JPH0553938B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Application Field] The present invention relates to an output control device for an automobile engine or the like. [Prior Art] Conventionally, in automobile engines, a bypass valve is provided in a passage that bypasses a throttle valve in the intake system, and this bypass valve is opened and closed depending on the operating state of the engine to control the idling speed and during deceleration. A device that performs A/F adjustment, etc. has been proposed. By the way, some modern automobiles are equipped with many auxiliary devices driven by the engine, and some are equipped with automatic transmissions. , generator) changes from a non-operating state to an operating state, or when the automatic shift position changes from the neutral (N) position to the drive (D) position, the load increases discontinuously. If normal control was performed according to driving conditions, the idling speed and output would temporarily drop, causing discomfort to the driver.
In the worst case, there was a risk that the engine would stall. In order to eliminate the above-mentioned problems, the above-mentioned auxiliary equipment changes from non-operating to operating during idling, and the shift position of the automatic transmission changes from N to D.
JP-A No. 54-98413 and JP-A No. 54-984 disclose a technology that attempts to increase the intake air amount by an amount commensurate with the load change for a predetermined period of time when a change in the amount of air is detected.
This has already been proposed in No. 113725, etc. The technologies shown in both of the above publications include a bypass passage that bypasses a manually operable throttle valve, a bypass valve that is driven by a negative pressure motor, and a bypass valve driven by a negative pressure motor. It has a configuration in which a drive signal is supplied from the control device to the negative pressure motor to control the idling rotation speed, and when the occurrence of the above-mentioned specific load is detected, the drive signal is corrected accordingly. That is. [Problem to be solved by the invention] However, these technologies are mainly aimed at countering rotational fluctuations during idle operation, and are intended to deal with load changes in auxiliary equipment that occur during load operation, that is, off-idle operation. It was not meant to be. By the way, if a load change occurs due to auxiliary equipment during load operation, for example, during normal driving, there is a risk that it will appear as a shock on the vehicle body, so in order to obtain user satisfaction, it is necessary to effectively suppress the occurrence of such shock. The emergence of technology to do this was also eagerly awaited. [Means for solving the problem] The present invention has been proposed in view of the above, and includes:
A throttle valve installed in the engine intake passage.
A bypass passage whose one end communicates with the atmosphere or the intake passage on the upstream side of the throttle valve installed position and whose other end communicates with the intake passage downstream of the throttle valve installed position, which is connected to the bypass passage and connected to the combustion chamber of the engine. A bypass valve that adjusts the amount of intake air supplied to the engine, a drive mechanism that adjusts the opening of the bypass valve, a change in the activation/deactivation of auxiliary equipment driven by the engine, or a shift in the automatic transmission associated with the engine. A load detection means detects a specific load variation occurrence state of the engine corresponding to a change in position, etc., and when the load detection means detects a specific load variation occurrence state of the engine, an intake correction amount is set to compensate for the specific load variation of the engine. control means for setting the opening degree of the bypass valve by supplying a corresponding drive signal to the drive mechanism during off-idle; When the load detection means detects a load change toward an increasing side,
As the drive signal, a steady drive signal is supplied that continuously increases the amount of intake air corresponding to the load increase while the engine load is increasing, and at least in off-idling, the drive signal is supplied in response to the load detection means immediately after the load change is detected. The engine output control is characterized in that, during a set period, an immediately after switching drive signal for increasing the intake air amount further than the above-mentioned intake air amount increase is supplied to the drive mechanism with priority over the steady drive signal. The gist is the device. [Function] According to the present invention, when engine load changes due to auxiliary equipment etc. occur during off-idle operation, especially load changes in the direction of increasing engine load, a slightly larger amount of intake air is bypassed immediately after the change occurs. This is performed by controlling the valve opening degree, and then, in response to the increase in load, an increase in the amount of intake air that is constantly required is performed by controlling the bypass valve opening degree. [Examples] Examples 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 for an air conditioner (hereinafter referred to as an air conditioner), an oil pump for power steering, battery charging, and a head line. 2. Relating to an automobile equipped with an alternator that performs
1 is an engine body of 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. 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 has a solenoid valve 13, which is a fuel flow rate regulating valve, interposed in a fuel passage through which low-pressure fuel is supplied from a fuel pump, and the amount of fuel injected into the intake passage is determined by the opening of the solenoid valve. It is designed to be set in accordance with the valve time.
Further, a bypass passage 18 is formed in the intake passage 8 so as to bypass the throttle valve 10.
This bypass passage 18 is provided with a bypass valve 20 that controls the amount of intake air supplied to the engine combustion chamber by controlling the amount of intake air that passes through the passage 18, and this bypass valve 20 is arranged on a valve seat. It is possible to move from a fully closed position (rightmost position in FIG. 1) where the bypass passage 18 is completely closed to a fully open position (leftmost position in FIG. 1) defined by a stopper (not shown). Further, the bypass valve 20 is connected to a diaphragm 24 of a pressure responsive device 22 which is an actuator. 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, atmospheric passage 30
A normally open second solenoid valve 34 is installed in the pressure chamber 2.
The atmospheric pressure supplied to 6 is controlled. 35a,
35b is an orifice for flow rate control. A spring 36 is disposed within the pressure chamber 26, and this spring 36 biases the bypass valve 20 in the closing direction via the diaphragm 24, making the bypass valve 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 pressure response device 2
This is a position sensor that uses a variable resistor to detect the opening degree of the bypass valve 20 by detecting the position of the diaphragm 24 of No. It is now entered into . In addition to the above-mentioned opening position signal, the computer 40 also receives an intake air amount signal output from an air flow sensor 42 provided in the air flow meter 14;
The intake air temperature signal output from the air intake air temperature sensor 43 installed near the air flow meter 14, the ignition pulse signal (i.e. engine rotation speed signal) output from the engine ignition device 44, and the cooling water temperature of the engine body 2 are detected. Cooling water temperature sensor 4 to detect
Cooling water temperature signal output from 6, throttle valve 1
The idle signal output from the idle switch 48 that detects that the engine is in the fully closed state, the air conditioner signal output from the air conditioner operation switches 50a, 50b, 50c, the hydraulic pressure generation state of the power steering (that is, the state of the power steering when the steering wheel is moved from the neutral position) A power steering signal output from a switch (hereinafter referred to as a power steering switch) 52 that detects the rotation state (rotated state), a vehicle speed signal output from a vehicle speed sensor 54 provided on the output shaft of a transmission (not shown), and an opening of the throttle valve 10. An opening signal output from an opening sensor 56 that detects the opening from fully closed to fully open and a voltage signal output from a battery 57 are 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.
The battery voltage increases rapidly, but when the battery voltage exceeds a steady value range due to the sudden increase in voltage, the regulator stops supplying field current and the alternator 70 stops generating electricity. 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 abnormally 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, a CPU 60, a RAM 62, and a ROM 64, which perform 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).
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, a condition determination flow A for identifying the operating state of the engine, and 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 has a relatively long period t ₂ (about 4 to 5 times the period of the first timer).
is executed in synchronization with the interrupt signal of the second timer of
The fuel supply flow D and the advance angle flow E are executed in synchronization with the third and fourth timers having extremely short cycles, and the voltage detection flow F is executed at 1/2 of the first timer.
It is designed to be executed in synchronization with a fifth timer having a cycle (t ₁ /2). 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 explained. 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-O whether or not the engine is starting. Specifically, this applies when the ignition switch is on and the engine speed Nr is the set speed (for example,
200rpm) or less, it is determined that it is time to start. Then, at A-1, the engine rotation speed
It is determined whether or not Nr is at an abnormally low rotation speed (500 rpm), and the idle switch 4 is turned on at A-2.
8 is on (that is, the throttle valve 10 is fully closed), and at A-3, the vehicle speed sensor 54
It is determined whether the vehicle speed output by
Vr)/(engine speed Nr) is detected, and the (actual) engine speed is detected at A-5.
It is determined whether the absolute value of the deviation ΔN between Nr and the target rotation speed Ns is less than the set value ε (that is, whether Nr is in the ISC rotation range), and the engine rotation speed after starting is determined. is not at an abnormally low rotation speed, the idle switch 48 is on, the vehicle speed is 1 km/h or less, and the absolute value of the deviation ΔN is less than the set value ε (hereinafter referred to as Case 1).
) and the engine speed after starting is not abnormally low, the idle switch 48 is on, and the vehicle speed is 1 km/h or more, and
Amount of change in Vr/Nr ΔV/N (Vr/Nr sampled this time)
The value of Nr minus the value of Vr/Nr sampled last time) exceeds a certain positive value α.
If it is determined that the deviation has occurred more than once (for example, twice) in a row, and the absolute value of the deviation ΔN is less than or equal to ε (Case 2)
), it is determined that the engine is in a stable idling state, and the idling speed control (hereinafter referred to as
(referred to as ISC), and in cases other than Case 1 and Case 2 mentioned above, it instructs opening control. The instruction of this condition determination flow A is used to determine whether or not ISC is instructed at B-20 in the opening 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, the start of coasting is determined by detecting 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 an engine braking state to a coasting state by disengaging the clutch, the change in vehicle speed before and after disengaging the clutch is minute;
As the engine changes from being forced to rotate to idling, the number of revolutions rapidly decreases. For this reason, the sample-by-sample variation ΔV/N of (vehicle speed Vr)/(engine speed Nr) that is larger than the positive value α indicates a state in which the engine speed has decreased after the clutch is disengaged. Specifically, in this embodiment, 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 degree 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 startup. 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. The minimum value φmin and maximum value φmax of the setting information φ _s that provides the target opening degree, which will be described later, are calculated by calculation from the range information φband and the minimum opening setting information φ〓 also stored in the ROM 64, 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 is 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.
This corresponds to a value slightly smaller than the distance l between the bypass valve 20 and the actual position (opening degree) of the bypass valve 20.
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
From the ROM64, the target opening change amount Δφ ₁₁ , Δφ ₂₁ ,
Δφ 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. At this time, Δφ ₃₁ is the air conditioner switch off →
This is a positive amount of change that is expected to be optimal when ignoring transient phenomena in compensating for engine load fluctuations caused by on-switching, and Δφ ₁₁ , Δφ ₂₁ , and Δφ 21 are positive amounts of change similar to Δφ ₃₁ . The magnitude is Δφ ₁₁ > Δφ ₃₁ > Δφ _21. On the other hand, Δφ ₃₂ is also optimal when ignoring transient phenomena in compensating for engine load fluctuations caused by switching from ON to OFF of the air conditioner switch. These are the expected negative changes, and Δφ ₁₂ and Δφ ₂₂ are Δφ ₃₂
Similarly, it is a negative amount of change, and its absolute value is |Δφ ₁₂ |>|Δφ ₃₂ |>|Δφ ₂₂ >|. Furthermore, there is a relationship of Δφ ₃₁ = |Δφ ₃₂ |. Next, B-6 determines whether or not the power steering switch has been switched, and if the switch has not been switched, 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 direction of the switching is from off to on (that is, the oil pump is inactive to active) or on to off, and in B-9 or B-10 depending on each case. The target opening change amount Δφ ₄₁ , Δφ ₅₁ , Δφ ₆₁ (or Δφ ₄₂ ,
Δφ ₅₂ , Δφ ₆₂ ) are read and input to addresses A ₄ , A ₅ , A ₆ of the RAM 62, respectively. At this time, Δφ 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 Δφ ₄₁ and Δφ ₅₁ are the same as Δφ ₆₁ . It is a positive amount of change, and its magnitude is Δφ ₄₁ > Δφ ₆₁ > Δφ _51. On the other hand, Δφ ₆₂ is also used to compensate for transient phenomena in compensating for engine load fluctuations that occur when the power steering switch is switched from on to off. This is the negative amount of change that is expected to be optimal if ignored, and Δφ ₄₂ and Δφ ₅₂ are Δφ ₆₂
Similarly, it is a negative amount of change, and its absolute value is |Δφ ₄₂ |>|Δφ ₆₂ |>|Δφ ₅₂ |. Furthermore, there is a relationship of Δφ ₆₁ =|Δφ ₆₂ |. Next, B-11 determines whether or not there has been a change in battery voltage, and if there is no change, B-17
instruct. By the way, when determining the change in battery voltage, the amount of change in voltage 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 period t ₁ /2
Deviations of voltage Vb read every time ΔV ₁ and Δφ ₂
(ΔV ₁ is the deviation between the voltage Vb ₁ read this time and the voltage Vb ₂ read last time, ΔV ₂ is the deviation between the voltage Vb ₂ read last time and the voltage Vb ₃ read the day before last), respectively. , RAM6 in F-2
2 addresses A ₁₀ and A ₁₁ , and B-
11, it is determined that there is a change in the voltage Vb when the absolute value of _A11 is larger than the set value β. If there is a change, the value of A ₁₀ in B-12 is
It is determined whether or not the sign is the same as A ₁₁ , and correction is instructed when |A ₁₁ +A ₁₀ |>|A ₁₁ |. If correction is instructed, in B-13,
Input 1 to address L of RAM62, and then
-14, the sign of _A11 (direction of change in voltage Vb) is determined, and at B-15 (or B-16), target opening degree changes Δφ ₇₁ , Δφ ₈₁ , Δφ corresponding to the value of A ₁₁ +A ₁₀ are determined. ₉₁ (or Δφ ₇₂ , Δφ ₈₂ ,
Δφ ₉₂ ) is calculated and read from the calculation auxiliary information in the ROM 64, and the addresses A ₇ and Δφ 92 in the RAM 62 are respectively
Input to A ₈ and A ₉ and reach B-17. By the way, when the voltage Vb decreases at this time (i.e., when A ₁₁ +A ₁₀ <O), Δφ ₇₁ = K ₁ × F (|A ₁₁ + A ₁₀ |) Δφ ₈₁ = K ₂ × F (|A ₁₁ +A ₁₀ |) Δφ ₉₁ =K ₃ ×F(|A ₁₁ +A ₁₀ |). Here K ₁ , K ₂ , K ₃ are positive constants
There is a relationship of K ₁ > K ₂ > K ₃ , 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.
A ₁₁ +A ₁₀ > O), Δφ ₇₂ = −K ₁ ×F (|A ₁₁ +A ₁₀ |) Δφ ₈₂ = −K ₂ ×F (|A ₁₁ +A ₁₀ |) Δφ ₉₂ = −K ₃ × It is given by F(|A ₁₁ +A ₁₀ |). Here, K ₁ to K ₃ and F (|A ₁₁
+A ₁₀ |) is the same as the case of Δφ ₇₁ to Δφ ₇₃ . If it is determined in B-11 that |A ₁₁ |<β and in B-12 that |A ₁₁ +A ₁₀ |<|A ₁₁ |, the process directly proceeds to B-17. B
-17, it is determined by reading the values of addresses N, M, and L whether or not at least one correction operation among switching of the air conditioner switch, switching of the power steering switch, or voltage change is instructed, and the above-mentioned correction operation is performed. is not specified, that is, N+M+L=
In the case of O (control based on this is hereinafter referred to as control for convenience), reset addresses A ₃ , A ₆ , and A ₉ in B-18 and B-19 (unnecessary if A ₃ , A ₆ , and A ₉ are already O). ) After that, ISC or opening control is selected based on the judgment result of condition judgment flow A in B-20, and if ISC is selected, the target opening φns input in address Ans in B-21. (Details regarding the setting of φns will be described later) are read and input into the address As, and if opening control is selected, the address is entered in B-22.
Read the target opening degree φs inputted into Aps (details regarding the setting of φs will be described later) and input it to the address As. Next, read the actual opening degree φr at B-23, and from the value of As and φr, at B-24. The opening deviation Δφr can now be determined. In addition, when the above correction operation is instructed (hereinafter, control based on this will be referred to as J control for convenience), B-100, B-
Each correction flow indicated by 200 and B-300 is executed. In the B-100, the opening correction amount Δφac is set when the air conditioner switch is switched, and in the B-200, the opening correction amount Δφps is set when the power steering switch is switched.
, the opening correction amount Δφb is set according to the electrical change, and these values Δφac, Δφps, Δφb are B-40
B-21 or B-21 or B
From the value of As input in -22, B-41
The target opening degree φs' is set at . And B-
In B-42 and 43, when this φs' exceeds φmax, φs' = φmax, and in B-44 and 45, when φs' is less than φmin, φs' = φmin, and it is set in this way. The opening deviation Δφr is determined at B-47 from φs' and the actual opening φr read at B-46. By the way, at this time B-
The information on the actual opening degree φr read in step 46 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 Δφr from the target opening at B-24 or B-47, the solenoid valve drive flow
Bypass valve 2 so that Δφr→O at BS
Controls the opening degree of 0. In the solenoid valve drive flow BS, first B-5
0, 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 Δφr is outside the dead zone, the solenoid drive time Tr corresponding to the absolute value of Δφr is calculated at B-51 and read into the register. Next, in B-52, the direction of valve opening control is determined from Δφr, and Δφr>
When the valve opening becomes O and increases the valve opening, B-53
At B-54, Tr is input to the timer Ta of the solenoid of the first solenoid valve 32 (hereinafter referred to as the first solenoid), and at B-54, the timer Ta of the solenoid of the first solenoid valve 32 is inputted.
The drive time To (however,
To≦Tr), and if Δφr<O and the valve opening degree is to be decreased, input the Tr obtained in B-51 to the timer Tb in B-55, and
Enter To at . By the way, Tr is now given in detail by Tr = To + Ks | Δφr | (where Ks is a positive proportionality constant), and therefore the first
The drive time ta of the solenoid valve 32 (the value input to the timer Ta) and the drive time tb of the second solenoid valve 34 (the value input to the timer Tb) are given as follows with respect to the sign of Δφr.

[Table] The changes in Ta and Tb with respect to Δφr are illustrated in FIGS. 5a and 5b. Then, the first solenoid and the second solenoid are driven in 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 opens the first solenoid valve 32. During other time periods, the second solenoid is de-energized and the first solenoid valve 32 is closed, while the second solenoid is de-energized only for the drive time given by the timer Tb, opening the second solenoid valve 34 and energized during other time periods. so that the second solenoid valve 34 is closed. Therefore, when Δφr>O, as shown in FIG. The pressure inside the pressure chamber 26 is reduced by ΔP approximately in proportion to the difference Δt ₁ =ta−tb between the opening times of the two valves, and the bypass valve 20
is driven in the opening direction, and when Δφr<O, the fifth
As shown in Figure d, the opening time tb (value of timer Tb) of the second solenoid valve 34 is
is larger than the valve opening time Ta (value of timer Ta),
The pressure inside the pressure chamber 26 is increased by ΔP substantially 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. At this time, Δt ₁ = ta−tb=Ks | Δφr | Δt ₂ = tb−ta=Ks | Δφr | Therefore, the internal pressure ΔP of the pressure chamber 26 is as shown in FIG. It changes approximately proportionally, and based on this, the bypass valve 20 is displaced so that the opening deviation Δφr→O. 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.
Δφ ₁₁ , A ₂ = Δφ ₂₁ , A ₃ = Δφ ₃₁ (now M=O,
), N+M+L≠ in B-17
O is determined. Then, after passing B-101 with N≠O, it is determined at B-102 that the current flow is within the fourth time counting from the initial flow in which N=1 was input at B-2. 105
Δφ ₁₁ is input to Δφac (register) at
When it is determined in B-102 and B-103 that the current flow is the 5th to 8th flow counting from the above initial flow, Δφ ₂₁ is input to Δφac in B-106, and the current flow is changed to B-106. -1
When it is determined in step 03 that the flow is the ninth or higher time counting from the initial flow, Δφ ₃₁ is input to Δφac in B-104. When it is determined at B-107 that N=12, that is, the 12th flow counting from the initial flow, N is reset at B-108. As a result, now M=O, L=O, so in the next flow where N>11 (N=12) is determined at B-107, N+M+ at B-17.
It is determined that L=O, and the correction operation when 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, since M=O and L=O, Δφps (register) and Δφb (register) are filled with B-209 and B-309, respectively. , O is input (because B- is input before the above initial flow starts).
19, A ₆ and A ₉ are reset), B
The value of the target opening degree correction register Δφs at −40 is the value of Δφac. That is, the target opening degree φs' is
In B-41, φs'=As+Δφ ₁₁ (however, N=1 to 4) φs'=As+Δφ ₂₁ (however, N=5 to 8) φs'=As+Δφ 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 control state, that is, the ISC or 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's summery. The width of one pattern in this pattern control is four times the period _t1 of the first timer, or
It is 4t ₁ . On the other hand, when the air conditioner switch is switched from on to off, N=1 at B-2 and B-
4, A ₁ = Δφ ₁₂ , A ₂ = Δφ ₂₂ , A ₃ = Δφ ₃₂ , and then the same flow as in the above-mentioned switching from off to on is executed, and the target opening degree φs' is set. . And φs'=As+Δφ ₁₂ (however, N=1 to 4) φs'=As+Δφ ₂₂ (however, N=5 to 8) φs'=As+Δφ ₃₂ (however, N=9 to 12). 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 t ₁ of the first timer, that is, 4t ₁ . Furthermore, when the power steering switch is switched from off to on, M = 1 in B-7 of the flow immediately after switching, and A ₄ =Δφ ₄₁ , A ₅ in B-9.
=Δφ ₅₁ , A ₆ =Δφ ₆₁ (now N=O, L=O), and it is determined in B-17 that N+M+L≠O. After passing through B-101, at B-109, Δφac=O (because the flow before M=1
A ₃ has been reset at B-19), B
-201, the current flow is B-7 and M=1
If it is determined that the current flow is within the fourth time counting from the initial flow input, Δφ ₄₁ is input to Δφps in B-205, and the current flow is changed to B-205.
When it is determined in 202 and B-203 that this is the 5th to 8th flow counting from the above-mentioned initial flow, Δφ ₅₁ is input to Δφps in B-206, and the current flow is changed to the above-mentioned initial flow in B-203. If it is determined that it is the 9th or more time counting from , Δφ ₆₁ is inputted to Δφps in B-204. And B-207
M=12, that is, 12 counting from the initial flow above.
When it is determined that the flow has reached the second flow, M is reset in B-208. As a result, N=O and L=O now, so M>11 (M=12) is determined in B-207. In the next flow, N+M+L=O is determined in B-17 and correction when switching the power steering switch. The operation is about to end. In other words, in this case, as well as when switching the air conditioner switch, 12 steps are counted from the initial flow.
The above correction operation is performed up to the first time. Since L=O, Δφb=O at B-309 via B-301, and therefore, the value of the target opening correction register Δφs at B-40 is the value Δφps. That is, the target opening degree φs' in B-41 is φs'=As+Δφ ₄₁ (however, M=1 to 4) φs'=As+Δφ ₅₁ (however, M=5 to 8) φs'=As+Δφ ₆₁ (however, M =9~12). 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, Δφ ₁₁ →
Δφ ₄₁ , Δφ ₂₁ → Δφ ₅₁ , Δφ ₃₁ → Δφ ₆₁ ). On the other hand, when the power steering switch is switched from on to off, M=1 at B-7 immediately after switching, and B-9
Then, A ₄ = Δφ ₄₂ , A ₅ = Δφ ₅₂ , A ₆ = Δφ ₆₂ , and then the above-mentioned power steering switch is turned off →
The same flow as when switching to ON is executed, and the target opening degree φs' is set. And φs'=As+Δφ ₄₂ (however, M=1 to 4) φs'=As+Δφ ₅₂ (however, M=5 to 8) φs'=As+Δφ ₆₂ (however, M=9 to 12). At this time, φs' changes according to the pattern shown in FIG. 7, similar to that set when the air conditioner switch is switched from ON to OFF as described above. (However, in Fig. 7, Δφ ₁₂
→ Δφ ₄₂ , Δφ ₂₂ → Δφ ₅₂ , Δφ ₃₂ → Δφ ₆₂ ). Also, check the battery voltage by turning on head lamps, etc.
When a sudden drop in Vb occurs, the flow shown in B-13 immediately after the battery voltage Vb drop occurs.
In B-15, L=1, A ₇ =Δφ ₇₁ ,
A ₈ = Δφ ₈₁ A ₉ = Δφ ₉₁ , (now N=O, M=O
), it is determined in B-17 that N+M+L≠O. After passing B-101, B-10
At 9, Δφac=O, after passing B-201, B-209
After Δφps=O, when B-301 determines that the current flow is within the fourth flow counting from the initial flow in which L=1 was input in B-13, B-305 , Δφ ₇₁ is input to Δφb and the current flow is B-302, B
- If it is determined in 303 that this is the 5th to 8th flow counting from the initial flow, B-
In step 306, Δφ ₈₁ is inputted into Δφb, and when it is determined in B-303 that the current flow is the ninth or higher one counting from the above-mentioned initial flow, Δφ ₉₁ is inputted into Δφb in B-304. It's getting old. And in B-307 L
= 12, that is, when it is determined that the flow has reached the 12th time counting from the above initial flow, B-308
Reset L at . With this, now N=
Since O, M=O, L>11 in B-307
In the next flow where (L=12) is determined, B-17
In this step, it is determined that N+M+L=O, 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 Δφac=Δφps=O, B−
The value of Δφs at 40 is the value of Δφb.
That is, the target opening degree φs' in B-41 is φs'=As+Δφ ₇₁ (however, L=1 to 4) φs'=As+Δφ ₈₁ (however, L=5 to 8) φs'=As+Δφ ₉₁ (however, L =9~12). 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. 8, the broken line part is the control, ie ISC or normal opening control state, and the solid line part immediately after the battery voltage Vb suddenly decreases is the J control, ie transient control (pattern control) when the battery voltage changes. . The width of one pattern in this pattern control is four times the period _t1 of the first timer, 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, A ₇ = Δφ ₇₂ , A ₈ = Δφ ₈₂ , A ₉ = Δφ ₉₂ at B-15, and after this The same flow as when the battery voltage Vb decreases described above is executed, and the opening degree φs' is set. Then, φs'=As+Δφ ₇₂ (however, L=1 to 4) φs'=As+Δφ ₈₂ (however, L=5 to 8) φs'=As+Δφ ₉₂ (however, L=9 to 12). 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] In Table 1, the numbers shown in the time elapsed column 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 control, that is, ISC or normal 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 ends by time 14t ₁ when N = 12, but in this case, switching of the power steering switch is detected at time 5t _{1 and M = 1, so the J control described above ends at time 5t 1} . It will last until time 16t ₁ , which is 12. Therefore, in Table 1, control is instructed at times 1t ₁ , 2t ₁ and 17t ₁ , 18t ₁ , but J control is instructed at other times (from 3t ₁ to 16t ₁ ). Then, at the start of J control 3t ₁ and at the subsequent time 4t ₁
Since M=O in , B-2 in Figure 4a
O is input to Δφps at 09. This is 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 since Δφ ₃₁ is input to A ₃ , Δφ ₃₁ is input to Δφac in B-109. That is, during execution of the J control, the data input to the target opening 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. By the way, the target opening degree shown by this solid line is the target opening degree (dashed line) that is set only in response to switching the air conditioner switch, and the target opening degree (double-dashed line) that is set only in response to switching the power steering switch. ), 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.

〔Effect of the invention〕

According to the present invention, since the amount of intake air is increased by controlling the opening degree of the bypass valve during off-idling, the following effects can be achieved. In other words, during normal driving, by temporarily increasing the amount of intake air in response to an increase in the load on the engine, the shock to the vehicle body is reduced, and then as the load increases, the amount of intake air that is originally required is increased. Since the amount of intake air is reduced to 1, the vehicle speed is also prevented from increasing inadvertently. In addition, when the engine load switches to the increased side during off-idling and continues to operate at idle while the engine load is maintained, the intake air amount corresponding to the increased load required at steady state has already been obtained immediately after returning to idle. This prevents the engine speed from dropping or stalling immediately after returning to idle.

[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. A throttle valve installed in the intake passage of the engine, one end communicating with the atmosphere or the intake passage upstream of the throttle valve installation position, and the other end communicating with the intake passage downstream of the throttle valve installation position; A bypass valve that is installed in the bypass passage and adjusts the amount of intake air supplied to the combustion chamber of the engine, a drive mechanism that adjusts the opening degree of the bypass valve,
A load detection means for detecting a specific load fluctuation occurrence state of the engine corresponding to a change in the operation/non-operation of an auxiliary machine driven by the engine or a change in the shift position of an automatic transmission attached to the engine; When the means detects a specific load variation occurrence state of the engine, it supplies a drive signal corresponding to an intake correction amount for compensating for the specific load variation of the engine to the drive mechanism during idle and off-idle, and adjusts the opening of the bypass valve. The control means is configured to control the driving speed when the load detection means detects a load change toward a side where the engine load increases among specific load changes of the engine during idle and off-idle. As a signal, a steady drive signal is supplied that continuously increases the amount of intake air corresponding to the increase in load while the engine load is increasing, and at least during off-idling, the drive signal is supplied in response to the load detection means for a set period immediately after the load change is detected. An engine output control device characterized in that the engine output control device is configured to give priority to the steady drive signal and supply to the drive mechanism an immediately-after-switching drive signal that increases the intake air amount even more than the above-mentioned intake air amount increase.