JPH0510487B2 - - Google Patents

Description

[Detailed description of the invention] The present invention relates to an engine control device.

Conventionally, in automobile engines, in order to stabilize the engine speed during idling operation, throttle valves, etc. Many technologies have been proposed for performing feedback control such that the engine speed reaches the target idle speed by driving the intake flow control valve of the engine and adjusting the amount of air supplied to the combustion chamber. By the way, some modern cars are equipped with a power steering oil pump as an auxiliary device driven by the engine, and the pump goes from a non-operating state to an operating state when the engine idles. In such cases, the load increases discontinuously, and the normal gain of the feedback control described above cannot cope with the rapid increase in load, causing the idle speed to temporarily drop.
There was a risk that this would cause discomfort to the driver and, in the worst case, cause the engine to stall.

In order to resolve the above-mentioned problem, if a change in the cooler compressor from inoperation to operation or a change in the shift position of the automatic transmission from neutral to running is detected during idling, the load Techniques for increasing the amount of air supplied to the combustion chamber by an amount commensurate with the fluctuations have already been proposed in JP-A-54-98413 and JP-A-54-113725.

The technologies shown in both of the above publications include a bypass passage that bypasses a manually operable throttle valve, a bypass valve driven by a negative pressure motor is installed in the bypass passage, and It has a configuration in which a drive signal is supplied from a control device to the negative pressure motor, and when the occurrence of the above-mentioned specific load fluctuation is detected, the drive signal is corrected by an amount corresponding to the above-mentioned specific load fluctuation. . However, when the above-mentioned specific load fluctuation occurs, simply changing the amount of air supplied to the combustion chamber will result in a delay in time from when the amount of supplied air changes until the engine output changes. Therefore, there is still a possibility that the engine speed may drop temporarily immediately after the load fluctuation occurs, and there is a risk that the above-described problems may not be sufficiently resolved.

The present invention has been proposed in view of the above, and includes a power steering oil pump and a generator for charging a battery as auxiliary equipment driven by an engine. an oil pressure detection means for detecting the oil pressure of the oil pump, and a set time when it is detected that the operating state of the oil pump changes in a direction in which the engine load increases based on the output of the oil pressure detection means in an operating state including at least idling operation. The gist of the present invention is to provide an engine control device characterized by comprising a generator control means for outputting a power generation control signal for reducing the engine load caused by the generator.

According to the present invention, when an increase in engine load due to the power steering oil pump is detected by the oil pressure detection means in an operating state including at least idling operation, the generator control means immediately controls the engine generator for a set time. In order to offset at least a part of the stepwise increase in engine load caused by the start of operation of the pump by reducing the load, a drop in engine speed due to pump operation is prevented at least in operating conditions including idling operation. It has the effect of being.

Embodiments of the present invention will be described in detail below with reference to the drawings.

As shown in FIG. 1, a throttle valve 2 is disposed in an intake passage 1 of an engine E mounted on an automobile (not shown), and a shaft 2a of the throttle valve 2 is connected to a throttle lever outside the intake passage 1. It is connected to 3. Furthermore, when an accelerator pedal (not shown) is depressed, the end 3a of the throttle lever 3 rotates the throttle valve 2 in the clockwise direction (opening direction) in FIG. 1 via the throttle lever 3. A wire (not shown) is connected to the
Furthermore, the throttle valve 2 is equipped with a return spring (not shown) that biases it in the closing direction, so that when the tensile force of the wire is weakened, the throttle valve 2 starts to close. There is.

Incidentally, an actuator 4 is provided to control the opening degree of the throttle valve 2 during engine idling operation, and this actuator 4 is equipped with a DC motor (hereinafter simply referred to as "motor") 5 having a worm 6a on its rotating shaft. The worm 6a with the motor 5 meshes with an annular worm wheel 6b.

The worm wheel 6b is integrally provided with a pipe shaft 6c having a female threaded portion 6d, and a rod 7 having a male threaded portion 7a that is screwed into the female threaded portion 6d of the pipe shaft 6c is attached to the wormwheel 6b.
b and the pipe shaft 6c.

The tip of the rod 7 is connected to the end 3a of the throttle lever 3 via the idle switch 9.
It is adapted to come into contact with the engine E when it is in an idling operating state.

Here, the idle switch 9 is turned on (closed) when the engine is idling, and turned off (open) at other times.
This is a switch.

Note that the rod 7 has a long hole 7b formed therein, into which a pin (not shown) on the actuator body side is guided.
This prevents the rod 7 from rotating. As described above, since the tip of the rod 7 is in contact with the end 3a of the throttle lever 3 when the engine E is in an idling state, by rotating the motor 5 in a predetermined direction, the pipe is moved through the worm gear. When the shaft 6c is rotated to cause the rod 7 to protrude (advance) from the actuator 4,
The throttle valve 2 is controlled to open, and the motor 5 is rotated in the opposite direction to retract (retract) the rod 7 into the actuator 4.
The throttle valve 2 is controlled to close by the action of a return spring.

Further, a throttle opening sensor 8 is provided to detect the opening of the throttle valve 2 (throttle opening), and the throttle opening sensor 8 may be a potentiometer or the like that generates a voltage proportional to the throttle opening. is used.

Furthermore, 10 is a crank angle sensor that generates a pulse every time the crankshaft of engine E rotates by a set angle (for example, 0.5°); 11 is a water temperature sensor that detects the cooling water temperature as the warm-up temperature of engine E;
2 is a cooler switch that detects whether or not a cooler compressor (not shown) driven by engine E is in operation; 13 is a cooler switch that detects the oil pressure state of a power steering oil pump (not shown) that is driven by engine E (when the generated oil pressure is a predetermined value); 14 is a vehicle speed sensor that detects the vehicle speed using a pulse signal with a frequency proportional to this, and the outputs of these switches and sensors are sent to the throttle opening sensor 8 and the idle switch. It is designed to be input to a control unit (microcomputer) 15 together with the output of 9.

Further, an ignition signal (pulse signal) SG generated by a signal generator (not shown) of a distributor 24 driven by the engine E is input to the control unit 15.
The control unit 15 uses this ignition signal SG as an interrupt signal for instructing the start of operation of the computer, which will be described later, and measures the time interval at which the signal occurs using a timer.
SG is used as information corresponding to engine speed.

The ignition signal SG is generated in two pulses every time the crank shift (not shown) of the engine E makes one revolution, and while it is input to the control unit 15, it is also transmitted through the igniter 25 with a retard mechanism. It is designed to be input to the primary side of the ignition coil 26. Note that this ignition signal SG is generated at a fixed phase with respect to the rotation angle of a crankshaft of an engine (not shown). The secondary side of the ignition coil 26 is connected to the center terminal of the distributor 24, and this center terminal is electrically connected to four ground electrodes via a rotor current-carrying part (not shown), and each of the four ground electrodes is connected to the engine E. It is connected to a spark plug 30 provided in the combustion chamber 28 of the engine.

Further, a generator GE is connected to the engine E via pulleys P1, P2 and a belt T, and this generator GE has a built-in regulator R. The output end of this generator GE is connected to battery B with a rating of 12V. A control unit 15 and an ignition coil 26 are connected to the battery B via a key switch KS, and an electric load L such as a headlamp is connected to the battery B via an electric load switch LS. Note that in the connection between battery B and control unit 15, fluctuations in the terminal voltage of battery B, which is a power source, are supplied to control unit 15 as an input signal.

By the way, the detailed structures of the generator GE and regulator R are shown in Figure 2.
The GE armature 101 is connected to battery B via a commutator 102. Further, the power generation state (on/off in this case) of the generator GE is controlled by a field coil 104.
The positive end of the field coil 104 is connected to the battery B via the key switch KS and the pilot lamp 106, and to the armature 101 via the commutator 107, while the negative end is connected to the ground via the regulator R. has been done. This regulator R is a voltage determination circuit 108
and a judgment voltage switching circuit 109 for switching the judgment voltage of the same circuit 108.
09 is controlled by a control signal (on/off signal) from a control unit 15. When the off signal is output from the control unit 15, that is, when the power generation control signal is not output, the transistor 112
is off, terminal A is open (that is, becomes high level), transistor 113 of judgment voltage switching circuit 109 is turned on, and terminal B is grounded. That is, the terminal C of the voltage determination circuit 108
A voltage Vc obtained by dividing voltage Va by resistors 114 to 116 (respective resistance values R ₁ to R ₃ ) is applied to. Note that Vc=Va·{R ₃ /(R ₁ +R ₂ +R ₃ )}. The breakdown voltage Vz of the Zener diode 118 is determined by the voltage Va being a set voltage (for example,
14V).In other words, if Va is less than the set voltage, the Zener effect will not occur and the transistor 1
19 is turned off, transistors 120 and 121
is turned on, terminals D and E are short-circuited, current flows through the field coil 104, and power generation is performed.On the other hand, when Va exceeds the set voltage due to the power generation of the generator GE, the transistor 119 is turned on due to the Zener effect. Turns on and transistors 120, 121
is turned off, terminals D and E are opened, the current in the field coil 104 is cut off, and power generation is stopped. On the other hand, when the control unit 15 outputs the ON signal, that is, when the power generation control signal is output, the transistor 112 is turned on and the terminal A is grounded. As a result, the base of the transistor 113 is grounded, the transistor 113 becomes de-energized, and the terminal B becomes open (ie, not connected to anything). By opening terminal B, resistors 114 to 11
7 (respective resistance values R ₁ to R ₄ ), the voltage Va is divided by the voltage Vc′ as shown below.

Vc′=Va・{(R ₃ +R ₄ )/(R ₁ +R ₂ +R ₃ +R ₄ )} Since this voltage Vc′ is higher than Vc, the Zener diode 118 remains on even if the voltage Va becomes below the set voltage. In this case, the voltage would normally be stopped. (However, if Va drops abnormally (for example, below 10V), the value of Vc′ will be the voltage Vc when the voltage Va is the set voltage.
Since the following is true, power generation is performed at this time (i.e., when battery B is in an over-discharged state, etc.). ) By the way, as shown in FIG. 1, the control unit 15 calculates the ignition advance amount according to each operating state based on the above-mentioned input signals, and uses the calculation result as a retard amount signal OS to control the retard mechanism. The signal is output to the igniter 25. Then, the igniter 25 with a retard mechanism becomes ready to send an ignition signal by the fixed phase ignition signal SG supplied from the signal generator of the distributor 24,
The ignition retard amount output counter (this output counter is a down counter and is set with ignition retard amount data calculated based on each input signal) of the control unit 15, which is triggered by the ignition signal SG, determines the crank angle. The control unit 15 receives the retard amount signal OS, which is generated when it is subtracted in synchronization with the pulse signal from the sensor 10 and becomes 0.
When supplied from the ignition coil 26, a timing-controlled ignition signal CSG is sent to the ignition coil 26. In particular, in this embodiment, the ignition timing is adjusted when it is detected that the engine speed during idling has become larger than the target value, or when a state in which the engine speed is expected to increase is detected. In order to retard (reduce the ignition advance angle), a retard amount signal OS having a large retard amount is sent to the igniter 25 with a retard mechanism.

The control unit 15 also controls the motor 5 for driving the throttle valve 2 to adjust the opening degree of the throttle valve 2 in order to bring the engine speed closer to the target speed when the engine speed during idling deviates from the target speed. 1st signal MS (throttle valve 2
A signal for driving the throttle valve 2 toward the opening side) and a second signal MS' for driving the motor 5 (a signal for driving the throttle valve 2 toward the closing side) are output. This motor 5
The driving signals MS, MS' are set in a time period according to the deviation △N between the actual engine speed and the target engine speed, or the deviation △P between the actual throttle valve opening and the target throttle valve opening. This pulse signal is output at set time intervals.

Furthermore, the control unit 15 controls the power generation load by the generator when it is detected that the engine speed has dropped or when a condition in which the engine speed is expected to drop, such as when a cooler compressor starts operating, is detected. In order to reduce this, a power generation control signal GS is output to the regulator R. This power generation control signal GS consists of an intermittent on/off signal, and the duty ratio, that is, the on-time/
The output is made so that (on time + off time) increases, and the output is made for a predetermined period of time immediately after the operation of the cooler compressor, etc., and at that time, the duty ratio is gradually decreased immediately after the operation of the cooler compressor, etc. Ru.

Furthermore, the control unit 15 transmits intake flow rate information (this is based on an intake flow rate meter (not shown) disposed in the intake passage 1) for the opening time of a fuel injection valve (not shown) disposed in the intake passage upstream of the throttle valve 2. (control unit 15)
It has a function that allows you to set the settings based on the Note that the opening time of the fuel injection valve is responsible for the amount of fuel supplied per unit time.

Next, various programs executed in the control unit 15 will be explained. In the control unit 15, the setting of the ignition retard amount R, the setting of the drive pulse width τ, τn, τp of the motor 5, and the setting of the duty ratio D of the power generation control signal GS are performed in a third manner.
The main flow is shown in Figures a, b, c, and d, and the voltage detection flow shown in Figure 5 is to detect the operating state of an electrical load such as a headlamp, that is, the load generation state of the generator GE based on changes in battery voltage. In addition, the ignition timing control, motor drive, and power generation control based on the ignition retard amount R, drive pulse width τ, and duty ratio D obtained in the main flow are shown in FIGS. 7, 8, and 9, respectively. This is performed in the ignition timing control flow, motor drive flow, and power generation control flow shown in FIG. Furthermore, the control unit 15 determines the opening time of the fuel injection valve in the main flow, and
The fuel injection valve driving flow for driving the fuel injection valve is executed based on the set valve opening time, but in the following explanation, the setting of the fuel injection valve opening time in the main flow will be explained. and the fuel injection valve drive flow are omitted.

First, the main flow will be explained. In addition, the control unit 15 includes the CPU, RAM, and ROM.
It is equipped with

Now, the main flow in Figure 3 a, b, c, and d is the ignition signal from the distributor's signal generator.
The program is started using SG as an interrupt signal, and first, in A-1, the operating status data (here, the cooling water temperature Tw, engine speed Nr, throttle valve opening Pr, vehicle speed Vr, idle switch On/off information Isw, cooler switch on/off information Csw, power steering switch on/off information Psw) are read, and each read data is input to each designated address of the RAM. Then in A-2, A-
Based on the engine speed Nr and throttle opening Pr read in step 1, the basic ignition retard amount data R ₀ previously stored in the ROM is read, and this data R ₀ is input to the designated address of the RAM. The basic ignition retard amount data _R0 is set based on the idle switch on/off information, engine speed information, and throttle valve opening information, and when the idle switch is on, the engine speed is set. When the engine speed is larger than the set value N ^* , R ₀ takes a relatively large value, and when the engine speed is smaller than the set value N ^* , R ₀ takes a relatively small value. Furthermore, when the idle switch is off, R ₀ takes a value mapped to the two-dimensional information of engine speed and throttle opening, and in this case, the value of R ₀ becomes smaller as the engine speed increases. , is relatively small when the throttle valve is in the low/medium opening range, and increases as the throttle valve moves to the high opening range. Next, at A-3, target opening degree data Ptw and target rotational speed data Ntw mapped in the ROM according to the cooling water temperature data Tw are read and input to each address of the RAM.
This target opening data Ptw and target rotation speed data
Ntw is the fourth value for each cooling water temperature data Tw.
The target opening data Ptw shown in Fig. 3 is set to take the values shown in Figs. It is designed to provide air volume. This target opening data
Ptw is determined by experiment. Now then A-
In step 4, it is determined whether or not the cooler switch is on, and if the cooler switch is on, it is determined in step A-5 whether or not the cooler switch has just been turned on. -6
1 is input to address _K1 of the RAM constituting the first flag, leading to A-7. A-7 uses the target opening data Ptw read in A-3.
The target opening data Pc for cooler compressor operation stored in the ROM is compared, and when the cooling water temperature is low and Pc≦Ptw, the data Ptw is input to the RAM address Ps in A-10, and the data Ptw is input to the RAM address Ps in A-11. , data Ntw is input to RAM address Ns and reaches A-12, and on the other hand, the cooling water temperature is high and Pc > Ptw.
When , data Pc is sent to address Ps in A-8.
is input, and the ROM is stored at address Ns in A-9.
The target rotational speed data Nc for operating the cooler compressor stored in is inputted to A-12. As a result, the target idle opening data is input to the address Ps, and the target idle rotation speed data is input to the address Ns. Note that the target opening degree data Pc and target rotational speed data Nc when the cooler compressor is in operation have values as shown on the vertical axes of the graphs in FIGS. 4 and 5, respectively. In addition, if it is determined in A-4 that the cooler switch is off, only after it is determined in A-13 whether or not the cooler switch has been turned off, the second
1 is input to address _K2 of the RAM constituting the flag, leading to A-10. A-12
Then, based on the target idle rotation speed data input to address Ns, the second target rotation speed data is
_N1 and third target rotational speed data _N3 are read from the ROM map and input to each address of the RAM. Note that here, N ₁ and N ₃ have a relationship of N ₁ <target idle rotation speed data of address N ₂ <N ₃ .

Next, in A-15, it is determined whether or not the power steering switch has been switched.
-19, and if switching is present, it is determined at A-16 whether the direction of switching is from off to on. If the power steering switch has been switched from off to on, 1 is input to address _L1 of the RAM that constitutes the third flag in A-17, and on the other hand, if the switch has been switched from on to off, A-17 is input. −18
At this point, 1 is input to address _L2 of the RAM constituting the fourth flag, resulting in each flag A-19.

Next, in A-19 to A-22, the fifth flag or the sixth flag is set when a sudden change in battery voltage is detected in the voltage detection flow that is executed independently of the main claw shown in FIG. The program is progressing as expected.

First, the voltage detection flow shown in FIG. 6 will be explained. This voltage detection flow starts with the first setting time.
It is executed by a timer interrupt every _T1 , and first B-
In step 1, battery voltage data Vb is read, and then in step B-2, the difference data △V between the voltage data Vb read this time and the voltage data Vb' read last time and input to address A ₁₀ of the RAM is read.
Then, in B-3, △V is the set value α
(positive value), and if it is large, 1 is added to the data at address Au in RAM at B-5, and if not, address Au is reset at B-4 and -6. B
At -6, it is determined whether △V is smaller than -α, and if it is, then at B-8, it is determined whether the RAM address is
1 is added to the data value of Ad, and if the other is negative, address Ad is reset in B-7 and B
-9. At B-9, the voltage data Vb read this time is input to address _A10 of the RAM, and this flow ends. That is, in this voltage detection flow,
When a rapid increase in battery voltage is detected continuously, the data value of the RAM address Au is added as 1, 2, etc., and when a rapid decrease in battery voltage is detected continuously, the data value of the RAM address Ad is added. The data values are added as 1, 2, and so on.

Now, in the main flow of Fig. 3, it is first determined in A-19 whether the data value of the address Au is 2 or more, and if the data value of Au is 2 or more, the 1 is input to the address _J2 of the RAM constituting the 6 flag, leading to A-25. That is, when a rapid increase in battery voltage is detected two or more times in succession in the voltage detection flow, 1 is input to address _J2 . If it is determined in A-19 that the data value of Au is 1 or 0, it is determined in A-21 whether the data value of address Ad is 2 or more. If the data value of Ad is 2 or more, 1 is input to the RAM address _J1 constituting the fifth flag at A-22, leading to A-25. That is, when a sudden decrease in battery voltage is detected two or more times in succession in the voltage detection flow, 1 is input to address _J1 .
Also, in A-21, the data value of Ad is 1 or 0.
If it is determined that this is the case, the process goes directly to A-25.

Next, from A-25 to A-79, the duty ratio of the power generation control signal at each moment during engine operation is calculated, especially for A-79.
In K ₁ (A-25 to A-40), the above duty ratio is set when the cooler switch is switched from off to on, and in A-L ₁ (A-41 to A-40)
-56), the above duty ratio is set when the power steering switch switches from off to on, and in A-J ₁ (A-57 to A-72), a sudden decrease in battery voltage occurs. In other words, when a large electrical load such as a headlamp is switched from off to on, the duty ratio is set.

Here, the process of A- _K1 will be explained. First, in A-25, it is determined whether or not 1 is input to RAM address K _111. If not, 1 is input to RAM address K ₁₁ in A-26.
It is determined whether or not it has been input, and if it has not been input, the process proceeds to A-27. In A-27, A-
At step 6, it is determined whether or not 1 has been input to address _K1 , and if it has not been input, the process goes to A-41, and on the other hand, if 1 has been input to address _K1 , address K is input at A-28. ₁₁ , input the initial power generation control duty data Dco for cooler operation into the RAM address Dc in A-29, and input the cooler operation timer data Tco, which is a positive value, into the RAM address Tc in A-30. Enter it to reach A-41. Furthermore, if A-26 determines that 1 has been input to address _K11 , then
31, subtract 1 from the data value of address Tc,
Next, in A-32, it is determined whether the data value of address Tc is 0 or less, and if the data value is positive, the process goes to A-41, and on the other hand, in A-32, it is determined whether the data value of address Tc is 0 or less. If it _is determined that the address is
It is designed to reset Tc and return to A-25. Immediately after 1 is input to address _K111 , YES is determined at A-25.
△Dc from the data value of address Dc in A-35
is subtracted, and then in A-36 it is determined whether or not the data value at address Dc has become negative. If the data value is 0 or more, the process is reached at A-41, and on the other hand, in A-36, it is determined whether the data value at address Dc has become negative. If it is determined that A-37, A-38, A
-39, A-40 with addresses Dc, K ₁ , K ₁₁ , respectively.
_K111 is reset to reach A-41. That is, the duty ratio of the power generation control signal when the cooler switch is switched from off to on, which is set at A- _K1 , is input to address Dc.

Also, when the power steering switch is switched from OFF to ON in A-L ₁ and A-J ₁ (i.e., when 1 is input to L ₁ in A-17), the electrical load is switched from OFF to ON. When switching (i.e. J ₁ in A-23
The setting of the duty ratio of the power generation control signal (when 1 is input to 1) is also performed in the same manner as in A- _K1 described above, and the respective duty ratio information is input to addresses Dp and Dv. By the way, A-L ₁
Initial power generation control duty data Dpo for power steering operation used in A-45, timer data Tpo for power steering operation used in A-46, A
Subtraction data △Dp used in -51 and initial power generation control duty data Dvo for electric load used in A-61 in A-J ₁ , timer data Tvo for electric load used in A-62, A-67 The subtraction data △Dv used in is the data Dco,
Like Tco and △Dc, they are stored in the ROM in advance, but the relationship between their sizes is Dco>Dpo>Dvo Tco>Tpo>Tvo △Dc≒△Dp≒△Dv, that is, The duty ratio of the power generation control signal is the highest when the cooler switch is switched from off to on, when the power steering switch is switched from off to on, and when the electrical load is increased. Therefore, power generation control is performed for the longest period of time for the same engine speed state.

Now, after the duty ratio of the power generation control signal at each instant during engine operation is calculated at A-K ₁ , A-L ₁ , and A-J ₁ , the addresses K ₁ , L ₁ , and J ₁ are calculated at A-73. It is determined whether all the values are 0 or not. In other words, the determination in A-73 corresponds to determining whether the first flag, third flag, and fifth flag are all in the reset state, and the address K ₁ , L ₁ , J ₁ is all 0, it reaches A-74, and on the other hand, the addresses K ₁ , L ₁ , J ₁
If 1 is input to at least one of them, the duty ratio data of the power generation control signals input to addresses Dc, Dp, and Dv are added at A-75 and input to address D for power generation control output. Be A
-80. In addition, when A-73 reaches A-74, the engine speed Nr is compared with the second target rotation speed data _N1 at A-74, and when Nr is smaller than _N1 , the engine speed is changed at A-77. The deviation △N ₁ between the two is determined, and duty ratio data Dn of the power generation control signal is set according to the deviation △N ₁ in A-78.
At -79, the duty ratio data Dn is input to the power generation control signal output address D, leading to A-80. By the way, the duty ratio information set in A-78 is mapped to Dn with respect to the deviation _ΔN1 as shown in FIG. 10 and stored in the ROM. If it is determined in A-74 that Nr is greater than or equal to _N1 , 0 is input to the power generation control signal output address D in A-76, and the process proceeds to A-80. From A-80 to A-136, a correction value is added as necessary to the basic ignition retard amount data R ₀ set in A-2. In K ₂ (A-80 to A-95), the above correction value is set when the cooler switch is switched from on to off, and in A-L ₂ (A-96
~ A-111), the above correction value is set when the power steering switch is switched from on to off, and A-J ₂ (A-112 ~ A-127),
The correction value is set when a rapid increase in battery voltage occurs, that is, when a large electrical load such as a headlamp is switched from on to off. Here, the process of A- _K2 will be explained.

First, in A-80, it is determined whether or not 1 is input to the RAM address K _222. If 1 is not input, the RAM address K ₂₂ is determined in A-81.
It is determined whether or not 1 has been input into , and if it has not been input, the process proceeds to A-82. In A-82, it is determined whether or not 1 was input to address K ₂ in A-14. If 1 was not input, the process goes to A-96, and on the other hand, if 1 was input to address K ₂ , is 1 at address K ₂₂ in A-83
Input ignition retard amount correction initial data Rco for cooler operation switching to RAM address Rc in A-84.
Input the cooler operation switching timer data Sco that is a positive value to the RAM address Sc in A-85.
Enter A-96. Also address in A-81
If it is determined that 1 has been input to _K22 , 1 is subtracted from the data value of address Sc in A-86, and then in A-87, check whether the data value of address Sc is less than or equal to 0. If the data value is positive, the process goes to A-96, and if it is determined in A-87 that the data value of the address Sc is less than or equal to 0, the process goes to A-88.
At step A-89, 1 is input to address K ₂₂₂ , address Sc is reset, and the process returns to A-80. Immediately after 1 is input to address K ₂₂₂ , YES is determined at A-80, △Rc is subtracted from the data value at address Rc at A-90, and then ΔRc is subtracted from the data value at address Rc at A-91. It is determined whether or not the data value has become negative, and if the data value is 0 or more, it reaches A-96, and on the other hand, if it is determined that the data value of address Rc in A-91 is negative, then ,A-92,
Addresses Rc, A-93, A-94, and A-95, respectively.
K ₂ , K ₂₂ , and K ₂₂₂ are reset to reach A-96. That is, the correction value for the ignition retard amount when the cooler switch is switched from on to off, which is set at A- _K2 , is input to address Rc.

Also, when the power steering switch is switched from on to off at A-L ₂ and A-J ₂ (that is, when 1 is input to L ₂ at A-18), the electrical load is switched from on to off. When switching (i.e. J ₂ in A-24
Setting of the correction value for the ignition retard amount (when 1 is input to 1) is also performed in the same manner as in A- _K2 described above, and the respective correction values are input to addresses Rp and Rv. By the way, the ignition retard amount correction initial data Rpo for power steering operation switching used in A-100 in A- _L2 , the timer data Spo for power steering operation switching used in A-101, and the subtraction used in A-106. Data △Rp and ignition retard amount correction initial data Rvo for electrical load switching used in A-116 in A- _J2 , timer data Svo for electrical load switching used in A-117, and timer data Svo used in A-122. The subtracted data △Rv is the data
Like Rco, Sco, and △Rc, they are stored in the ROM in advance, but the relationship between their sizes is Rco>Rpo>Rvo Sco>Spo>Svo △Rc≒△Rp≒△Rv, In other words, when the cooler switch is switched from OFF to ON, when the power steering switch is switched from OFF to ON, and when the electrical load is reduced, the correction value of the ignition retard amount is The correction value of the ignition retard amount is outputted for the longest period of time for the same engine speed state.

Now, after the correction value of the ignition retard amount at each instant during engine operation is calculated in A-K ₂ , A-L ₂ , and A-J ₂ , the address is calculated in A-128.
It is determined whether K ₂ , L ₂ , and J ₂ are all 0.
In other words, the determination in A-128 is based on the second flag,
This corresponds to determining whether or not the fourth and sixth flags are all in the reset state, and if addresses K ₂ , L ₂ , and J ₂ are all 0, A-129 is reached. , on the other hand, if 1 is input to at least one of the addresses K ₂ , L ₂ , and J ₂ ,
The ignition retard amount correction values input to addresses Rc, Rp, and Rv are added to the basic ignition retard amount data _R0 at A-130 and input to the ignition retard amount data output address R. -137. Also A
-128 to A-129, A-129 determines whether the address switch is on or not, and if the idle switch is off, A-129 determines whether the address switch is on or not.
Address R for outputting ignition retard amount data at 131
The basic ignition retard amount address R ₀ is input to A-
137, and if it is determined at A-129 that the address switch is on, it is determined at A-132 whether or not the engine is in a stable idle state. This A-
At step 132, it is determined that the engine is in a stable idle state if the following four conditions are satisfied. That is, the four conditions are (1) A predetermined time Δti must have elapsed after the idle switch was turned from off to on.

(2) A predetermined value at which the vehicle speed is extremely low (e.g. 2.5 km/h)
Must be below.

(3) The absolute value of the difference between the actual engine rotation speed (actual rotation speed) Nr and the target idle rotation speed input to the address Ns is within a predetermined value △Ns.

(4) A predetermined time Δtc has elapsed after the cooler switch 12 was switched. Note that these four conditions are based on A-
Also used to determine stable idle conditions in 138. If A-132 determines that the engine is not in a stable idle state, then
-131, the basic ignition retard amount data _R0 is input to the ignition retard amount data output address R, and A-
137, and if it is determined that the engine is in a stable idle state, the engine speed Nr is compared with the third target rotation speed data _N3 in A-133,
When Nr is larger than N ₃ , find the deviation △N ₃ between the two at A-134, and calculate the deviation △ at A-135.
The correction value Rn of the ignition retard amount is set according to _N3 ,
At A-136, this correction value Rn is added to the basic ignition retard amount data _R0 , and is input to the ignition retard amount data output address R, leading to A-137. By the way, the correction value Rn set in A-135 is the deviation △N ₃
mapped as shown in Figure 11.
Stored in ROM. Also in A-133
If Nr is determined to be less than _N3 , A-
At 131, the basic ignition retard amount data _R0 is input to the ignition retard amount data output address R, and A-137
It is starting to reach this point.

At A-137, it is determined whether or not the idle switch is on, and if it is not, the main flow is immediately terminated, and a state of waiting for an interruption by the next ignition signal SG is entered.

On the other hand, if it is determined at A-137 that the idle switch is on, it is determined at A-138 whether or not the engine is in a stable idle state. The determination here is made based on whether the four conditions mentioned above are satisfied, and if it is determined that the engine is in a stable idle state, A-139 is used to perform feedback control of the engine speed.
The deviation between the target idle speed data input to the address Ns and the engine speed Nr is △
N is determined, and at A-140, the motor 5 driving time (pulse width) τn is set in accordance with the deviation ΔN, and the main flow ends, and a state of waiting for an interruption by the next ignition signal SG is entered. If it is determined in A-138 that the idle state is not stable, the process goes to A-141 to perform position feedback control of the throttle valve, and the target address opening data input to the address Ps and the throttle opening data are input. Every time
The deviation △P from Pr is calculated, and △ at A-142
The motor 5 drive time (pulse width) τp is set according to P, the main flow ends, and the next ignition signal
Waits for an interrupt by SG. Incidentally, the driving times (pulse widths) of the motor 5 τn and τp are mapped to the deviations ΔN and ΔP, respectively, as shown in FIGS. 12 and 13 and stored in the ROM. In addition, the absolute value of the difference between the target idle rotation speed data input to the address Ns mentioned above and the second target rotation speed data _N1 , and the target rotation speed input to the third target rotation speed data _N3 and the address Ns. The absolute value of the difference with the data is a predetermined value △
It is sufficiently smaller than Ns. Note that the predetermined value ΔNs is used as a limit value for the difference between the engine rotation speed and the target rotation speed when determining whether the engine is in a stable state in A-132 and A-138. Next, the ignition timing control flow will be explained. The ignition timing control flow is executed using the ignition signal SG as an interrupt signal as shown in FIG. The ignition retard amount output counter (down counter) is set at C-2, and the output counter is triggered and terminated at C-2, and this is repeated every time the ignition signal SG is generated. There is. As a result of executing this flow, the ignition retard amount output counter is triggered and is subtracted in synchronization with the pulse signal from the crank angle sensor 10, and when it becomes 0, the ignition retard amount output counter is triggered.
The OS is supplied from the control unit 15 to the igniter with a retard mechanism.

Next, the motor drive flow will be explained. The motor drive flow is executed by an interrupt signal every second set time _T2 as shown in FIG.
In step 1, it is determined whether the idle switch is on or not, and if it is off, the flow is ended,
On the other hand, if it is on, the stable state of the engine is determined in D-2 using the same judgment conditions as those used in A-132 and A-138 of the main flow, and it is determined that the engine is in a stable idle state. If this is the case, it is determined in D-3 whether or not a set time T ₄ (for example, 1 second) or more has elapsed since the end of the previous motor drive, and if no, the flow is ended as is, while on the other hand, the set time T ₄ or more has elapsed. If it is determined that the difference is positive or negative, it is determined in D-4 whether the deviation △N obtained in A-139 of the main flow is positive or negative, and if it is positive, D
In -5, the pulse width data τn obtained in A-140 of the main flow is set in the rod advance output counter (down counter) of the control unit 15, and then in D-6, the rod advance output counter is triggered and the flow is started. be terminated. The rod advance output counter is decremented every set time (for example, 1 ms) from the time it is triggered, and this causes the actuator 4 to
The first signal MS for driving the motor is supplied to the motor 5 for the time period from when the rod advance output counter is triggered until the counter becomes 0 (that is, the time corresponding to the pulse width data τn). Based on this signal MS, the motor 5 operates to drive the throttle valve 2 to the open side via the rod 7. If it is determined in D-4 that the deviation ΔN is less than 0, pulse width data τn is set in the rod retraction output counter (down counter) of the control unit 15 in D-7, and then in D-8. At this point, the rod retraction output counter is triggered and the flow ends. The rod retraction output counter is decremented every set time (for example, 1 ms) from the time it is triggered, and in this case, the motor 5 of the actuator 4
After the rod retraction output counter is triggered, the second motor drive signal MS' is activated for a period of time (i.e., the time corresponding to the pulse width data τn) until the counter reaches 0 after being subtracted every set time. Based on this signal MS', the motor 5 operates to control the throttle valve 2 to the closed side via the rod 7. Also, if it is determined in D-2 that the engine is not in a stable idle state,
In D-9, it is determined whether or not a set time T ₅ (for example, 0.1 seconds) or more has elapsed since the end of the previous motor drive. If not, the flow is ended as is, and on the other hand, it is determined that the set time T ₅ or more has elapsed. If the deviation △P obtained in A-141 of the main flow is positive or negative, it is determined in D-10, and if it is positive, in D-11 the pulse width data τp obtained in A-142 of the main flow is transferred to the above rod. The forward output counter is set, and then the rod advance output counter is triggered at D-12, and the flow is completed. After the trigger, the rod advance output counter is decremented at each set time, so the motor 5 of the actuator 4 has the time (i.e., the pulse width) from when the rod advance output counter is triggered until the counter reaches 0. The first signal MS for driving the motor is supplied for the time corresponding to the data τp),
Based on this signal MS, the motor 5 operates to drive the throttle valve 2 to the open side via the rod 7. In addition, if the deviation △P is determined to be less than 0 in D-10, the pulse width data τp is determined in D-13.
is set in the rod retraction output counter, and then the rod retraction output counter is triggered at D-14, and the flow is completed. After the trigger, the rod retraction output counter is decremented at each set time, so at this time, the motor 5 of the actuator 4 is decremented by the time from when the rod retraction output counter is triggered until the counter becomes 0 (i.e. pulse the second motor drive for the time corresponding to the width data τp)
Since the signal MS' is supplied, the motor 5 operates the throttle valve 2 via the rod 7 based on the signal MS'.
It operates to control the closed side.

Next, the power generation control flow will be explained. As shown in FIG. 9, the power generation control flow is executed by an interrupt signal every third set time _T3 , and first, in the main flow, the power generation control signal output address D is
The duty ratio data of the power generation control signal inputted to is set in a power generation control signal output counter (down counter) at E-1, and the output counter is triggered and terminated at E-2. After the trigger, the power generation control signal output counter is set for the set time T ₆ (for example, T ₆ = T ₃ /10, T ₃ /
20…), it is decremented by 1.
As a result, the power generation control signal GS is output to the regulator R only during the period from when the power generation control signal output counter of the control unit 15 is triggered until the counter becomes 0. In addition, when setting the above duty ratio data to the above power generation control signal output counter, specifically β・
The value T ₆ /T ₃ will be set in the above output counter. (β is the duty ratio 0<β≦1) By the way, the setting times T ₁ , T ₂ , and T ₃ mentioned above are respectively about 20 to 30 ms for T ₁ , about 50 to 60 ms for T ₂ , and several ms to several ms for T ₃ . It is about 10 ms.

Next, an example of the operation of the apparatus shown in the above embodiment will be explained using FIG. 14. In Fig. 14, the engine has already warmed up and Pc > Ptw, and the driver depresses the accelerator pedal from time t ₀ to t ₇ , and the engine is operated under normal load, and at time t ₇ , the engine is operated. The throttle valve 2 comes into contact with the rod 7 of the actuator 4 at time _t8 when the operator takes his foot off the accelerator pedal, and idling operation is performed after time _t8 . Further, in the case shown in FIG. 14, the following changes occur between time _t1 and time _t22 .

t ₁ ... Change of cooler switch 12 from off to on t ₂ ... Change of power steering switch 13 from off to on t ₃ ... Change of power steering switch 13 from off to on t ₄ ... Electrical load switch such as headlamp switch
LS change from off to on t ₅ ... Cooler switch 12 change from off to on t ₆ ... Electrical load switch LS change from on to off t ₈ ... Idle switch 9 change from off to on t ₉ ...Engine speed and control unit 15
The absolute value of the difference from the target rotation speed input to address Ns of the RAM changes from more than the predetermined value △Ns to less than the predetermined value t ₁₀ ... The vehicle speed changes from more than the predetermined value to less than the predetermined value t ₁₂ ... of the cooler switch 12 Change from off to on t ₁₃ ...Predetermined time △tc has passed since time t ₁₂ t ₁₄ ... Change from off to on of power steering switch 13 t ₁₅ ... Change from on to off of power steering switch 13 t ₁₆ ... Electrical load Change of switch LS from off to on t ₁₇ ... Change of electrical load switch LS from on to off t ₁₈ ... Change of cooler switch 12 from on to off t ₁₉ ... Predetermined time △tc has passed from time t ₁₈ t ₂₀ ...Occurrence of a drop in engine speed due to the start of operation of engine auxiliary equipment other than the cooler compressor, power steering oil pump, or electrical load, or changes in output torque, _etc.22 ...Cooler compressor, power steering oil pump, or electrical load Occurrence of an increase in engine speed due to stoppage of operation of auxiliary equipment of other engines or changes in output torque, etc. In the above case, at time _t8 , idle switch 9
It is assumed that a predetermined time Δti has elapsed after the change from off to on occurs and before time _t9 is reached.
Now, from time _t0 to _t7 , the throttle valve 2 is pulled by the accelerator pedal via a wire and is at the opening _P1 , and at this time the engine speed is _N1 and the vehicle speed is _V1.
It is being driven by. From time t ₀ to t ₇ , a basic ignition retard amount R 0 is given in A-2 of the main flow according to the throttle valve opening P ₁ and engine speed N ₁₀ , and this basic ignition retard amount R ₀ is given in A-2 of the main flow. The ignition advance amount based on the retard amount _R0 is _X1 . Then, when the cooler switch 12 is switched from off to on at time _t1 , the address Dc is calculated in A- _K1 of the main flow described above.
A power generation control signal GS is supplied to the regulator R for a set period based on the duty ratio data of the power generation control signal input to the regulator R (GD1 in FIG. 14). Then time t ₂
When the power switch 13 is switched from off to on, the main flow A-
A power generation control signal GS is supplied to the regulator R for a set period based on the duty ratio data of the power generation control signal calculated at _L1 and inputted to the address Dp (GD2 in FIG. 14). Next, when the power steering switch 13 is switched from on to off at time _t3 , the set period is calculated based on the ignition retard amount correction data calculated in A- _L2 of the main flow and input to address Rp. The amount of ignition advance is reduced from X ₁ (R1 in Figure 14). Next, at time t ₄ , when the electric load switch LS is switched from off to on, the battery voltage suddenly decreases temporarily until the generator GE starts generating electricity (V1 in Figure 14). Since the state is detected in the battery voltage detection flow, at this time, the power generation control signal is detected for a set period based on the duty ratio data of the power generation control signal calculated in A-J ₁ of the main flow and input to address Dv.
GS is supplied to regulator R (Fig. 14 GD
3). Next, when the cooler switch 12 is switched from on to off at time _t5 , the set period is calculated based on the ignition retard amount correction data calculated in A- _K2 of the main flow and inputted to address Rc. The ignition advance amount is reduced from X ₁ (Fig. 14 R
2). Next, at time t ₆ , when the electrical load switch LS switches from on to off, the generator
The battery voltage increases temporarily until GE finishes generating electricity (V2 in Figure 14), and this rapid increase is detected in the battery voltage detection flow, so in this case, the calculation is performed in A-J ₂ of the main flow. address
Based on the ignition retard amount correction data inputted to Rv, the ignition advance amount is subtracted from _X1 for a set period (R3 in FIG. 14). Next, at time _t7 , the driver takes his foot off the accelerator pedal, and between time _t7 and _t8 , the throttle valve 2 is driven to the closing side by the biasing force of the return spring, and at time _t6 , it hits the tip of the rod 7. When the idle switch 9 is turned on,
First, from time _t7 to time _t8 , as the throttle valve 2 closes, the vehicle speed and engine rotational speed begin to gradually decrease. At this time, a basic ignition retard amount R ₀ is given in A-2 of the main flow according to the changing values of the throttle valve 2 opening degree and engine speed, and the basic ignition retard amount R 0 is given based on this changing basic ignition retard amount R ₀ . The ignition advance amount is set. When the idle switch 9 is turned on at time _t8 , the engine speed is high at the time of turning on, so the ignition advance amount set based on the basic ignition retard amount _R0 is a small value _X2 . It is becoming. Also, when the engine speed becomes smaller than the set value N〓 ^* after the idle switch 9 is turned on, the basic ignition retard amount R ₀ becomes a smaller value and is set based on this basic ignition retard amount R ₀ . The ignition advance amount is a relatively large value _X3 . Immediately after the idle switch 9 is turned on at time _t8 , drive control of the throttle valve 2 by the actuator 4 is started. At this time, the absolute value of the difference between the engine rotation speed and the target rotation speed is greater than the predetermined value ΔNs until time t ₉ , and the vehicle speed is greater than the predetermined value until time t ₁₀ , so as a result, from time t ₈
Until _t10 , position feedback control of the throttle valve opening degree of 2 is performed. That is, after time _t8 , the actual opening degree and address of the throttle valve 2
Target idle opening entered in Ps (in this case, target opening according to the cooling water temperature when the cooler is not operating:
The throttle valve 2 is driven by the motor 5 drive signals MS, MS' having a pulse width corresponding to the deviation from the water temperature opening (hereinafter referred to as the water temperature opening), and the opening of the throttle valve 2 is controlled to quickly move toward the water temperature opening. time t ₁₀
Until then, the opening degree of the throttle valve 2 continues to be maintained at the water temperature opening degree (ie, P ₂ in FIG. 14). Next, after time _t10 , the engine enters a stable idling state, so the feedback mode switches _from position feedback to rotational speed feedback. A motor 5 drive signal MS having a pulse width according to the deviation between the actual rotation speed and the target idle rotation speed input to the address Ns (in this case, the target rotation speed when the cooler is not in operation; hereinafter referred to as the water temperature rotation speed);
It is driven by MS', thereby controlling the engine speed to the water temperature speed (ie, N ₂₀ in FIG. 14). This state of rotation speed feedback continues until time _t12 when the cooler switch 12 is switched. Next, when the cooler switch 12 is switched from off to on at time _t12 ,
First, the feedback mode switches from rotational speed feedback to position feedback, and after this time _t12 , the actual opening of throttle valve 2 and the target idle opening entered in address Ps (in this case, cooler operation The throttle valve 2 is driven by the motor 5 drive signals MS, MS', which have a pulse width according to the deviation from the target opening (hereinafter referred to as cooler opening), and the opening of the throttle valve 2 quickly changes to the cooler opening. The opening of the throttle valve 2 is maintained at the cooler opening (ie, P ₃ in FIG. 14) until time t ₁₃ . Also, at time _t12 , the power generation control signal GS is applied to the regulator for a set period based on the duty ratio data of the power generation control signal calculated in _A - _K1 of the main flow and inputted to address Dc, as in the case at time t1 described above. It is supplied to R (GD4 in Figure 14). Next, when a predetermined time Δtc passes from time _t12 and reaches time _t13 , the engine enters a stable idle state, so the feedback mode switches from position feedback to rotational speed feedback, and therefore at time t. From ₁₃ onwards, the throttle valve 2 adjusts the pulse width according to the deviation between the actual engine speed and the target idle speed input to the address Ns (in this case, the target speed when the cooler is operating; hereinafter referred to as the cooler speed). The motor 5 is driven by drive signals MS and MS', which control the engine rotation speed to the cooler rotation speed (ie, N ₃₀ in FIG. 14). This state of rotation speed feedback continues until time _t18 when the cooler switch 12 is switched. Next, when the power steering switch 13 is switched from off to on at time _t14 , the power generation control signal is output for a set period based on the duty ratio data of the power generation control signal input to address Dp, as in the case of time _t2 . GS is supplied to regulator R (14th
Figure GD5). Note that at this time _t14 , even though the power generation control signal is supplied to the regulator R and the engine load due to the generator is reduced, the engine speed decreases from the cooler speed, the cooler speed changes to the actual speed. The throttle valve 2 is driven to the open side by the motor 5 drive signal MS having a pulse width corresponding to the deviation from the number, the intake air amount is increased, and the engine speed is controlled so as to approach the cooler rotation speed. . Next, when the power steering switch 13 is switched from on to off at time _t15 , the ignition is advanced for a set period based on the ignition retard amount correction data input to address Rp described for time _t3 . The angle amount is subtracted from X ₃ (Fig. 14, R4). Note that if the engine speed increases from the cooler speed even though the ignition advance amount is reduced at time _t15 , the pulse width will be changed according to the deviation of the actual engine speed from the cooler speed. The throttle valve 2 is driven to the closed side by the motor 5 drive signal MS' having a motor 5 drive signal MS', the intake air amount is reduced, and the engine speed is controlled so as to approach the cooler speed. Next, at time _t16 , when the electric load switch LS is switched from off to on, the battery voltage suddenly decreases temporarily (V3 in FIG. 14), and this sudden decrease state is detected in the battery voltage detection flow. At this time, as in the case of time _t4 , the power generation control signal GS is supplied to the regulator R for a set period based on the duty ratio data of the power generation control signal input to the address Dv (Fig. 14).
GD6). Note that if the engine speed decreases from the cooler speed even at time _t16 , the motor 5 drive signal MS causes the throttle valve 2 to
The opening degree is adjusted and the engine speed is gradually controlled to the cooler speed. Next, at time _t17 , when the electrical load switch LS is switched from on to off, the battery voltage temporarily increases (the first
4), this rapid increase state is detected in the battery voltage detection flow. At this time, the set time ignition advance amount is subtracted from _X3 based on the correction data for the ignition retard amount inputted to the address Rv described for the case of time _t6 (R5 in FIG. 14). Furthermore, this time
If the engine speed increases from the cooler speed at _t17 , the throttle valve 2 opening degree is adjusted by the motor 5 drive signal MS', and the engine speed is controlled to approach the cooler speed. Ru. Next, at time t ₁₈ , the cooler switch 1
When switching from ON to OFF occurs, the feedback mode first switches from rotational speed feedback to position feedback, and after this time _t18 , the actual opening degree and address Ps of throttle valve 2 are changed. Motor 5 drive signal having a pulse width according to the deviation from the input water temperature opening degree
The throttle valve 2 is driven by MS and MS', and the opening degree of the throttle valve 2 is controlled to quickly move toward the water temperature opening degree, and until time _t19 , the opening degree of the throttle valve 2 is controlled to the water temperature opening degree (i.e., the opening degree in FIG. 14). P ₂ ) continues to be maintained. Also, at time _t18 , the ignition advance amount for the set _period is set _to
(R6 in Figure 14). Next, when a predetermined period of time Δtc has elapsed from time _t18 and reaches time _t19 , the engine is in a stable idle state, so the feedback mode is switched from position feedback to rotational speed feedback, and therefore at time t. ₁₉
Thereafter, the throttle valve 2 is driven by the motor 5 drive signal MS (MS'), which has a pulse width according to the deviation between the actual engine speed and the water temperature rotation speed, so that the engine speed changes to the water temperature rotation speed (i.e., the water temperature rotation speed). 14
Figure _N20 ). Next, at time t ₂₀ , other auxiliary equipment of the engine other than the cooler compressor, power steering oil pump, and electrical load starts operating, or a change in engine output torque occurs, resulting in a decrease in engine speed. When the rotation speed falls below the second target rotation speed N ₁ (i.e. NA in Figure 14)
In A-78 of the main flow, the power generation control signal GS is supplied to the regulator R based on the duty ratio data Dn of the power generation control signal, which is set according to the deviation between the engine speed and the _second target speed N1. (GD7 in Figure 14), the engine power generation load is reduced, and at this time, the engine speed is lower than the water temperature speed, so the throttle valve 2 is also adjusted based on the deviation between the engine speed and the water temperature speed. is driven to the open side to increase the amount of intake air, and thereby the engine speed is controlled so as to approach the water temperature speed. Next, at time _t22 , the operation of the other auxiliary equipment is stopped or a change in the output torque of the engine occurs, and as a result, the engine speed increases and exceeds the third target speed _N3 (i.e. In Fig. 14 NB), the ignition advance amount is determined based on the ignition retard amount correction point Rn, which is set according to the deviation between the engine speed and the third target rotation speed _N3 in the main flow A-135. X ₃ (Fig. 14 R)
7) Since the engine output is reduced and at this time the engine speed is higher than the water temperature speed, the throttle valve 2 is also driven to the closing side based on the deviation between the engine speed and the water temperature speed. The amount of intake air is reduced, thereby controlling the engine speed so that it approaches the water temperature speed.

Therefore, when the driver is depressing the accelerator pedal and the engine is operating under normal load, the cooler switch or power steering switch switches from off to on, and the engine load changes in steps. When the engine load increases, the engine load due to the generator drive is reduced for a set period, and as a result, the stepwise increase in the overall engine load is suppressed, and the stepwise output fluctuation transmitted from the engine to the vehicle body is reduced. (deterioration) can be suppressed and drivability is improved. In addition, if the electrical load switch is switched from off to on while the engine is operating under normal load, the engine load due to generator drive is reduced for a set period of time, and the generator gradually starts generating power. Since the engine is driven by the generator, step-like loads are suppressed from being applied to the engine, thereby suppressing step-like output fluctuations (decrease) transmitted from the engine to the vehicle body, improving drivability. do. Also, if the cooler switch, power steering switch, or electric load switch is switched from on to off while the engine is operating under normal load, and the engine load decreases in steps. Since the ignition advance amount is reduced during the set period and the engine output is lowered, as a result, step-like output fluctuations (increases) transmitted from the engine to the vehicle body can be suppressed, and drivability is improved.

Furthermore, when the engine is idling, the throttle valve 2 is
It is driven by position feedback control or engine speed feedback control to adjust the amount of air supplied to the engine combustion chamber, and when the engine speed decreases, the generator load is reduced and the engine speed is reduced. When the engine speed increases, the ignition advance amount is reduced to lower the engine output and the engine speed is reduced, so the engine speed can be cooled down quickly and reliably. The engine speed can be controlled to a target rotation speed that is set according to the water temperature and the operating state of the cooler compressor, making it possible to obtain a stable idling state while improving fuel efficiency.

Furthermore, if the cooler switch, power steering switch, or electric load switch is switched from off to on while the engine is idling, the switch will be switched before the engine speed drops. Since it is configured to detect the state and reduce the engine generator load, it is possible to suppress the drop in engine speed that occurs after the switch is switched as much as possible.
The engine speed is quickly stabilized, and engine stall can be prevented from occurring.

Additionally, if the cooler switch, power steering switch, or electrical load switch is switched from on to off while the engine is idling, the switch will be switched before the engine speed increases. Since the structure is configured to detect the state and reduce the ignition advance amount to lower the engine output, it is possible to suppress the increase in engine speed that occurs after the above switch is changed, and to avoid discomfort to the passengers. This has the effect that it is prevented from being given.

In the above embodiment, each power generation control duty initial data Dco, Dpo, Dvo, each timer data
Tco, Tpo, Tvo, each subtraction data ΔDc, ΔDp,
ΔDv and each ignition retard amount correction initial data Rco,
Rpo, Rvo, angle timer data Sco, Spo, Svo, angle subtraction data ΔRc, ΔRp, ΔRv were fixed values and the same values were used during engine load operation and idling operation, but each data Dco, Dpo, Dvo ，
Tco, Tpo, Tvo, ΔDc, ΔDp, ΔDv, Rco,
Rpo, Rvo, Sco, Spo, Svo, ΔRc, ΔRp,
ΔRv may be changed depending on the operating state, and in particular, different values may be used as necessary for engine load operation and idling operation.

Furthermore, in the above embodiment, the second target rotation speed N ₁ is set lower than the target idle rotation speed that is set according to the cooling water temperature and whether or not the cooler compressor is operated, and is input to the address Ns.
The target rotation speed _N1 may be set equal to the target idle rotation speed or may be set to a higher value than the target idle rotation speed.

Furthermore, in the above embodiment, the third target rotation speed _N3 was set higher than the target idle rotation speed, but
The third target rotation speed _N3 may be set equal to the target idle speed, or may be set to a value lower than the target idle speed.

Furthermore, in the above embodiment, the occurrence of a change in a large electric load such as a headlamp is detected by a change in battery voltage, but this is caused by a change in the circuit leading to the electric load L, as shown by the broken line in FIGS. 1 and 2. An ammeter AM may be provided, and the detected value of the ammeter AM may be inputted to the control unit 15 to detect a large change in the electric load.

Further, in the above embodiment, a cooler compressor, a power steering oil pump, and a generator are considered as auxiliary equipment driven by the engine, and the cooler switch 12, power steering switch 13, and detection means for detecting the operating status of these auxiliary equipment are used. Although the one equipped with a battery voltage detection device is shown, in the case of a transmission equipped with a turbo fluid transmission (so-called automatic transmission) as a transmission attached to the engine, the transmission is driven by the engine. A switch (for example, an inhibitor switch) that detects whether the gear shift position of the transmission is in a neutral position or a running position is used as a detection means to detect the operating state of the auxiliary equipment, and the on/off state of this switch is used as a detection means for detecting the operating state of the auxiliary equipment. An input signal is input to the control unit 15 to control the operation of the generator for a set period when the shift position of the transmission changes from the neutral position to the running position, especially when the engine is running at idle, and vice versa. It may be configured such that the ignition advance amount is decreased for a set period when the position is switched to the neutral position.

Furthermore, in the above embodiment, in the voltage determination circuit 108 of the regulator R, the transistor 113 disposed in the bypass circuit of the resistor 117 is switched to the transistor 1 based on the output of the control unit 15.
12, the power generation load is controlled to the decreasing side by turning on and off through the resistors 114 and 115. However, as shown in FIG. A transistor 151 is provided in the bypass circuit, and a transistor 152 that controls the on/off state of the transistor 151 is turned on and off based on the output of the control unit 15 to control the power generation load to the increasing side, and the engine speed is increased during idling operation. When the engine speed decreases from the target idle speed, the transistor 112 is turned on based on the duty ratio according to the deviation from the target idle speed. Transistor 1 above based on the duty ratio according to the deviation
52 may be turned on to control the engine speed during idling operation. In this case, the cooler switch 12 and power steering switch 13, which are means for detecting that each of the above-mentioned auxiliary equipment (cooler compressor power steering oil pump, etc.) is switched from an operating state to a non-operating state, are activated.
etc. is detected, the transistor 152 is turned on for a set period of time, thereby speeding up the rotation speed control during idling operation and suppressing the transmission of step-like output fluctuations from the engine side to the vehicle body side during normal load operation. You can do it like this.

Furthermore, in the above embodiment, when setting the ignition advance amount, the control unit 15 first sets the basic ignition advance amount based on the idle switch information, engine speed information, and throttle valve opening information, and then The above basic ignition advance amount is corrected when the engine speed increases during idling operation when the operation of the driven auxiliary equipment is switched from on to off. When setting the advance amount, a conventional mechanical ignition advance device is provided, and the ignition signal generated by the mechanical ignition advance device is configured to be sent to the spark plug via a retard mechanism, When the operation of an auxiliary device driven by the engine is switched from on to off, or when the engine speed increases during idling, the ignition signal is retarded by a set amount in the retard mechanism and sent to the ignition plug. It may be configured so that

Further, in the above embodiment, when adjusting the amount of air-fuel mixture supplied to the engine combustion chamber based on the difference between the engine speed and the target idle speed in order to control the engine speed to the target idle speed, the engine E
The throttle valve 2 disposed in the intake passage 1 of the engine is driven by a DC motor 5 to adjust the amount of air supplied to the engine combustion chamber. A negative pressure motor may also be used as shown in No. 113933. In addition, when adjusting the above supply air amount, please use the JP-A-54
-76723, a bypass passage that bypasses the throttle valve is provided in the intake passage of the engine, a bypass valve driven by a negative pressure motor is provided in the bypass passage, and the opening degree of the bypass valve is controlled by the rotation of the engine. It may be configured to control based on the number. Further, the bypass valve may be driven by a step motor instead of the negative pressure motor.

Further, in the above embodiment, when adjusting the amount of air-fuel mixture supplied to the engine combustion chamber based on the difference between the engine rotation speed and the target idle rotation speed in order to control the engine rotation speed to the target idle rotation speed, the engine combustion chamber In the example shown above, the amount of air supplied to the engine is adjusted and the amount of fuel is adjusted according to the amount of air supplied to the engine. However, instead of adjusting the amount of air supplied to the The amount of fuel supplied to the engine combustion chamber may be controlled according to the difference between the two.

Furthermore, in an engine that sets the amount of fuel supplied to the engine combustion chamber based on the operating state of the engine, and sets the amount of supplied air based on this set amount of fuel, first the engine speed and the target The amount of fuel to be supplied may be set based on the difference from the idle rotation speed, and the amount of air to be supplied may be set based on the set amount of fuel to be supplied.

Further, in the above embodiment, a fuel injection valve is provided as the fuel supply device, and the opening/closing time of the fuel injection valve is adjusted by the control unit 15, but the fuel supply device may be equipped with a carburetor. good.

[Brief explanation of the drawing]

FIG. 1 is a schematic explanatory diagram showing an embodiment of the present invention;
Fig. 2 is an electric circuit diagram showing the power generation control system of the generator GE in the same embodiment, Fig. 3 a, b, c,
d is a flowchart of control according to the same embodiment, No. 4
and FIG. 5 are graphs showing control characteristics of the same embodiment, FIGS. 6, 7, 8, and 9 are flowcharts of control according to the embodiment, and FIGS. 10, 11, 12 and 13 are graphs showing the control characteristics of the same embodiment, and FIG. 14 is a time chart showing the operation of the same embodiment. 1...Intake passage, 2...Throttle valve, 4...
Actuator, 8...Throttle opening sensor,
9... Idle switch, 10... Crank angle sensor, 11... Water temperature sensor, 12... Cooler switch, 13... Power steering switch, 14... Vehicle speed sensor, 15... Control unit, 24
... Distributor, 25 ... Igniter with retard mechanism, 26 ... Ignition coil, GE ... Generator, B ... Battery, LS ... Electric load switch, L ... Electric load.

Claims (1)

[Claims] 1. A hydraulic pressure detection means for detecting the hydraulic pressure of the hydraulic circuit system of the power steering, including at least idling operation, in an engine-driven auxiliary machine equipped with a generator for charging the battery and an oil pump for power steering. Generating electricity for reducing the engine load by the generator for a set time when it is detected in the operating state that the operating state of the oil pump is switched to a direction in which the engine load increases based on the output of the oil pressure detection means. 1. An engine control device comprising generator control means for outputting a control signal.