same reference numerals, and the explanation thereof will be omitted. Reference numeral 111 indicates a waveform shaping circuit having the same function as the waveform shaping circuit 90 shown in FIG.
Top dead center pulse TDC formed by waveform shaping of AC, needle valve lift pulse signal from needle valve lift sensor 9
Real position signal S ₂ from NLP ₁ and position sensor 18
is input to a microcomputer 113 having a read only memory (ROM) 112. A control program is stored in the ROM 112 to perform the same function as the idle rotation speed control executed by the device shown in FIG. 1, and this control program is executed by the microcomputer 113. By doing so, the required idle rotation speed control is performed.

FIG. 7 shows a flowchart of the control program stored in the ROM 112.
The control program includes a main control program 122 which consists of a step 120 for initializing after the start of the program, and a step 121 for calculating a target injection amount according to the operating amount of the accelerator pedal and controlling the position of the injection amount adjusting member 17. In addition to this, there is an interrupt program INT1 that is executed in response to the output of the needle valve lift pulse signal NLP ₁ , and another interrupt program INT2 that is executed in response to the output of the top dead center pulse TDC. It is equipped with

In step 123, the interrupt program INT1 first sets the contents of the soft counter TDCTR to 8, then sets the flag TF to "0" and ends its execution. This flag TF determines whether the injection amount data Q _i will be calculated in interrupt program 2, which will be described later, or whether the injection amount data Q i will be calculated.
This is a flag to determine whether to output Q _i .
Interrupt program INT2 is executed in response to the occurrence of the top dead center pulse TDC, and the soft counter
Subtract the contents of TDCTR by 1 (step 125),
A determination as to whether TDCTR=0 is performed in step 126. If TDCTR=0, step 127
After setting the contents of the soft counter TDCTR to 8 in step 128, the flag TF is inverted. If the determination result at step 126 is NO, the process advances to step 128, where flag TF is inverted. Thereafter, data M ₁ , M ₂ , ... indicating the time interval between adjacent pulses is calculated based on the generation interval of the top dead center pulse TDC, and the engine speed is calculated based on these data. (Step 129). The data representing this time interval is
This shows the times T ₁₁ , T ₂₁ , T ₁₂ , . . . shown in FIG. 5, and will be used later. Next, step
At 130, a determination is made as to whether the needle valve lift sensor 9 is malfunctioning. This determination is made using the counter
Failure (NG) if the content of TDCTR is greater than 8 and it is detected that fuel injection is in progress.
It is determined that If the needle valve lift sensor 9 is not malfunctioning, in steps 131 to 133,
Whether the engine cooling water temperature T _w is above the predetermined value T _r , whether the accelerator pedal depression amount θ is below the predetermined value _a2 , and the target idle rotation speed.
It is determined whether the value of the difference between N _t and the average idle rotation speed - N _t is not greater than or equal to a ₁ for a predetermined period of time or more, and only when the determination results in steps 131 to 133 are all YES, the idle speed is Each cylinder control calculation based on the instantaneous engine speed for operation is performed (step 134).

When each cylinder control calculation has been executed in this manner, the process proceeds to step 146, where the setting of the PI control constant for the idle speed control calculation based on the average engine speed, which will be executed in step 135 described later, is performed. It is done. When each cylinder control calculation is executed, the proportional control constant PRO and the integral control constant INTE
are set to small values I ₁ and J ₁ , respectively, close to zero, and then the process proceeds to step 135, where the idle rotational speed based on the average engine speed is determined in step 134.
The PI control calculation is executed by taking into account the calculation results of each cylinder control calculation in step 146 and using the control constants I ₁ and J ₁ set in step 146.

On the other hand, if the determination result in at least one of steps 131 to 133 is NO, step 147 is performed.
Then, the values of the above-mentioned proportional control constant PRO and integral control constant INTE are set to I ₂ and J ₂ , respectively. These values I ₂ , J ₂ are the same as the above values I ₁ , J ₁
The required value is greater than the required value. After that,
Proceeding to step 135, only idle rotation control based on the average engine speed is performed based on these constants I ₂ and J ₂ .

Note that when the cooling water temperature is low, combustion is unstable and the explosions do not show the same tendency, and the magnitude of the output torque becomes unstable. Periodic fluctuations in trends cannot be guaranteed. In this way, the state of the cooling water temperature can be considered as one of the factors for determining the preconditions for performing each cylinder control, and therefore, when T _w ≥ T _r , each cylinder control is It is structured to allow this.

If the needle valve lift sensor 9 is malfunctioning,
In step 136, it is determined whether the flag FATC indicating whether or not to control each cylinder is "1". If FATC is "1", the process proceeds to step 131.
If FATC="0", proceed to step 137. In step 137, the idling state remains for a predetermined time T _p
A determination is made as to whether or not the above has been continued, and if the determination result is NO, the process advances to step 147.
If the determination result is YES, the process advances to step 138.

In step 138, among the data indicating the time interval between adjacent top dead center pulses TDC, data M _o obtained in the execution of the current interrupt program INT2,
A comparison is made with data M _o-1 obtained when the previous interrupt program INT2 was executed. As already mentioned, the pulse interval of the top dead center pulse TDC alternates between long and short states, so by comparing the data M _o and M _o-1 , the operation timing of each cylinder can be determined in either of the two states. It is possible to determine whether the If M _o < M _o-1 , the timing when the cylinder corresponding to the top dead center pulse TDC that caused the execution of the current interrupt program INT2 reaches the middle of the explosion stroke (in Figure 2)
This means that the pulses indicate timings corresponding to t ₂ , t ₄ , t ₆ , etc.). On the other hand, if M _o > M _o-1 , the timing at which the cylinder piston reaches top dead center just before any cylinder enters the explosion stroke (t ₁ , t ₃ , t ₅ , . . . in Figure 2) )
This means that the pulse was indicative of .

Therefore, if the determination result at step 138 is NO, each cylinder control calculation is not performed, and the process proceeds to step 147. If the determination result is YES, the process proceeds to step 139, where it is determined whether the flag FN is "1" or not. A determination is made whether or not. Flag FN is provided to determine whether the determination result in step 137 is YES even once.
is "0", the determination result of step 139 is
The result is NO, and in step 140 RN is set to "1", and the contents of variable N are made the contents of counter TDCTR, and the process advances to step 147. Therefore, from next time onwards, the determination result at step 139 will be YES, and the process will proceed to step 141.

In step 141, K=K+1 is set, and then, in step 142, it is determined whether K=4 or not. K increases by one each time one of the cylinders undergoes an explosion stroke. If the determination result in step 142 is NO, the process advances to step 147.
If the determination result in step 142 is YES, the process proceeds to step 144, where it is determined whether the value of the variable N matches the value of the counter TDCTR, and one cycle has elapsed (the crankshaft has rotated 720 degrees). and
If N=TDCTR, proceed to step 145;
After setting FATC=“1”, TDCTR=8, and TF=“0”, proceed to step 135. If the determination result at step 144 is NO, proceed to step 143 and set K=
"0", RN="0", and the process advances to step 135.

In this way, if it is determined that the needle valve lift sensor 9 is not malfunctioning, the process immediately proceeds to step 131, but if the needle valve lift sensor 9 is malfunctioning,
By comparing the data M _o and M _o-1 in magnitude, the operating timing of each cylinder of the engine at any given time is determined, and step 134 of each cylinder control calculation is executed according to the result of this determination. .

Next, each cylinder control calculation shown in step 134 will be explained in detail with reference to the flowchart of FIG.

First, the flag TF is determined in step 150, and if the flag TF is "0", steps for calculating control data for controlling each cylinder are executed thereafter, while the flag TF is If it is "1", a step for outputting control data for controlling each cylinder will be executed thereafter. When the flag TF is "0", an even number of top dead center pulses TDC have been output since the needle valve lift signal NLP ₁ was output, and the next top dead center pulse TDC has not yet been output. state.
That is, this is a period in which none of the cylinders is in the explosion stroke, and corresponds to the periods t ₂ -t ₃ , t ₄ -t ₅ , t ₆ -t ₇ , . . . in FIG. 2. On the other hand, flag TF is "1"
As can be seen from the above _explanation , this is a period in _{which one of} the cylinders _is in the explosion stroke, and in _FIG . It corresponds to each period.

If the flag TF is "0", it is determined in step 151 whether or not the operating conditions of the engine at that time satisfy the necessary conditions for controlling each cylinder, and the determination result is NO. When this happens, the content of the data indicating the fuel injection control amount to each cylinder for each cylinder control is set to zero (step
152). In this specification, injection amount control data for controlling each cylinder is generally expressed as Q _Aio . Here, i indicates the cylinder number, and n indicates the timing at which this data was calculated. After this,
In step 153, output amount control data Q _i for idle rotation control based on the average speed is calculated, and in step 154, the injection value for the next cylinder calculated one cycle earlier is added to this control data Q _i . The sum of the quantity control data Q _A(i+1)(o-1) is defined as the control data Q _i . This control data Q _i is stored in RAM 114 within microcomputer 113 .

If the determination result in step 151 is YES, in step 155, the speed N _io based on the top dead center pulse TDC output this time and the speed N _{(i -1) o} and calculate the difference ΔN _io , and then in step 156,
The difference ΔΔN _{i between the difference ΔN io} obtained _in step 155 and the difference ΔN _{i (o-1)} obtained in the same manner one cycle before is calculated. After that,
In step 157, constants for PID control are set, and I _ATCi is loaded around integration (step 158). As a result, PID control calculation is performed (step 159), and the resulting control data Q _Aio for controlling each cylinder is stored (step 160). Therefore, in this case, the value of the data stored in step 160 and the previous value of the data Q _i are added to form the final data Q _i .

If the determination result in step 150 is YES, control data corresponding to the amount of depression of the accelerator pedal is
The value of the data Q _i at that time is added to the value of Q _APP to form data Q _DRV (step 161), and this is output as injection amount control data to the cylinder in the compression stroke at that time (step 162).

As can be seen from the above explanation, the needle valve lift sensor 9
is normal, the flag TF controls the calculation and output of control data for each cylinder control, and when the needle valve lift sensor 9 is out of order, the data M _o
The execution timing of calculation for each cylinder control is determined by comparing this with M _o-1 , and thereby each cylinder control can be performed regardless of whether or not the needle valve lift sensor 9 is malfunctioning.

Effects According to the present invention, since each cylinder is controlled so that the angular velocity fluctuation range of each cylinder is constant, engine vibration is reduced, the noise level is lowered, and the idling rotation speed can be lowered. In addition to being useful for improving fuel efficiency, unlike the learning method, calculation processing is easy and the configuration is simple. Furthermore, each cylinder control is performed only when predetermined conditions are met, and when each cylinder control is performed, the PI control constant of the PI control calculation for the idle rotation speed control component based on the average engine speed is As a result, the control effect of each cylinder control is improved, so that the idle rotation speed of the engine can be controlled more stably.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing one embodiment of the present invention;
Figures 2a to 2g are time charts for explaining the operation of the device shown in Figure 1, and Figure 3 is a time chart for explaining the operation of the device shown in Figure 1.
A detailed block diagram of the speed detection section shown in Fig. 4 is shown in Fig. 1.
5a to 5i are time charts for explaining the operation of the preliminary timing detecting section shown in FIG. 4, and FIG. 6 is a detailed block diagram of the preliminary timing detecting section shown in FIG. 7 is a flowchart of a control program executed by the microprocessor of the device shown in FIG. 6, and FIG. 8 is a detailed flowchart of a part of the flowchart shown in FIG. 7. It's a chat. 1,110...Idle operation control device, 2...
Fuel injection pump, 3... Diesel engine, 4...
Crankshaft, 7... Rotation sensor, 8... Speed detection section, 10... Timing detection section, 11... Average value calculation section, 12... Target speed calculation section, 17... Injection amount adjustment member, 23... Actuator, 24...Speed difference calculation unit, 27...Output control unit, AC...Alternating current signal, D _i ...Identification data, _Dj ...Preliminary identification data, _Nio ...Instantaneous speed data, _Dp ... Control output data, N _t ...Target speed data, ...Average speed data.

Claims (1)

[Claims] 1. A first calculation means for calculating an average speed of the multi-cylinder internal combustion engine, a means for outputting target speed data indicating a desired target idle rotation speed, and a means for responding to the calculation result of the first calculation means and the target speed data. means for outputting first control data related to an amount of fuel to be supplied to the internal combustion engine to obtain the target idle rotation speed; and closed-loop control of the idle rotation speed in response to the first control data. An idle operation control device for an internal combustion engine having a closed-loop control system comprising: a control means for controlling necessary adjustment means so as to control a necessary adjustment means; In response to the detection results sequentially detected by the detection means, difference data corresponding to the difference between the instantaneous speed for each cylinder and the instantaneous speed for a reference cylinder predetermined for each cylinder is sent to all cylinders. means for sequentially iteratively outputting the calculations for the
a timing detection means for detecting the operation timing of each cylinder of the internal combustion engine; and a timing detection means for calculating and outputting second control data related to the supplied fuel necessary to make the difference indicated by the difference data zero to zero in response to the difference data. processing means for performing data processing for at least proportional and integral control on the control data of the closed loop control system; and processing means for performing data processing for at least proportional and integral control on control data of the closed loop control system, output control means for outputting the second control data at a predetermined timing;
means for controlling application of the second control data to the closed loop control system and turning on and off each cylinder control; and means for changing a control constant in the processing means in response to turning on and off each cylinder control. An idle operation control device for an internal combustion engine, characterized by comprising: