JPH0552413B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention mainly relates to an output control device for an automobile engine, and in particular, to prevent output fluctuation shocks and drops in idling rotation speed that occur when auxiliary equipment driven by the engine, such as a cooler compressor, power steering hydraulic pump, and alternator, start operating. The purpose is to Conventionally, in automobile engines, in order to prevent the idling speed from decreasing when the auxiliary equipment starts operating, a throttle control is applied for a predetermined period of time when the auxiliary equipment starts operating, as shown in Japanese Patent Application Laid-Open No. 113725/1983. There is a device that opens the bypass valve to increase the intake air amount, but according to this method, there is a delay in the increase in the amount of fuel supply compared to the increase in the amount of intake air immediately after the bypass valve is suddenly opened, so the air-fuel mixture in the combustion chamber is temporarily As a result, sufficient engine output could not be obtained and it would take time to stabilize the engine speed, and in the worst case, there was a risk that the engine would stall. In order to deal with this, that is, to deal with transient engine behavior due to changes in the load of auxiliary equipment, etc.,
As shown in Publication No. 54-159526 and Japanese Patent Application Laid-open No. 56-69438, when a load such as a car cooler is applied to the engine, the amount of fuel is temporarily increased (richer air-fuel ratio) in parallel with the increase in intake air amount. Techniques have been proposed to do this. As shown in these publications, increasing the amount of intake air and temporarily increasing the amount of fuel in response to the detection of an increase in engine load, or temporarily increasing the amount of fuel (richening the air-fuel ratio) in response to detecting an increase in engine load. Securing the output torque by only doing this means that the engine's output torque can be increased immediately in response to an increase in engine load. Therefore, during transient times when the load of auxiliary equipment changes, certain shock countermeasures and rotation speed It can be expected to have the effect of preventing deterioration and stalling. However, when such a temporary fuel increase (richer air-fuel ratio) is performed, the fuel amount decreases in a stepwise manner and the engine torque decreases in a stepwise manner at the end of the fuel increase. There is a possibility that this may appear as a new drop in engine speed or shock to the vehicle body. The present invention has been proposed in view of the above, and includes:
A mixture supply device that supplies a fuel-air mixture to the combustion chamber of the engine, a fuel flow control valve installed in the fuel supply passage of the mixture supply device, and a first auxiliary machine driven by the engine. A load detection means detects a change in non-operation and a change in operation/non-operation of the second auxiliary machine, and when the load detection means detects a change in each of the auxiliary machines from the non-operation state to the operation state, the fuel control means for issuing control signals to respective flow rate control valves to transiently increase the amount of fuel in the fuel-air mixture for a set period immediately after the detection; The control means sets the fuel amount in response to detecting a change in the operation of the first auxiliary machine and when detecting a change in the operation of the second auxiliary machine from a non-operating state to an operating state, respectively. After increasing the amount of fuel by the same amount, the increased amount of fuel is gradually decreased over time to terminate the increase in fuel amount, and when a change in the operation of the first auxiliary machine is detected and the second auxiliary machine is detected.
The gist of the present invention is to provide an engine control method characterized in that an increase characteristic is set to be different depending on when a change in the operation of an auxiliary machine is detected. According to the present invention, when a change in operation of an auxiliary machine from a non-operating state to an active state is detected, the amount of fuel is increased immediately, so that a transient decrease in the number of engine circuits and a shock may occur due to a change in the load of an auxiliary machine. is effectively suppressed, and the fuel increase control ends by gradually decreasing the amount of fuel that has been increased, so the air-fuel ratio does not fluctuate stepwise at the end of the control. Even at the end of the process, problems such as fluctuations in engine speed and car body shocks are prevented. In addition, since the amount of fuel is increased with different characteristics each time the operation of each auxiliary device starts, the optimal amount increase setting can be made for each auxiliary device, resulting in improved controllability. Embodiments of the present invention will be described in detail below with reference to the drawings. The embodiment shown in Fig. 1 is used as engine auxiliary equipment to supply power during continuous operation of electric loads such as a cooler compressor of an air conditioner (hereinafter referred to as an air conditioner), an oil pump for power steering, battery charging, and a headlamp. The engine body 2 is a positive displacement reciprocating internal combustion engine, and an exhaust manifold 4 is attached to one side of the engine body 2, and an intake manifold 6 is attached to the other side. It is installed. An intake passage 8, one end of which communicates with the engine combustion chamber via the intake manifold 6, includes:
A throttle valve 10 interlocked with an accelerator pedal (not shown), a fuel injection device 12, and an air flow meter (Karman vortex flow meter) 14 are interposed in the middle.
The other end of the passage 8 communicates with the outside air via an air cleaner 16. The fuel injection device 12 cooperates with the intake passage 8 and the like to constitute a mixture supply device that supplies a fuel-air mixture to the engine fuel chamber, and also adjusts the fuel flow rate to the fuel passage to which low-pressure fuel is supplied from the fuel pump. A solenoid valve 13, which is a valve, is interposed, and the amount of fuel injected into the intake passage is set in accordance with the opening time of the solenoid valve. In addition, a bypass passage 18 is provided in the intake passage 8 so as to bypass the throttle valve 10.
is formed in this bypass passage 18.
A bypass valve 20 is installed to control the amount of intake air supplied to the engine fuel chamber by controlling the amount of intake air passing through the valve seat 8, and this bypass valve 20 comes into contact with the valve seat and completely closes the bypass passage 18. It is possible to move from a fully closed position (the rightmost position in Figure 1) to a fully open position (the leftmost position in Figure 1) determined by a stopper (not shown). Additionally, a pressure response device 22 which is an actuator of the bypass valve 20
diaphragm 24. The pressure chamber 26 of the pressure response device 22 is communicated with the intake passage downstream of the throttle valve 10 installation position via the negative pressure passage 28, and communicated with the intake passage downstream of the throttle valve 10 installation position via the atmospheric passage 30. The pressure chamber 26 is supplied with intake negative pressure (hereinafter typically referred to as manifold negative pressure) through the negative pressure passage 28 and atmospheric pressure through the atmospheric passage 30. It's summery. Further, the negative pressure passage 28 is interposed with a normally closed first solenoid valve 32 and a check valve 33 between the first solenoid valve 32 and the intake passage 8 side port, which allows fluid to move only from the solenoid valve side to the port side. , the first solenoid valve 32 controls the intake negative pressure supplied to the pressure chamber 26. On the other hand, a normally open second solenoid valve 34 is provided in the atmospheric passage 30.
is interposed, and this second solenoid valve 34 controls the atmospheric pressure supplied to the pressure chamber 26. 35a and 35b are orifices for flow rate control. Further, a spring 36 is disposed within the pressure chamber 26, and this spring 36 misaligns the bypass valve 20 in the closing direction via the diaphragm 24.
The bypass valve is a normally closed valve. That is, when no negative pressure is applied to the pressure chamber 26, the spring 36 holds the bypass valve at the fully closed position, which is the mechanically determined minimum opening position. 38 is a position sensor using a variable resistance that detects the opening degree of the bypass valve 20 by detecting the position of the diaphragm 24 of the pressure response device 22, and the position sensor 38 outputs the bypass valve 20.
The opening position signal is input to the computer 40. In addition to the opening position signal, the computer 40 receives an intake air amount signal output from an air flow sensor 42 provided in the air flow meter 14, and an intake temperature signal output from an intake air temperature sensor 43 provided near the air flow meter 14. , an ignition pulse signal (i.e., engine rotation speed signal) output from the engine ignition device 44, a coolant temperature signal output from the coolant temperature sensor 46 that detects the coolant temperature of the engine body 2, and a throttle valve 10 fully closed. The idle signal output from the idle switch 48 that detects the state of the air conditioner operating switches 50a, 50b, 50
an air conditioner signal output from c, a power steering signal output from a switch (hereinafter referred to as the power steering switch) 52 that detects the hydraulic pressure generation state of the power steering (that is, the state in which the steering wheel is rotated from the neutral position), and a transmission (not shown). A vehicle speed signal output from a vehicle speed sensor 54 provided on the output shaft of the throttle valve 10, an opening signal output from an opening sensor 56 that detects the opening degree of the throttle valve 10 from fully closed to fully open, and a voltage output from the battery 57. A signal is now being input. By the way, the battery 57 supplies electricity to each electric load (for example, a headlamp) 69 of the automobile.
is designed to be charged by an alternator 70 driven by the engine via a voltage regulator 68, and when the electric load starts operating, a battery 57 is generated based on the start of the operation.
When a voltage drop of is detected by the regulator 68,
The regulator 68 supplies field current to the alternator 70, the alternator 70 starts generating electricity, and the voltage of the battery 57 returns to the steady value range. Thereafter, while the electric load is operating, the alternator 70 continues to generate electricity while being under voltage control by the regulator 68. On the other hand, when the electric load stops operating, the alternator 70 continues to generate electricity at the moment it stops, so the battery voltage increases rapidly, but when the battery voltage exceeds the steady value range due to the sudden voltage increase, the regulator The supply of field current is stopped, and power generation by the alternator 70 is stopped. Further, the air conditioner switch is specifically composed of a manual switch 50a, a temperature switch 50b, and a pressure switch 50c. Among these, the temperature switch 50b is a normally closed switch that detects the temperature inside the vehicle and turns off when the temperature falls below the set temperature, and the pressure switch 50c turns off when the compression pressure of the compressor 51 becomes extremely high. It is a normally closed switch. and the above three switches 50a,
50b and 50c are connected in series in this order, and the upstream terminal of the manual switch 50a is connected to the positive terminal of the battery 57, while the pressure switch 50a is connected to the positive terminal of the battery 57.
The downstream terminal of 0c is connected to a power transistor 55 via a well-known delay circuit 53. This power transistor 55 operates a power relay 59 that drives an electromagnetic clutch, which is a disconnection device (not shown) of the compressor 51. Further, the downstream terminal of the pressure switch 50c is connected to the computer 40, and the computer 40 has the three switches 50a, 50b, 50c connected to the computer 40.
When all of the above three switches 50a, 50b,
An air conditioner off signal is input when even one of the air conditioners 50c is in an off state. The vehicle speed sensor 54 extracts the vehicle speed as a pulse signal from the rotation angle of the output shaft.
The computer 40 includes an input waveform shaping circuit 58 that performs waveform shaping of each input signal (including A/D conversion of analog signals such as a cooling water temperature signal, a voltage signal, and an opening position signal), a CPU 60, a RAM 62, and a ROM 64.
and an output waveform shaping circuit 66, and this computer 40 uses the above-mentioned input signals and a ROM 6.
An output pulse signal for controlling the engine output is formed from calculation information stored in advance in 4. In the present embodiment, the pulse signals output from the computer 40 are an injection amount signal that determines the injection amount of the fuel injection device 12, an advance amount signal that determines the amount of advance of the ignition device 44, and a signal that opens and closes the first solenoid valve 32. The first valve drive signal and the second solenoid valve 34
This is the second valve drive signal that opens and closes the valve. Both solenoid valves 32 and 34 are opened and closed by the first valve drive signal and the second valve drive signal, respectively.
cooperate to adjust the pressure within the pressure chamber 26 of the pressure response device 22, control the opening degree of the bypass valve 20, and control the amount of intake air. That is, the device of this embodiment attempts to perform comprehensive control of the engine by adjusting the injection amount of the fuel injection device 12, the advance amount of the ignition device 44, and the opening degree of the bypass valve 20 using the computer 40. However, this control is performed by executing various flows stored in advance in the ROM 64 according to instructions from the CPU 60. Specifically, the flow is as shown in Fig. 2: condition determination flow A for identifying the operating state of the engine, two solenoid valves 3
2 and 34 to control the opening of the bypass valve 20, a rotation speed setting flow C that sets the target rotation speed during idling, and injection by setting the driving time of the fuel injection device 12. The main flow is fuel supply flow D, which determines the fuel amount, advance angle flow E, which determines the ignition advance angle, and voltage detection flow F, which detects battery voltage changes.The selection of each flow is determined by an interrupt issued by the CPU 60. It is now done by signals. Among these flows, the condition determination flow A is executed in synchronization with the ignition pulse of the ignition device 44, and the valve opening control flow B is executed in synchronization with the interrupt signal of the first timer with a relatively short cycle _t1 . The rotation speed setting flow C is executed in synchronization with the interrupt signal of the second timer with a relatively long period t ₂ (about 4 to 5 times the first timer period), and the fuel supply flow D and the advance angle flow are executed. E is executed in synchronization with the third and fourth timers with extremely short cycles,
The voltage detection flow F is executed in synchronization with a fifth timer having a cycle (t ₁ /2) that is half the period of the first timer. Below, the opening adjustment of the bypass valve 20 performed based on the condition determination flow A, the valve opening control flow B, the rotation speed setting flow C, and the voltage detection flow F will be described. The control performed by adjusting the opening of the bypass valve 20 is roughly divided into rotation speed control (specifically, idle speed control) in which the engine speed is input and opening control in which the engine speed is not input. However, this identification is performed in condition determination flow A, except for correction regarding minute load fluctuations, which will be described later. In condition determination flow A, it is first determined at A-0 whether or not the engine is starting. Specifically, this means that the ignition switch is on and the engine speed Nr is set (for example, 200 rpm).
If the following conditions are met, it is determined that it is time to start. Then, it is determined whether the engine rotation speed Nr is abnormally low rotation speed (500 rpm) at A-1,
At A-2, it is determined whether the idle switch 48 is on (that is, the throttle valve 10 is fully closed) or not, and at A-3, the vehicle speed output from the vehicle speed sensor 54 is less than or equal to a set value (for example, 1 km/h). At A-4, the change state of (vehicle speed Vr)/(engine rotation speed Nr) is detected, and at A-5, the deviation △N between the (actual) engine rotation speed Nr and the target rotation speed Ns is determined. The system determines whether the absolute value of Nr is less than the set value ε (that is, whether Nr is in the ISC rotation range), and detects whether the engine speed is abnormally low after starting. , the idle switch 48 is on, and the vehicle speed is 1.
Km/h or less and the absolute value of the deviation △N is less than the set value ε (hereinafter referred to as Case 1), and the engine speed after startup is not abnormally low and the idle switch 48 is turned on. and the vehicle speed is 1 km/h or more, and the amount of change in Vr/Nr is △V/N (the value of Vr/Nr sampled last time is subtracted from the value of Vr/Nr sampled this time). If it is determined that the positive value α has been exceeded n times (for example, twice) or more in a row, and the absolute value of the deviation △N is less than or equal to ε (hereinafter referred to as Caes2), the engine is in a stable idling state. Idling speed control (hereinafter referred to as ISC)
), and in cases other than Case 1 and Case 2 above, the opening control is instructed. This instruction of the condition determination flow A is used to determine whether ISC is designated at B-20 in the opening degree control flow B, which will be described later. By the way, Case 1 above means the normal idling state when the vehicle is stopped, and Case 2 means the state where the clutch is disengaged while the vehicle is running, or the transmission is held in neutral and the engine is idling (i.e. coasting state). ) means. In Case 2, when determining whether to start coasting, it is used to detect a sudden decrease in engine speed caused by disengaging the clutch while the vehicle is running (normally during deceleration due to engine braking). In other words, when moving from engine braking to coasting after disengaging the clutch, there is a slight change in vehicle speed before and after disengaging the clutch, but the engine speed changes from being forced to rotate to idling. Decrease rapidly. For this reason, (vehicle speed Vr) / (engine speed
If the amount of change △V/N for each sample in Nr) is larger than a certain positive value α, this indicates a state in which the engine speed has decreased after the clutch is disengaged. It is determined that coasting has started when it is detected that ΔV/N becomes larger than α for n or more consecutive times. In addition
In Case 2, after the start of coasting is detected at A-4, ISC is instructed after confirming that the engine speed is within the ISC rotation range at A-5. On the other hand, the end of coasting is due to an increase in engine speed due to clutch engagement at A-5 (engine speed is out of the ISC speed range)
Judgment is made by detecting the By the way, it is used to determine the start of coasting mentioned above.
Since both Vr and Nr are taken in as pulse signals from the vehicle speed sensor 54 and the ignition device 44, how many ignition pulses are counted while counting the predetermined number of pulses from the vehicle speed sensor 54? It can be determined by examining the Next, the explanation will move on to the opening control flow B. First, when executing opening control flow B,
Initialization of the position sensor 38 is performed. This occurs when the ignition switch is turned on before starting.
This is done immediately after clearing (setting to zero) the values held at each address in the RAM 62, and first, the position sensor corresponding to the opening position (i.e., fully closed position) of the bypass valve 20 before starting. The output (voltage) of 38 is A/D converted and inputted to address A ₀₀ of RAM 62 as initial position information, and then the value φ ₀ of A ₀₀ is moved to give the allowable movement range of bypass valve 20 stored in advance in ROM 64. From the range information φband and the minimum opening setting information φ△ also stored in the ROM 64, the minimum value φmin and maximum value φmax of the setting information φ _S that gives the target opening degree, which will be described later, are calculated by calculation, and the address A ₀₁ of the RAM 62 is calculated.
and enter it in A ₀₂ . That is, A ₀₁ =φ ₀ +φ△, A ₀₂ =φ ₀ +φ△+φband, but in this case, φ△ is an extremely small value,
In addition, φ△+φband corresponds to a value slightly smaller than the distance l between the mechanically determined fully closed position (position in contact with the valve seat) and fully open position (position determined by a stopper, not shown) of the bypass valve 20. The actual position (opening degree) of the bypass valve 20 and
The relationship with the opening degree information input to the RAM 62 is as shown in FIG. Therefore, the position (opening degree) of the bypass valve 20 is controlled to reach the target opening degree between the position (opening degree) corresponding to φmin and the position (opening degree) corresponding to φmax, as described later. That will happen. Incidentally, at this time, the target opening degree, which will be described later, is also given between the above-mentioned φmin and φmax. After the initial settings have been made in this way, the opening control flow B is executed in synchronization with the interrupt signal of the first timer to operate the bypass valve driving means. Detect specific load fluctuations that occur during the process (for example, turning on and off the air conditioner, activation/deactivation of the power steering device, changes in battery voltage that occur due to electrical load fluctuations), and when the above load fluctuations are detected, The correction is made, and if it is not detected, idle rotation speed control or opening degree control is selectively executed based on the determination in condition determination flow A. This opening control flow B will be explained in detail below using FIGS. 4a and 4b. When the interrupt signal of the first timer is generated, first, in B-1, it is determined whether or not the air conditioner switch has been switched, and if the switch has not been carried out, an instruction to jump to B-6 is given. On the other hand, if switching has been performed, 1 is input to the address N of the RAM 62 at B-2, and further, it is determined at B-3 whether the direction of the switching is from off to on or from on to off. In B-4 (or B-5) depending on each case
Target opening change amount △φ ₁₁ , △φ ₂₁ , △ from ROM64
φ ₃₁ (or Δφ ₁₂ , Δφ ₂₂ , Δφ ₃₂ ) is read and input to addresses A ₁ , A ₂ , A ₃ of the RAM 62, respectively. In this case, △φ ₃₁ is the positive amount of change expected to be optimal when ignoring transient phenomena in compensating for engine load fluctuations caused by switching the air conditioner switch from off to on, and △φ ₁₁ , △φ ₂₁ , △φ ₃₁ is a positive change amount, and its magnitude is △φ ₁₁ > △φ ₂₁ > △φ 31. On the other hand, △ _{φ 32 also} changes due to the change in the engine when the air conditioner switch is switched from on to off. This is the negative amount of change that is expected to be optimal if transient phenomena are ignored in compensating for load fluctuations, and also △φ ₁₂ , △φ ₂₂ , △
It is a negative amount of change similar to φ ₃₂ , and its absolute value is as follows: |△φ ₁₂ |>|△φ ₂₂ |>|△φ ₃₂ | Also, there is a relationship of △φ ₃₁ = |△φ ₃₂ |. Next, at B-6, the power steering switch determines whether switching has been performed or not, and if switching has not been performed, it instructs B-11 to jump. On the other hand, if switching is performed, at B-7
Input 1 to address M of RAM62, and further,
In B-8, it is determined whether the switching direction is from off to on (that is, the oil pump is inactive to active) or on to off, and the switching direction is determined in B-9 (or B-10) depending on each case. ), the target opening change amount △φ ₄₁ , △φ ₅₁ , △φ ₆₁ (or △φ ₄₂ ,
△φ ₅₂ , △φ ₆₂ ) are read and each RAM62
Enter addresses A ₄ , A ₅ , A ₆ . At this time, △
φ ₆₁ is the positive amount of change that is expected to be optimal when ignoring transient phenomena in compensating for engine load fluctuations caused by turning the power steering switch from off to on, and △φ ₄₁ and △φ ₅₁ are △ Like φ ₆₁ , it is a positive variable, and its magnitude is △φ ₄₁ > △φ ₆₁ > △φ _51. On the other hand, △φ ₆₂ also changes the engine load due to switching from ON to OFF of the power steering switch. △φ ₄₂ and △φ ₅₂ are negative changes that are expected to be optimal if transient phenomena are ignored in compensating for △
Like φ ₆₂ , it is a negative amount of change, and its absolute value is |△φ ₄₂ |>|△φ ₆₂ |>|△φ ₅₂ |. Furthermore, there is a relationship of △φ ₆₁ = |△φ ₆₂ |. Next, in B-11, it is determined whether or not there has been a change in the battery voltage, and if there has been no change, B-17 is designated. By the way, when determining this battery voltage change, the voltage change amount ΔVb detected by the voltage detection flow F executed in synchronization with the interrupt signal of the fifth timer is input. That is, in the voltage detection flow F, as shown in FIG. ₂ , the deviations △V ₁ and △V ₂ (△
V ₁ is the deviation between the voltage VB ₁ read this time and the voltage Vb ₂ read last time, and V ₂ is the deviation between the voltage Vb ₂ read last time and the voltage Vb ₃ read two times before.)
are input to addresses A ₁₀ and A ₁₁ of the RAM 62 in F-5 and F-2, respectively, and in B-11, if the absolute value of A ₁₁ is larger than the set value β, it is determined that there is a change in the voltage Vb. . If there is a change, it is further determined in B-12 whether the value of A ₁₀ has the same sign as A ₁₁ , and correction is instructed when |A ₁₁ +A ₁₀ |>A ₁₁ | There is. If amendment is instructed, in B-13,
Input 1 to address L of RAM62, and then
−14 sign of A ₁₁ (direction of change of voltage Vb)
and in B-15 (or B-16)
Target rotation change amount △φ ₇₁ corresponding to the value of A ₁₁ +A ₁₀ ,
△φ ₈₁ , △φ ₉₁ (or △φ ₇₂ , △φ ₈₂ , △φ ₉₂ )
Calculate and read from the calculation auxiliary information in ROM 64, address A ₇ , A ₈ , A ₉ in RAM 62, respectively.
Enter B-17. By the way, if the voltage Vb decreases at this time (that is, when A ₁₁ +A ₁₀ <0), △φ ₇₁ = K ₁ × F (|A ₁₁ + A ₁₀ |) △φ ₈₁ = K ₂ × F (| A ₁₁ +A ₁₀ |) △φ ₉₁ = K ₃ ×F (|A ₁₁ +A ₁₀ |). Here, K ₁ , K ₂ , and K ₃ are positive constants.
There is a relationship of K ₁ > K ₂ > K ₃ , and F(|A ₁₁ +A ₁₀ |)
is a function of |A ₁₁ +A ₁₀ | and is stored in the ROM 64. Also, if voltage Vb increases (i.e.
If A ₁₁ +A ₁₀ > 0), △φ ₇₂ = −K ₁ × F (｜A ₁₁ + A ₁₀ |) △φ ₈₂ = −K ₂ × F (｜A ₁₁ + A ₁₀ |) △φ ₉₂ = − It is given by K ₃ ×F (|A ₁₁ +A ₁₀ |). Here, K ₁ to _{K 3} and F (|A ₁₁ +
A ₁₀ |) is the same as the case of △φ ₇₁ to △φ ₇₃ . Further, if it is determined in B-11 that |A ₁₁ |<β, and in B-12 it is determined that |A ₁₁ +A ₁₀ |<|A ₁₁ |, the process directly proceeds to B-17. In B-17, it is determined by reading the values of addresses N, M, and L whether at least one correction operation is instructed among air conditioner switch switching, power steering switch switching, or voltage change, and the above correction is performed. If no action is specified, i.e. N+M+L
= 0 (hereinafter, control based on this will be referred to as I control for convenience), the address is set at B-18 and B-19.
Reset A ₃ , A ₆ , A ₉ (A ₃ , A ₆ , A ₉ are already 0)
), then ISC or opening control is selected based on the judgment result of condition judgment flow A in B-20, and if ISC is selected, B-
At step 21, the target opening degree φns (details regarding the setting of φns will be described later) inputted to address Ans is read and inputted to address As, and if opening control is selected, it is inputted to address Aps at B-22. Read the target opening φs (details on setting φs will be described later) and input it to the address As, then read the actual opening φr at B-23, and calculate the opening deviation △ from the value of As and φr at B-24. φr is now required. Further, when the above correction operation is instructed (hereinafter, control based on this will be referred to as J control for convenience), each correction flow indicated by B-100, B-200, and B-300 is executed. And B-
In 100, the opening correction amount △φac is set when the air conditioner switch is changed, in B-200, the opening correction amount △φps is set when the parasitic switch is changed, and in B-300, the opening correction amount △φps is set when the air conditioner switch is changed. The correction amount △φb is set, and these values △φac, △
φps and △φb are combined in B-40 and input into the target opening correction register △φs, and this △φs and the values inputted in B-21 or B-22 before the start of the above correction operation (when N+M+L=0) Ta
The target opening degree φs' is set at B-41 from the value of As. And in B-42, 43, if this φs' exceeds φmax, φs' = φmax, and B-44, 45
Then, if φs' is less than φmin, φs' = φmin, and the opening deviation △φr at B-47 is calculated from φs' thus set and the actual opening φr read at B-46. Desired. By the way, the information on the actual opening degree φr read at B-46 at this time is updated in synchronization with the interrupt signal of the fifth timer and input into the register. In this way, in the opening control flow B, after determining the deviation △φr from the target opening at B-24 or B-47, the solenoid valve drive flow BS
Bypass valve 20 so that △φr→O at
Controls the opening degree. In the solenoid valve drive flow BS, first B-50
It is determined whether the opening degree deviation Δφr is within the dead zone, and if it is within the dead zone, an instruction is given not to perform the opening degree control. On the other hand, if △φr is outside the dead zone, △ at B-51.
Calculate the solenoid drive time Tr corresponding to the absolute value of φr and read it into the register. Next, in B-52, the direction of valve opening control is determined from △φr, and △
When φr>0 and the valve opening degree is increased, 5
-53, the timer Ta of the solenoid of the first solenoid valve 32 (hereinafter referred to as the first solenoid)
Tr is input, and the solenoid of the second solenoid valve 34 (hereinafter referred to as the second solenoid) is input at B-54.
Input the preset driving time To (however, To≦Tr) into the timer Tb, and if △φr<0 and the valve opening degree is to be decreased, in B-55, input the drive time To (To≦Tr) determined in B-51 to the timer Tb. input Tr, and input To at B-56. By the way, Tr is given in detail by Tr = To + Ks | △φr | (where Ks is a positive proportionality constant), and therefore the drive time ta of the first solenoid valve 32 (input to timer Ta value) and the value input to the drive time tb (timer Tb) of the second solenoid valve 34) are △φr
The positive and negative values of are given as follows.

[Table] The changes of Ta and Tb with respect to Δφr are illustrated in FIGS. 5a and 5b. Then, the first solenoid and the second solenoid are driven at B-57 and B-58, respectively, but at this time, the first solenoid is energized only for the driving time given by the timer Ta, and the first solenoid valve 32
is opened, and is de-energized during other time periods, closing the first solenoid valve 32. On the other hand, the second solenoid is de-energized only during the driving time given by the timer Tb, and the second solenoid valve 34 is opened during other times. The band is adapted to occlude the energized second solenoid valve 34. Therefore, when △φr>0, as shown in FIG. 5c, the opening time ta (value of timer Ta) of the first solenoid valve 32 becomes the opening time tb (value of timer Tb) of the second solenoid valve 34. The pressure inside the pressure chamber 26 is reduced by ΔP approximately in proportion to the difference between the opening times of both valves Δt ₁ =ta−tb, and the bypass valve 20
is driven in the opening direction, and on the other hand, when △φr<0, the opening time tb (value of timer Tb) of the second solenoid valve 34 is equal to that of the first solenoid valve 3, as shown in FIG. 5d.
Greater than the valve opening time Ta (timer Ta value) of 2.
The pressure inside the pressure chamber 26 is increased by ΔP approximately in proportion to the difference Δt ₂ =tb−ta between the two valve opening times, and the bypass valve 20 is driven in the closing direction. In this case, △t ₁ = ta-tb = Ks | △φr | △t ₂ = tb-ta = Ks | △φr | Therefore, the internal pressure △P of the pressure chamber 26 is the opening deviation △
As shown in FIG. 5e, the bypass valve 20 changes approximately proportionally to φr as shown in FIG.
It changes so that φr→0. At this time, the gain between the opening degree deviation Δφr and the actual displacement amount of the bypass valve 20 is appropriately adjusted by the proportionality constant Ks. Now, the setting of each target opening degree mentioned above will be explained. First, a description will be given of the target opening degree φs' when a load change occurs, specifically, when the air conditioner switch changes from off to on. In this case, N = 1 in B-2 of the flow immediately after switching the air conditioner switch, and A ₁ = 1 in B-4.
△φ ₁₁ , A ₂ = △φ ₂₁ , A ₃ = △φ ₃₁ , (now M=
0, L=0), N+M+L at B-17
≠0 is determined. Then, after passing B-101 with N≠0, the current flow at B-102 is B-2 and N
When it is determined that = 1 is within the fourth time counting from the initial flow input, △φ ₁₁ is input to △φac (register) in B-105, and the current flow is changed to B-102, B-105. When it is determined in -103 that this is the 5th to 8th flow counting from the above initial flow, △ _φ21 is input to △φac in B-106, and the current flow is changed from the above initial flow in B-103. If it is determined that it is the 9th time or more, △φac is changed to △φ ₃₁ in B-104.
is now being entered. And B-107
In this case, N=12, that is, 12 counting from the initial flow above.
When it is determined that the second flow has occurred, N is reset at B-108. As a result, now M=0 and L=0, so N at B-107
In the next flow where >11 (N=12) is determined, B-
At step 17, it is determined that N+M+L=0, and the correction operation at the time of switching the air conditioner switch is completed. That is, the above correction operation is performed up to the 12th time counting from the above initial flow, but at that time, M=0, L
= 0, O is input to △φps (register) and △φb (register) at B-209 and B-309, respectively (because before the above initial flow starts, A ₆ at B-19, _A9 has been reset), and the value of the target opening degree correction register Δφs at B-40 is the value of Δφac. That is, the target opening degree φs' is, at B-41, φs'=As+△ _φ11 (however, N=1 to 4) φs'=As+△ _φ21 (however, N=5 to 8) φs'=As+ △φ ₃₁ (however, N=9 to 12). The value of As now is the target opening degree φns (φs) input at B-21 or B-22 in the flow immediately before the start of the initial flow. The target opening degree φs' changes over time according to the pattern shown in FIG. That is, in FIG. 6, the I control state, that is, ISC, or the normal opening control state is shown by the broken line, and the part shown by the solid line immediately after the air conditioner switch is switched is the J control, that is, the transient control (pattern control) when the air conditioner switch is switched. It is becoming. The width of one pattern in this pattern control is four times the period t ₁ of the first timer, that is, 4t ₁
It is becoming. When the local air conditioner switch is switched from on to off, N=1 at B-2 and B- immediately after switching.
4, A ₁ = △φ ₁₂ , A ₂ = △φ ₂₂ , A ₃ = △φ ₃₂ , and then the same flow as the above-mentioned switching from off to on is executed, and the target opening φs' is Set. And φs'=As+△φ ₁₂ (however, N=1 to 4) φs'=As+△φ ₂₂ (however, N=5 to 8) φs'=As+△φ ₃₂ (however, N=9 to 12) Become. This target opening degree φs' changes over time in a pattern shown in FIG. 7. In this case as well, the width of one pattern is four times the period _t1 of the first timer, that is, _4t1 . Furthermore, when the power steering switch is switched from OFF to ON, M=1 in B-7 of the flow immediately after switching, A ₄ =Δφ ₄₁ , A ₅ = in B-9.
Δφ ₅₁ , A ₆ =Δφ ₆₁ (now N=0, L=0), and it is determined at B-17 that N+M+L≠0. Then, after passing B-101, at B-109 △φac=
0 (because in the flow before M=1, A ₃ is B
-19), and when it is determined in B-201 that the current flow is within the fourth time counting from the initial flow in which M=1 was input in B-7, in B-205 △φps to △φ ₄₁
is input, and when it is determined in B-202 and B-203 that the current flow is the 5th to 8th flow counting from the above initial flow, △φ ₅₁ is input to △φps in B-206. , this flow is B
If it is determined in -203 that this is the ninth or more time counting from the initial flow, △φ ₆₁ is input to △φps in B-204. Then, when it is determined at B-207 that M=12, that is, the 12th flow counting from the initial flow, M is reset at B-208. As a result, N=0 and L=0 now, so M>11 (M=12) is determined at B-207. In the next flow, N+M+L=0 is determined at B-17, and correction when switching the power steering switch. The operation is about to end. That is, in this case as well, the above correction operation is performed up to the 12th time counting from the initial flow, as in the case of switching the air conditioner switch. And since L=0, B-309 via B-301
△φb=0, so B-
The value of target opening correction register △φs at 40 is △
The value is φps. In other words, the target opening degree φs' is B
-41, φs'=As+△φ ₄₁ (however, M=1 to 4) φs'=As+△φ ₅₁ (however, M=5 to 8) φs'=As+△φ ₆₁ (however, M=9 to 12) becomes. At this time, φs' changes according to the pattern shown in FIG. 6, similar to that set when the air conditioner switch is turned from OFF to ON as described above. (However, in Figure 6, △φ ₁₁ →
△φ ₄₁ , △φ ₂₁ → △φ ₅₁ , △φ ₃₁ → △φ ₆₁ ). On the other hand, when the power steering switch is switched from on to off, M=1 and B-7 immediately after switching.
-9, A ₄ = △φ ₄₂ , A ₅ = △φ ₅₂ , A ₆ = △φ ₆₂
After that, the same flow as when switching the power steering switch from off to on is executed, and the target opening degree φs' is set. And φs'=As+△φ ₄₂ (however, M=1 to 4) φs'=As+△φ ₅₂ (however, M=5 to 8) φs'=As+△φ ₆₂ (however, M=9 to 12) Become. At this time, φs' changes according to the pattern shown in FIG. 7, similar to that set when the air conditioner switch is turned from off to on as described above. (However, in Figure 7, △φ ₁₂ →
△φ ₄₂ , △φ ₂₂ → △φ ₅₂ , △φ ₃₂ → △φ ₆₂ ). Also, check the battery voltage by turning on head lamps, etc.
When a sudden drop in Vb occurs, L = 1 in B-13 of the flow immediately after the battery voltage Vb drop occurs, A ₇ = △φ ₇₁ in B-15, A ₈ =
Δφ ₈₁ , A ₉ =Δφ ₉₁ (now N=0, M=0), and N+M+L≠O is determined at B-17. Then, after passing B-101, △φac at B-109
= O, after passing through B-201, △φps = O, at B-209, and then at B-301, the current flow becomes B
-13, if it is determined that it is within the fourth time counting from the initial flow in which L=1 was input, B-
In 305, △ _φ71 is input to △φb, and it is determined that the current flow is the 5th to 8th flow counting from the initial flow in B-302 and B-303, and △ is input in B-306. △φ ₈₁ is input to φb, and when it is determined in B-303 that the current flow is the 9th or more flow counting from the above initial flow, △φ ₉₁ is input to △φb in B-304. It's becoming like that. When it is determined in B-307 that L=12, that is, the 12th flow counting from the above initial flow, B-
At 308, L is reset. As a result, N
=0, M=0, so L>11 in B-307
In the next flow in which (L=12) is determined, N+M+L=0 is determined at B-17, and the correction operation for the change in battery voltage Vb is completed. That is, in this case as well, the above correction operation is performed up to the 12th time counting from the initial flow, as in the case of switching the air conditioner switch and power steering switch. And since △φac=△φps=0, B
The value of △φs at -40 is the value of △φb.
That is, the target opening degree φs' is as follows at B-41: φs'=As+△ _φ71 (L=1 to 4) φs'=As+△ _φ81 (L=5 to 8) φs'=As+△ _φ91 (However, L=9 to 12). The value of As now is the target opening degree φns (φs) input at B-21 or B-22 in the flow immediately before the start of the initial flow. The target opening degree φs' changes over time according to the pattern shown in FIG. 8. In Fig. 7, the broken line part is I control, that is, ISC, or normal opening control state, and the solid line part immediately after the battery voltage Vb suddenly decreases is J control, that is, transient control (pattern control) when battery voltage changes. There is. The width of one pattern in this pattern control is the first
The period is four times the timer period _t1 , that is, _4t1 . Furthermore, in FIG. 8, the reason why the battery voltage Vb suddenly decreases and then gradually recovers is because the alternator has started generating electricity. On the other hand, turn off the head lamp etc. and check the battery voltage.
When a sudden rise in Vb occurs, L=1 at B-13 immediately after the voltage rise, and _A7 at B-15.
= △φ ₇₂ , A ₈ = △φ ₈₂ , and A ₉ = △φ _92. After this, the same flow as when the battery voltage Vb decreases described above is executed, and the opening degree φs' is set. And, φs′=As+△φ ₇₂ (However, L=1 to 4) φs′=As+△φ ₈₂ (However, L=5 to 8) φs′=As+△φ ₉₂ (However, L=9 to 12) becomes. This φs' changes over time according to the pattern shown in FIG. 9. Note that the reason why the battery voltage Vb gradually decreases after rapidly increasing in FIG. 9 is because power generation by the alternator is stopped. Next, a case will be described in which one transient control is started while another transient control is being performed. First, Table 1 shows an example where the power steering switch is switched from off to on immediately after the air conditioner switch is switched from off to on (after 2t ₁ ).

【table】

[Table] In Table 1, the numbers shown in the column of time elapsed indicate the number of times flow B was performed starting from a certain point in time. Therefore, the product of the period t ₁ and this number is the passage of real time. In the following, the elapsed time 1t ₁ ,
The times corresponding to 2t ₁ ... are expressed as times 1t ₁ , 2t ₁ .... Now, according to Table 1, at times 1t ₁ and 2t ₁ , N=M=O, and I control, that is, ISC, or normal melt opening control is instructed. At time _3t1 , switching of the air conditioner switch is detected and N=1, and J control, that is, transient control is instructed. Normally, this J control would end until time 14t ₁ , when N=12, but
In this case, since switching of the power steering switch is detected at time 5t1 and M= ₁ , the above J control will continue until time _16t1 when M=12. Therefore, in Table 1, I control is instructed at times 1t ₁ , 2t ₁ and 17t ₁ , 18t ₁ , but J control is instructed at other times (from time 3t ₁ to 16t ₁ ).
and the opening time of J control 3t ₁ and the following time
Since M=0 in 4t ₁ , B in Figure 4a
-209, 0 is input to Δφps because _A6 was reset at B-19 of the flow before time _2t1 . On the other hand, the time near the end of J control
In 15t ₁ and 16t ₁ , N=O, but in A _3, △
Since _φ31 is input, △ in B-109
△ _φ31 is input to φac. That is, during execution of the J control, the data input to the target opening degree correction register Δφs at B-40 in FIG. 4a is as shown in Table 1. Therefore, the target opening degree φs' set at B-41 is as shown by the solid line in FIG. However, the target opening shown by the solid line is different from the target opening set only in response to switching the air conditioner switch (dashed line) and the target opening set only in response to switching the power steering switch (double-dashed line). ), it goes without saying that it is the sum of Next, turn the air conditioner switch on → off.
The case where a sudden decrease in battery voltage Vb is detected after 6t ₁ has elapsed is as shown in Table 2 and FIG. 11.

【table】

[Table] There are other examples where one transient control is being performed while another is started, but they are all the same as the two examples above (including cases where three transient controls overlap). is executed. Next, the setting of the target opening degree φs during normal opening degree control will be explained. The target opening φs is basically φ ₀ inputted to the address A ₀₀ as the initial position information of the bypass valve 20, the cooling water temperature, the idle switch, the engine speed, and the throttle valve opening (and its rate of change). The information entered in the normal map of the ROM 64 is set as φso, and corrections are added to this according to the operating condition. It is beginning to be given by Then, when the air conditioner switch is turned on, the above △φ ₃₁ is added to the above φso, and the address Aps is φso + △.
When _φ31 is input and the power steering switch is turned on, △ _φ61 is added to the above φso,
φso+Δφ ₆₁ is input to Aps, and when the headlamp is turned on, Δφ ₉₁ is added to φso, and φso+Δφ ₉₁ is input to Aps. On the other hand, if the actual engine speed Nr<500 rpm is determined in A-1 of condition determination flow A, reading from the map is stopped, φs becomes an opening close to the fully open state φmax, and in A-O If it is determined that it is time to start, reading from the normal map is stopped and φs=φstart is separately set. φsart is the optimum value for facilitating engine starting. Note that this φstart
is also set based on φ ₀ . Next, the setting of the target opening degree φns during ISC will be explained. When setting φns, the rotation speed setting flow C executed by the interrupt signal of the second timer is used. First, as shown in FIG. 2, in the rotation speed setting flow C, the actual rotation speed Nr is read into the register at C-1, and the target rotation speed Ns is read into the register at C-2. This target rotational speed Ns is set to change as shown in FIG. 12 in response to the cooling water temperature and the switching of the air conditioner switch, and this is input into the ROM 64 as a map. Then, in C-3, the rotational speed deviation △N and the change amount DN in the rotational speed are calculated, and in C-4, the target change amount △φn is calculated based on these △N and DN, and further, in C-5, the actual opening degree is calculated. φr is read, and the target opening degree Δφs is determined from φr+Δφn at C-6. At this time, the actual opening degree φr read in C-5 is updated in synchronization with the interrupt signal of the fifth timer and input into the register. And φns are C-7, C-8, C-9,
C-10 is modified as necessary so that it falls within the range of φmin≦φns≦φmax, and then C-
11 is entered into the address Ans. By the way, the detailed flow in C-3 and C-4 is as follows.
As shown in Figure 3, in C-3, target rotation speed Ns and actual rotation speed Nr are read in C-31, △N is calculated from the difference, and C-32 is read in this flow. C-33 with Nr and the previous flow
DN is now calculated as the difference from Nr' input to address An. In addition, in C-4, after the address P of the RAM 62 to which O has been inputted as an initial value at the time of starting the engine is determined in C-401, the magnitude of the absolute value of the amount of change DN is determined in C-402. Judge, DN
When it is determined that the deviation △N is large, it is determined in C-413 whether the deviation △N is within the dead band, and when it is determined that it is outside the dead band, the DN is determined in C-403.
Set △φn (hereinafter referred to as △φna) according to the size of Input the cumulative value of △φna obtained in C-403 to address Ae and press C
-5. On the other hand, if it is determined that (absolute value of) DN is small in C-402, further C-402 is determined.
In 406, the value of R, that is, whether or not C-403 was executed in the previous flow, is determined, and if it is determined that it was not executed (that is, R = 0), in C-407, the value of the deviation △N is determined. Accordingly, Δφn (hereinafter referred to as Δφnb) is set to reach C-5. On the other hand, C-
C-403 was executed at 406 (i.e. R≠0)
If it is determined that the -410, input the natural number (3 in Figure 13) at address P, reset Ae at C-411, and
5. In the next flow when P=3, C-
P≠O is determined in 401, the value of P is decreased by 1 in C-412, and then △N is determined in C-407.
Δφnb is set according to C-5. And once P=3, P in C-412
C-407 is executed until =0 is input. Then, when P=0, C-403, C-408, and C-407 are selectively executed again based on the determinations of C-402 and C-406. Note that when the deviation ΔN is in the dead band, Δφna=0 at C-414 via C-413, and ΔΔφnc=0 at C-407. By the way, when the absolute value of DN becomes large, C
△φna is set at −403 (△φna is continuously set as necessary, but in that case it is the sum of △φna)
From a steady perspective, this is an excessive amount of correction when setting ΔN→0. On the other hand, when the absolute value of DN becomes small after △φna is set in C-403, C
△φnc set at -408 is set as △φnc=-Kn×△φna in order to compensate for the above-mentioned excessive correction amount. Here, Kn is a function of △N and ROM6
4, 0<Kn<1, and △
If φna is set continuously, it is the sum of △φna Σ
Represents △φna. FIG. 14 shows △φna set as described above,
An example of idle rotation speed control performed based on Δφnb and Δφnc is shown. In FIG. 14, the shaded area including the target rotational speed Ns indicates a dead band, and the timer signal indicates an interrupt signal of the second timer. The engine output adjustment based on the opening degree control of the bypass valve 20 has been described above. Next, the injection amount adjustment of the fuel injection device 12, which is performed together with the above-mentioned opening degree control when an output fluctuation occurs in the engine, will be explained. In this fuel injection device 12, a solenoid valve is duty-controlled to set a fuel injection amount, and the setting is executed based on a fuel supply flow D. In flow D, first, in D-1, the intake air amount Wa, intake air temperature Ta, actual rotation speed Nr, and cooling water temperature Tw are read. And in D-2, this Wa, Ta,
Based on Nr and Tw, the normal solenoid valve drive time (duty control period H and pulse width θ) for the fuel injection amount 12 is set. At this time, the period H is the intake flow rate Wa
The pulse width θ is set by the output pulse signal of the air flow sensor 42 which is proportional to the basic pulse width θo addition (subtraction) set according to the period H.
The normal correction amount θn for deviation is ROM from Ta, Nr, and Tw.
Normal solenoid valve drive time corresponding to the normal optimum fuel injection amount Gn set based on the map of 64.
Zn is becoming available. And D-3
~ In D-6, fuel correction control is performed when output fluctuation occurs in the engine, and in D-3, the pulse width correction amount is controlled when the air conditioner switch is switched from off to on. θac is calculated, and in D-4, the power steering switch is turned off →
Pulse width correction θps when switched on
is calculated, and in D-5, an electrical load occurs and a sudden decrease in battery voltage is detected, and in F-2 and F-5 of voltage detection flow F, △V ₁ and △ are input to A ₁₁ and A ₁₀ , respectively. When the sum of V ₂ is less than or equal to the desired value, the pulse width correction amount θb is calculated.
In 6, the actual rotation speed Nr suddenly decreases during ISC, and the value of the rotation speed change amount DN becomes a large negative value, which is set in C-403 of rotation speed setting flow C.
When the value of φna exceeds a desired value, the pulse width correction amount θd is calculated. These correction amounts θac, θps,
θb and θd are all values that instruct an increase in the amount of fuel when the respective output fluctuations occur. Then, in D-7, the correction amounts θac, θps, θb, and θd obtained in D-3 to D-6 are added to the normal pulse width θ (θo + θn) obtained in D-2, and the output fluctuation is compensated for. The pulse width θ′=θo+θn+θac+θps+θb+θd is set. (In D-3 to D-6, when each output fluctuation is not detected, the pulse width correction amount is O). Further, at D-8, a solenoid valve driving time Z is formed based on the period H determined at D-2 and the pulse width θ' determined at D-7, and the solenoid valve is driven. By the way, the details of the flow of D-3 to D-6 can be found in Part 1.
As shown in Figure 5, first, the correction is based on the switching of the air conditioner switch, and in D-31, the presence or absence of switching the air conditioner switch from OFF to ON is input in B-2 of opening control flow B. It is determined based on the value of address N, and if it is present, a natural number n ₁ is input to address K ₁ of RAM 62 at D-32, and further D-
At step 33, the initial correction value _X1 is input to the register θac.
Once K ₁ = n ₁ , in the flow n ₁ times, K ₁ ≠ O is determined in D-34, and the correction value continues to be input to the register θac in D-35, and from the value of this register θac, D -7 sets the pulse width θ'. At this time, the value of θac is set in D-35 so that it gradually decreases as time passes after the air conditioner switch is switched and the initial correction value is given, and this causes the value of θac to decrease gradually as time passes. The air-fuel ratio of the air-fuel mixture becomes small (the air-fuel mixture becomes rich) and then gradually increases (the air-fuel mixture becomes lean). By the way, when the correction due to the switching is completed or when the switching is not performed, θac is reset at D-36. Also, this is a correction based on the switching of the power steering switch from OFF to ON performed in D-4, but this is
In step 41, whether or not the power steering switch has been switched from off to on is determined based on the value of address M input in step B-7 of opening control flow B, and if the switch has been switched, correction is made based on the switching of the air conditioner switch. Similar corrections are made. However, n ₂ (natural number that sets the number of correction flows) input to address K ₂ in D-42.
And X ₂ (initial correction value) input to the register θps in D-43 is the above n _{1 ,}
is set independently. Furthermore, the correction for the sudden decrease in the battery voltage Vb is performed at D-5, but first, at D-51, the address L
(input in B-13 of opening control flow B) is 0
→ Determine whether or not there is a change of 1, and if there is a change, use D-52 to determine whether the magnitude of the voltage change △V ₁ + △V ₂ exceeds the negative set value △Vs. If △Vs is exceeded, the above air conditioner switch,
Correction for changes in battery voltage is performed in the same way as correction when switching the power steering switch. By the way, in this case as well, n ₃ (natural number that sets the number of correction flows) input to address K ₃ at D-53 and X ₃ (initial correction value) input to register θb at D-54 correspond to changes in battery voltage. It is set independently of the above n ₁ , n ₂ , X ₁ , and X ₂ so as to be optimal for correcting accompanying load fluctuations. Furthermore, correction is made when the actual rotational speed Nr suddenly decreases during ISC, which is performed at D-6. First, transient control is performed at D-60 based on switching of the air conditioner switch, power steering switch, or battery voltage change. If not, the address R is determined in D-61.
(Input in C-404 of rotation speed setting flow C) is determined whether there is a change from 0 to 1, and if there is a change, in D-62, the setting city DNs where the rotation speed change DN is negative is determined.
If it exceeds DNs, it is further determined in D-63 whether or not ISC is specified based on the judgment result of condition judgment flow A. In this case, the correction for the sudden decrease in the idle speed is performed in the same way as the correction for changing the air conditioner switch, switching the power steering switch, or when the battery voltage suddenly decreases. By the way, in this case as well, n ₄ (natural number that sets the number of correction flows) input to address K ₄ at D-64 and D-65
The X ₄ (initial correction value) input to the register θd is
The above settings are optimized to prevent the air-fuel mixture in the combustion chamber from becoming over-lean, which occurs as the opening degree of the bypass valve 20 increases when the idle speed suddenly decreases.
This is a time chart regarding the injection amount adjustment of the fuel injection device 12, which is provided independently of n ₁ , n ₂ , n ₃ , X ₁ , X ₂ , and X ₃ . Figure 16 shows how the solenoid valve drive time Z increases (fuel injection amount increases) due to a sudden decrease in battery voltage, and , shows how Z increases due to a sudden decrease in rotational speed during ISC. show,
shows how Z increases based on the switching of the air conditioner switch and power steering switch from off to on. According to the above embodiment, the position sensor 38 that detects the opening degree of the bypass valve 20 is provided, and the target opening is set based on the actual opening degree φr detected by the sensor during engine idling operation and the rotation speed deviation. Due to the opening deviation △φr from the degree φns, the above bypass valve 20
By controlling the opening degree of the engine, the engine speed Nr reaches the target speed Ns, so the speed can be controlled extremely quickly and problems such as engine stalling during idling can be reliably prevented. It has the effect of being able to Furthermore, in the above embodiment, when a sudden change in engine speed occurs during ISC, a larger correction opening is set according to the amount of change and the opening of the bypass valve 20 is controlled, thereby quickly resolving the sudden change. Then, when the above-mentioned sudden change condition is resolved, the corrected opening is set to a small value and the opening is controlled, and then the target opening is controlled based on the normal rotational speed deviation. This has the effect that fluctuations in the number of rotations can be quickly removed and the idle speed can be stabilized extremely quickly. Furthermore, in the above embodiment, when the on/off switching of the air conditioner switch (or power steering switch) is detected during engine operation, including during ISC, load fluctuations due to the drive of the air conditioner compressor (or power steering hydraulic pump) are detected. In offsetting the
Since the bypass valve opening degree is controlled in accordance with a predetermined optimum opening pattern based on the feedback signal of the position sensor 38 and the intake air amount is adjusted, the engine output (idle Fluctuations in the rotational speed and torque transmitted to the drive shaft via the clutch can be kept extremely small. Furthermore, in the above embodiment, generation of generation load and disappearance of generation load of the alternator are detected from fluctuations in battery voltage Vb, and the control opening degree is adjusted in stages according to the amount of change per unit time in battery voltage Vb. , the bypass opening is controlled according to the above-mentioned control opening, and the intake air amount is adjusted.As a result, the engine output (idle rotation speed and transmission to the drive shaft) is adjusted as the generation load occurs and disappears. It is possible to suppress fluctuations in torque to an extremely small level. Further, in the above embodiment, when it is detected that an auxiliary device driven by the engine, such as an air conditioner compressor, a power steering oil pump, or an alternator, starts operating, the injection amount of the fuel injection device 12 is temporarily increased. This configuration has the effect of preventing engine stall when load torque increases rapidly. This, together with the effect of increasing the amount of intake air based on the drive of the bypass valve 20 executed at the start of driving each auxiliary machine, produces an extremely large effect. Furthermore, in the above embodiment, when it is detected that the rotation speed suddenly decreases during ISC (that is, DN becomes a large negative value), the fuel injection device 12 temporarily
Since the injection amount is increased, it is possible to prevent engine stalling when the idling speed suddenly decreases. This, together with the effect of increasing the amount of intake air based on the drive of the bypass valve 20, which is executed in response to a sudden decrease in the rotational speed, produces an extremely large effect. Further, according to the above embodiment, the output of the position sensor 38 corresponding to the initial opening position (fully closed position) of the bypass valve 20 is A/D converted to
0 into the computer 40 as initial position information, and the opening of the bypass valve 20 is controlled based on this initial position information. There is no need to input the initial position information of the valve into the computer, and the effort required to assemble the engine is greatly reduced. Further, according to the above embodiment, the initial position information input to the address A ₀₀ of the RAM 62 and the ROM 6
4, φmin and φmax are set based on the information φband and φ△ stored in 4, and the opening degree of the bypass valve 20 is mechanically set to the minimum opening degree (fully closed state).
It is configured to be controlled within the range from φmin, which is slightly more open, to φmax, which is slightly closed than the mechanically set maximum opening (fully open state), and the opening of the bypass valve 20 is controlled in response to pressure. device 22
This is uniquely set at the equilibrium point between the magnitude of the negative pressure in the pressure chamber 26 and the biasing force of the spring 36, so that when the bypass valve 20 is displaced from any opening position to another opening position. Even if it is, the position is quickly controlled by the pressure control in the pressure chamber 26 based on the drive of the solenoid valves 32 and 34, and there is an effect that delay in opening degree control is prevented. Furthermore, in the above embodiment, a check valve 33 is disposed in the negative pressure passage 28 to allow fluid to move only from the first solenoid valve 32 side to the intake passage 8 side, so that the manifold negative pressure is small and fluctuations are large. Even during startup cranking, when the absolute value of the negative pressure is relatively large, the gas in the pressure chamber 26 is sucked into the intake passage 8 through the first solenoid valve 32, and this state is maintained by the check valve 33. As a result, a relatively large negative pressure is applied inside the pressure chamber 26 even during start-up cranking, making it possible to bring the opening degree of the bypass valve 20 close to the preset φstart, thereby increasing the engine speed. The startability of the engine can be improved. Furthermore, in the embodiment described above, the manifold negative pressure conducted to the pressure chamber 26 is controlled by the first solenoid valve 32, the atmospheric pressure conducted to the same pressure chamber 26 is controlled by the second solenoid valve 34, and the bypass valve 20 is controlled by the second solenoid valve 34. Since the pressure inside the pressure chamber 26, which is proportional to the opening degree of the solenoid valve 32, is configured to be set based on the difference in the driving time of both the solenoid valves 32 and 34, there is no problem when driving with a single solenoid valve. The old minimum drive time limit has been removed, and the opening deviation △φr
Even if the deviation is small, the pressure in the pressure chamber 26, that is, the opening degree of the bypass valve 20, can be accurately controlled in response to the small deviation, and the ISC quickly stabilizes the rotation speed. On the other hand, also in the opening degree control, the opening degree of the bypass valve 20 can be quickly optimized. Further, in the above embodiment, the air conditioner switch 50
a, 50b, and 50c are all on and the air conditioner is ready to operate, an air conditioner on signal is immediately input to the computer 40, and based on this signal, the engine output correction operation related to air conditioner switch switching, that is, the bypass valve is immediately activated. 20 and fuel injection device 12 are performed, while air conditioner switches 50a, 50b, 50
A delay circuit 5 is connected between C and the power transistor 55.
3 is installed, and the compressor is driven only after a predetermined period of time has elapsed after all the air conditioner switches are turned on, and the compressor is operated only after the output correction operation has been reliably performed. This improves drivability by preventing an abnormal drop in engine output immediately after the compressor starts operating, and also prevents the occurrence of a stall due to an abnormal drop in engine speed, especially during idling. play. Also, air conditioner switches 50a, 50
When at least one of b and 50c is turned off, the engine output correction operation related to the air conditioner switch changeover, that is, the opening reduction control of the bypass valve 20 is immediately performed, while the stoppage of the compressor is delayed due to the action of the delay circuit 53. Since the compressor stops after the output correction operation is reliably performed, the engine output is prevented from increasing abnormally immediately after the compressor stops, improving drivability. is measured. Furthermore, in the above embodiment, the idle switch 48
Based on the output of the vehicle speed sensor 54, the idling state of the engine is detected when the vehicle is stopped, and the idling state of the engine is detected when the vehicle is running, based on the output of the idle switch 48, the vehicle speed sensor 54, and the ignition pulse signal (engine rotation speed signal). Since the configuration is configured to detect the idling operating state of the engine and perform ISC in both cases, the idling speed can be stabilized not only when the vehicle is stopped but also when the vehicle is running, and the engine stall can be prevented when the vehicle is running. This has the effect of being able to prevent this. In the above embodiment, both the intake air amount and the fuel supply amount are increased when correcting the output at the start of operation of the auxiliary equipment driven by the engine, but this example increases only the fuel supply amount. However, the engine stall prevention effect can be sufficiently exhibited even if the engine stall is prevented. Furthermore, in the above embodiment, the air conditioner compressor, power steering oil pump, and alternator are used as auxiliary equipment driven by the engine, and load detection means are provided for each of them. The present invention can be applied to any device that can be switched from inactive to active during operation (for example, a heater fan that is directly driven by the engine). Further, in the above embodiment, the solenoid valve of the calorific injection device 12 was shown to be controlled, but the present invention is equipped with a carburetor as a fuel supply device, and an electromagnetic on-off valve is provided as a fuel flow rate regulating valve in the slow system of the carburetor. It can also be applied to things that are interposed. Furthermore, although the above embodiments have been described with respect to an automobile engine, the present invention can be applied to other engines, such as stationary engines, as long as they have auxiliary equipment other than the main load.

[Brief explanation of the drawing]

FIG. 1 is a schematic explanatory diagram showing an embodiment of the present invention;
FIG. 2 is a schematic flowchart of the operation of the same embodiment.
FIG. 3 is a diagram showing the relationship between the actual opening degree of the bypass valve 20 and computer information in the same embodiment;
The figure is a detailed flowchart of the opening control flow B in the same embodiment, Figure 5 is a diagram showing the operating characteristics of the first and second solenoid valves in the same embodiment, and Figures 6 to 11 are in the same embodiment. A diagram showing the transient control characteristics of the bypass valve opening degree, FIG. 12 is a characteristic diagram of the target rotation speed Ns according to the same embodiment, and FIG. 13 is a partial detailed flowchart of the rotation speed setting flow C according to the same embodiment. ,
FIG. 14 is a diagram showing the rotation speed control characteristics according to the same embodiment, and FIG. 15 is a diagram showing the fuel supply flow D according to the same embodiment.
FIG. 16 is a partial detailed flowchart showing fuel supply characteristics according to the same embodiment. 2...Engine body, 8...Intake passage, 10...
...Throttle valve, 12...Fuel injection device, 14...
...Air flow meter, 18...Bypass passage, 2
0... Bypass valve, 22... Pressure response device, 32
...First solenoid valve, 33...Check valve, 34...
...Second solenoid valve, 36...Spring, 38
...position sensor, 40 ...computer,
42...Air flow sensor, 43...Intake temperature sensor, 44...Ignition device, 46...Cooling water temperature sensor, 48...Idle switch, 50a, 50
b, 50c... Air conditioner switch, 52... Power steering switch, 51... Compressor, 53...
Delay circuit, 57...Battery.

Claims (1)

[Claims] 1. Operation of a mixture supply device that supplies a fuel-air mixture to the combustion chamber of the engine, a fuel flow control valve installed in the fuel supply passage of the mixture supply device, and a first auxiliary machine driven by the engine.・Load detection means for detecting a change in non-operation and a change in operation/non-operation of the second auxiliary machine; control means for issuing a control signal to each of the fuel flow control valves to transiently increase the amount of fuel in the fuel-air mixture for a set period immediately after the detection; The control means controls the fuel amount in response to detecting a change in the operation of the first auxiliary machine and when detecting a change in the operation of the second auxiliary machine from a non-operating state to an operating state, respectively. After increasing the fuel amount by a set amount, the increased fuel amount is gradually decreased over time to terminate the fuel increase, and when a change in the operation of the first auxiliary equipment is detected and the second auxiliary equipment is detected.
An engine control method characterized in that an increase characteristic is set to be different depending on when a change in operation of an auxiliary machine is detected.