JPH07327400A - Controller for rotational speed of engine - Google Patents

Abstract

PURPOSE:To prevent the variation of the rotational speed of an engine, by reducing the power generator load to the engine during a preset term, when the load caused by the operation of an auxiliary machinery is sensed. CONSTITUTION:In a generator GE, a field coil 104 for controlling its generation state is provided, and the minus end of the field coil 104 is grounded via a regulator R having a voltage determining circuit 108 and a determined-voltage switching circuit 109. By the controlling signal fed from a controlling unit 15, the determined-voltage switching circuit 109 is controlled. Further, by the ON/ OFF of the circuit 109, the current application to the field coil 104 is subjected to ON/OFF. On the other hand, not only when the load of the generator GE is generated, but also when a voltage Va of the generator GE exceeds a preset voltage, the power generation of the generator GE is stopped. Thereby, since when the generation of the load of the generator GE is sensed, the control for reducing the load of an engine during a preset term can be performed, the rotational speed of the engine can be stabilized, and as a result, the engine stall can be prevented previously.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an idle speed control device having generator control means.

[0002]

2. Description of the Related Art Conventionally, in an automobile engine, an actuator based on a deviation signal between a predetermined target idle speed and an engine speed in order to stabilize the engine speed during idle operation. A number of technologies have been proposed for driving intake air flow control valves such as throttle valves to adjust the amount of air supplied to the combustion chamber and perform feedback control so that the engine speed reaches the target idle speed. There is.

By the way, recent automobiles include those equipped with a cooler compressor, an oil pump for power steering, a generator, and an automatic transmission as auxiliary machinery driven by an engine. These cooler compressors are used when the engine is idle. , The load changes discontinuously when the power steering oil pump and the generator are switched between active and inactive, or when the automatic transmission changes gear positions between the neutral position and the running position. Therefore, the above-mentioned gain of the feed back control cannot cope with the sudden change in the load, and the idle speed fluctuates greatly temporarily, which may cause a driver discomfort.

On the other hand, in order to eliminate the above-mentioned problems, the operation of the cooler compressor during idle operation
A technique for increasing the amount of air supplied to the combustion chamber by an amount commensurate with the load change when occurrence of a non-operation change or a change in the shift position of the automatic transmission is detected. It was already proposed in No. 113725.

In the technique disclosed in this publication, a bypass passage for bypassing a manually operable throttle valve is provided, and a bypass valve driven by a negative pressure motor is arranged in the bypass passage. The drive signal is supplied from the control device to the negative pressure motor, and when the occurrence of the specific load fluctuation is detected, the drive signal is corrected by an amount commensurate with it.

[0006]

However, when the amount of air supplied to the combustion chamber is changed when the above-mentioned specific load fluctuation occurs, the change in the amount of air supplied until the engine output changes. Since it takes a long time, the engine speed may still temporarily fluctuate immediately after the above load fluctuation.

[0007]

SUMMARY OF THE INVENTION For the purpose of solving the above-mentioned problems, the present invention provides a rotation speed detecting means for detecting the rotation speed of an engine and a rotation speed detecting means at the time of idle rotation of the engine. At least one of the amount of fuel or the amount of air supplied to the combustion chamber of the engine so that the engine speed approaches the target idle speed based on the comparison result by comparing the detection result with the target idle speed. Control means for adjusting the engine, a generator driven by the engine to charge a battery, an auxiliary machine operation detection means for detecting an operating state of an auxiliary machine driven by an engine other than the generator, and an engine idle When the auxiliary machine operation detecting means detects that the load of the engine by the auxiliary machine has switched to the increasing direction during operation, the generator is operated for a set time. Characterized by comprising a generator control unit for outputting a power control signal for decreasing the engine load.

[0008]

[Operation] According to the present invention, the actual idle speed is compared with the target idle speed, and one of them is controlled so that the actual engine speed becomes the target speed even if the fuel supply amount or the air amount is small. In this case, when it is detected that a load due to the operation of the auxiliary machine is generated, power generation control is performed to reduce the engine load by the generator for a set time.

[0009]

Embodiments of the present invention will be described in detail below with reference to the drawings. As shown in FIG. 1, a throttle valve 2 is provided in an intake passage 1 of an engine E mounted in an automobile (not shown), and a shaft 2a of the throttle valve 2 is provided outside the intake passage 1 to a throttle lever 3. It is connected. Further, when an accelerator pedal (not shown) is stepped on the end portion 3a of the throttle lever 3, a wire for rotating the throttle valve 2 in the clockwise direction (opening direction) in FIG. (Not shown) is connected to the throttle valve 2. Further, the throttle valve 2 is provided with a return spring (not shown) for urging the throttle valve 2 in the closing direction. The valve 2 is closing.

By the way, an actuator 4 for controlling the opening degree of the throttle valve 2 at the time of idle operation of the engine is provided, and this actuator 4 has a DC shaft having a worm 6a on its rotating shaft (hereinafter simply referred to as "motor"). 5, the worm 6a with the motor 5 meshes with an annular worm wheel 6b. The worm wheel 6b is integrally provided with a valve shaft 6c having a female screw portion 6d, and a rod 7 having a male screw portion 7a screwed into the female screw portion 6d of the valve shaft 6c.
Is mounted so as to penetrate the worm wheel 6b and the pipe shaft 6c.

The tip of the rod 7 is connected to the end 3a of the throttle lever 3 via the idle switch 9.
The engine E comes into contact with the engine E when it is in an idle operation state. Here, the idle switch 9 is a switch that is turned on (closed) in the engine idle operation state and turned off (open) in other states.

A long hole 7b is formed in the rod 7, and a pin (not shown) on the actuator body side is guided in the long hole 7b, whereby the rod 7 rotates. It is being prevented. in this way,
Since the tip of the rod 7 is in contact with the end 3 of the throttle lever 3 when the engine E is in the idle state, rotating the motor 5 in a predetermined direction causes the pipe shaft 6c to rotate via the worm gear. , When the rod 7 is projected (moved forward) from the actuator 4, the throttle valve 2 is controlled to open, and the motor 5 is rotated in the reverse direction so that the rod 7 is retracted (retracted) into the actuator 4. And the throttle valve 2 is controlled to close by the action of the return spring.

A throttle opening sensor 8 for detecting the opening of the throttle valve 2 (throttle opening) is provided. The throttle opening sensor 8 is a potentiometer for generating a voltage proportional to the throttle opening. Etc. are used.

Further, 10 is a crank angle sensor for generating a pulse each time the crankshaft of the engine E rotates by a set angle (for example, 0.5 °), and 11 is a water temperature sensor for detecting a cooling water temperature as a warm-up temperature of the engine E. Reference numeral 12 denotes a cooler switch for detecting whether or not a cooler compressor (not shown) driven by the engine E is operating. Reference numeral 13 denotes a hydraulic pressure state of an oil pump for power steering (not shown) driven by the engine E (the generated hydraulic pressure is a predetermined value). Power steering switch 14 is a vehicle speed sensor that detects the vehicle speed with a pulse signal having a frequency proportional to this. The outputs of these switches and sensors are throttle opening sensor 8 and idle Input to the control unit (microcomputer) 15 together with the output of switch 9. And summer to so that.

An ignition signal (pulse signal) SG generated by a signal generator (not shown) of the distributor 24 driven by the engine E is input to the control unit 15. In the control unit 15, the ignition signal SG is used as an interrupt signal for instructing the start of operation of a computer, which will be described later, and the time interval at which the signal is generated is measured by a timer so that the signal SG is used as information corresponding to the engine speed. I'm using it.

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

A generator GE is connected to the engine E via pulleys P1 and P2 and a belt T, and the generator GE has a regulator R built therein. The output end of this generator GE is connected to a battery B rated at 12V. A control unit 15 and an ignition coil 26 are connected to the battery B via a key switch KS, and an electric load L such as a head lamp is connected to the battery B via an electric load switch LS.
In the connection between the battery B and the control unit 15, the fluctuation of the terminal voltage of the battery B, which is a power source, is supplied to the control unit 15 as an input signal.

By the way, the generator GE and the regulator R
The detailed structure of the generator is as shown in Fig. 2.
The armature 101 of E is connected to the battery B via the commutator 102. The generator GE is controlled by a field coil 104 in a power generation state (on / off here). The positive end of the field coil 104 has a key switch KS and a pilot lamp 1
Connected to battery B via 06 and commutator 1
It is connected to the armature 101 via 07, while the negative end thereof is grounded via the regulator R.

This regulator R is a voltage judgment circuit 108.
The judgment voltage switching circuit 109 for switching the judgment voltage of the circuit 108 is provided, and the judgment voltage switching circuit 109 is controlled by a control signal (on / off signal) from the control unit 15. When the off signal is output from the control unit 15, that is, when the power generation control signal is not output, the transistor 112 is off, the terminal A is opened (that is, the high level state), and the determination voltage is switched. The transistor 113 of the circuit 109 is turned on and the terminal B is in a grounded state. That is, the voltage Va is applied to the terminal C of the voltage determination circuit 108.
Are resistors 114 to 116 (resistance values (R ₁ to
The voltage Vc divided by R ₃ )) is applied. Note that Vc = Va · {R ₃ / (R ₁ + R ₂ + R ₃ )}.

As for the breakdown voltage Vz of the Zener diode 118, the voltage Va is a set voltage (eg 14
V) is set to be substantially equal to Vc, that is, when Va is equal to or lower than the set voltage, the Zener effect does not occur, the transistor 119 is turned off, and the transistors 120 and 121 are turned on. When the terminal D and the terminal E are short-circuited and a current flows through the field coil 104 to generate electric power, while Va generated by the generator GE exceeds the set voltage, the transistor 119 is turned on by the Zener effect and the transistor 119 is turned on. When the terminals 120 and 121 are turned off, the terminals D and E are opened, the current in the field coil 104 is cut, and power generation is stopped.

On the other hand, when the ON signal is output from the control unit 15, that is, when the power generation control signal is output, the transistor 112 is turned on and the terminal A is grounded. As a result, the base of the transistor 113 is grounded, the transistor 113 is turned off, and the terminal B is opened (that is, a state where nothing is connected). By opening the terminal B, resistors 114 to 1
The voltage Va is divided by 17 (resistance values R _{1 to} R ₄ respectively), and the following voltage Vc ′ is applied to the terminal C. Vc ′ = Va {(R ₃ + R ₄ ) / (R ₁ + R ₂ + R ₃ +
R ₄ )}

Since this voltage Vc 'is higher than Vc, the voltage Vc
Even if a is less than or equal to the set voltage, the Zener diode 118
In this case, the voltage will normally be stopped, since the power supply remains on. (However, when Va drops abnormally (for example, 10 V or less), the value of Vc ′ is the voltage V
Since the voltage a becomes equal to or lower than the voltage Vc when the voltage is the set voltage, the power is generated at this time (that is, when the battery B is in the over-discharged state). )

As shown in FIG. 1, the control unit 15 calculates the ignition advance amount according to each operating state based on each input signal described above, and outputs the calculation result as the retard amount signal OS to the retard mechanism. The output is output to the attached igniter 25. And igniter 2 with retard mechanism
Reference numeral 5 indicates an ignition signal output preparation state by the ignition signal SG at the fixed position supplied from the signal generator of the distributor 24, and an ignition delay angle output counter (this output counter) of the control unit 15 triggered by the ignition signal SG. Is a down counter, and ignition retard angle amount data calculated based on each input signal is set) occurs at the time when 0 is obtained by subtracting in synchronization with the pulse signal from the crank angle sensor 10. When the retard angle signal OS is supplied from the control unit 15, a timing-controlled ignition signal CSG is sent to the ignition coil 26.

In particular, in the present embodiment, when it is detected that the engine speed during idling becomes larger than the target value, or when it is detected that the engine speed is expected to increase. In order to delay the ignition timing (decrease the ignition advance angle), a signal having a large retard angle signal OS is sent to the retard mechanism igniter 25.

The control unit 15 also includes a motor 5 for adjusting the opening of the throttle valve 2 so that the engine speed approaches the target speed when the engine speed during idling deviates from the target speed. First signal for driving MS (signal for driving the throttle valve 2 to the open side)
And a second signal MS 'for driving the motor 5 (throttle valve 2
The signal for driving to the closed side) is output.
The motor 5 driving signals MS, MS 'are set according to the deviation ΔN between the actual engine speed and the target speed or the deviation ΔP between the actual opening of the throttle valve and the target throttle valve opening. A pulse signal having a time width is output at a set time interval.

Further, the control unit 15 is operated by the generator when it is detected that the engine speed has dropped or when a condition in which the engine speed is expected to drop, such as the start of operation of the cooler compressor, is detected. The power generation control signal GS is output to the regulator R in order to reduce the power generation load.

The power generation control signal GS is composed of an on / off intermittent signal, and a duty ratio, that is, on time / (on time + off time), according to the degree of decrease in engine speed.
Is output for a predetermined time immediately after the operation of the cooler compressor or the like, and at that time, the duty ratio is gradually decreased immediately after the operation.

Further, the control unit 15 indicates the valve opening time of a fuel injection valve (not shown) disposed in the intake passage upstream of the throttle valve 2 by intake flow rate information (this is not shown in the intake passage 1). It is provided with a mechanism that is set based on the value detected by the intake flow meter (input to the control unit 15), etc. The opening time of the fuel injection valve corresponds to the fuel supply amount per unit time. .

Next, various programs executed in the control unit 15 will be described. In the control unit 15, the ignition retard angle amount R is set, the drive pulse width τ (τn, τp) of the motor 5 and the duty ratio D of the power generation control signal GS are set as shown in FIGS.
The main flow shown in (c) and (d) is performed, and it is possible to detect an operating state of an electric load such as a headlamp, that is, a load generating state of the generator GE by detecting a change in battery voltage.
The ignition timing control, motor drive, and power generation control based on the ignition delay amount R, drive pulse width τ, and duty ratio D, which are performed by the voltage detection flow shown in FIG.
Ignition timing control flow shown in FIGS. 7, 8 and 9, respectively.
This is performed in the motor drive flow and the power generation control flow. Further, the control unit 15 is configured so that the valve opening time of the fuel injection valve is set in the main flow and the fuel injection valve drive flow for driving the fuel injection valve is executed based on the set valve opening time. However, in the following description, the setting of the valve opening time of the fuel injection valve in the main flow and the fuel injection drive flow will be omitted.

First, the main flow will be described. The control unit 15 includes a CPU, RAM, RO
Equipped with M. 3 (a), (b), (c),
In the main flow of (d), the ignition signal SG from the signal generator of the distributor is used as an interrupt signal to start the program. First, in A-1, the operating state data (here, the cooling water temperature Tw , Engine speed Nr, throttle valve opening Pr, vehicle speed Vr, idling switch on / off information Isw, cooler switch on / off information Csw, power steering switch on / off information Ps
w) is read, and each read data is R
It is input to each designated address of AM.

Next, at A-2, basic ignition retardation amount data R ₀ stored in advance in the ROM is read based on the engine speed Nr and throttle opening Pr read at A-1, and this data R ₀ is read. Is input to the designated idle of RAM. The basic ignition retard amount data R ₀ is set based on the on / off information of the idle switch, the engine speed information, and the throttle valve opening information. When the idle switch is on, the engine speed is set. R ₀ is a relatively large value taken when than the value N ^* is greater, R ₀ is being summer as a relatively small value is taken when the engine speed is less than the set value N ^* .

When the idle switch is off, R
₀ is a value mapped to the binary information of the engine speed and the throttle opening. At this time, the value of R ₀ becomes smaller as the engine speed becomes higher, and the throttle valve is low / medium. It is relatively small when it is in the opening range and increases as it changes to the high opening range.

Next, at A-3, the cooling water temperature data T
The target opening degree data Ptw and the target rotation speed Ntw, which are mapped in the ROM according to w, are read and input to each address of the RAM. The target opening degree data ptw and the target rotation speed data Ntw are set so as to take the values shown in FIGS. 4 and 5 with respect to the cooling water temperature data Tw, and particularly, the target opening degree data shown in FIG. P
tw gives the intake air amount at which the idle speed of the engine becomes the target speed Ntw in each cooling water temperature state. The target opening degree data Ptw is obtained by an experiment.

Next, at A-4, it is determined whether or not the cooler switch is on. If the cooler switch is on, then at A-5 it is determined whether or not immediately after the cooler switch is on. Only immediately after that, the address K _{1 of} the RAM forming the first flag is input to A-6, and the address reaches A-7. At A-7, the target opening data Ptw read at A-3 is compared with the target opening data Pc stored in the ROM when the cooler compressor is operating, and when the cooling water temperature is low and Pc ≦ Ptw, A At -10, the data Ptw is input to the RAM address Ps, and at A-11, the data Ntw is input to the RAM address Ns.
When tw is input and reaches A-12, while the cooling water temperature is high and Pc> Ptw, the data Pc is input to the address Ps at A-8 and the R to the address Ns at A-9.
The target rotation speed data Nc during operation of the cooler compressor stored in the OM is input to reach A-12. As a result, the target idle opening degree data is input to the address Ps, and the target idle rotation speed data is input to the address Ns. The target opening degree data Pc and the target rotation speed data Nc during the operation of the cooler compressor have values as shown on the vertical axes of the graphs of FIGS. 4 and 5, respectively.

When it is determined that the cool switch is off in A-4, it is determined in A-13 whether or not it is immediately after the cool switch is turned off. RA that composes two flags
1 is input to the address K ₂ of M to reach A-10. At A-12, the second target rotation speed data N ₁ and the third target rotation speed data N ₃ are RO based on the target idle rotation speed data input to the address Ns.
It is read from the map of M and input to each address of RAM. Here, N _{1 and} N ₃ are N ₁ <address N
₂ of the relationship of the target idle speed data <N _3.

Next, in A-15, it is judged whether or not the power switch is switched, and if there is no switching, A is left as it is.
At -16, it is determined whether the switching direction is from off to on. When the power switch is switched off or on, the address L _{1 of} the RAM forming the third flag is input at A-17, and on the other hand, when the switch is switched off from on, A-18 is entered. At 1, the address L ₂ of the RAM forming the fourth flag is input with 1 to reach A-19.

Next, in A-19 to A-22, when the sudden change state of the battery voltage is detected in the voltage detection flow executed independently of the main claw of FIG. 3, the fifth flag or the sixth flag is detected. The program is starting to progress in order to build up. Therefore, first, the voltage detection flow shown in FIG. 6 will be described. This voltage detection flow is executed by a timer interruption every first set time T ₁ , and first, B-
At 1, the battery voltage data Vb is read, then at B-2, the difference data ΔV between the voltage data Vb read this time and the voltage data Vb ′ input at the previously read RAM address A ₁₀ is obtained. , Then B-3
At ΔB, it is determined whether or not ΔV is larger than the set value α (positive value). If it is large, 1 is added to the data at the address Au of the RAM at B-5, and if it is not, at B-4. The address Au is reset to reach B-6. B
At -6, it is determined whether or not ΔV is smaller than -α. If it is smaller, 1 is added to the data value of the address Ad of the RAM at B-8, and if it is not, the address Ad is reset at B-7. To B-9. In B-9, the voltage data Vb read this time is input to the address ₁₀ of the RAM, and this flow ends.

That is, in this voltage detection flow, when the sudden increase state of the battery voltage is continuously detected, the data value of the address Au of the RAM is added with 1.2 ... And the sudden decrease state of the battery voltage continues. RAM when detected by
The data value of the address Ad is added to 1.2 ...

In the main flow of FIG. 3, first, it is judged at A-19 whether or not the data value of the address Au is 2 or more, and if the data value of Au is 2 or more, A-20 is set. At 1, the address J ₂ of the RAM constituting the sixth flag is input with 1 to reach A-25. That is, when the sudden increase state of the battery voltage is detected twice or more continuously in the voltage detection flow, 1 is input to the idle J ₂ . A at A-19
When the data value of u is 1 and the data value of the address Ad is 2
It is determined whether or not the above. When the data value of Ad is 2 or more, 1 is input to the address J ₁ of the RAM forming the fifth flag in A-22 and A-2 is set.
Up to 5.

This means that 1 is input to the address J ₁ when the sudden decrease state of the battery voltage is detected twice or more continuously in the voltage detection flow. Also A-2
When it is determined that the data value of Ad is 1 or 0 in 1, the process directly goes to A-25.

Next, between A-25 and A-79,
The duty ratio of the power generation control signal at each moment during engine operation is calculated, and in particular AK
₁ (A-25 to A-40), the duty ratio is set when the cooler switch is switched from OFF to ON, and in A-L ₁ (A-41 to A-56). setting of the Djuti ratio when it Ri switched from off power steering Sui Tutsi to on generated is performed, a-J ₁
In (A-57 to A-72), the duty ratio is set when the battery voltage is rapidly reduced, that is, when a large electric load such as a head lamp is switched from off to on. I'm running.

Now, the process of AK ₁ will be described. First, in A-25, it is determined whether or not 1 is input to the RAM address K _111. If not, in A-26, it is determined whether or not 1 is input to the RAM address K _11. If it is not input, A-27 is reached. In A-27, it is determined whether or not 1 is input to the address K ₁ in A-6. If not input, the process goes to A-41. On the other hand, if 1 is input to the address K ₁ , Inputs 1 to the address K ₁₁ at A-28, and at the address Dc of the RAM at A-29, the cooler operation power generation control duty initial data Dc.
When o is input, the cooler actuating timer data Tco, which is a positive value, is input to the address Tc of the RAM at A-30, and A-41 is reached.

If it is determined in A-26 that 1 has been input to the address K ₁₁ , 1 is subtracted from the data value of the address Tc in A-31, and then A-32 is entered.
At A, it is determined whether or not the data value of the address Tc is less than or equal to 0. When the data value is positive, A-41 is reached, while at A-32, the data value of the address Tc is less than or equal to 0. If it is determined that A-3
At 3, the address K ₁₁₁ is input with 1, the address Tc is reset at A-34, and the process returns to A-25.

Immediately after 1 is input to the address K ₁₁₁ , YES is determined in A-25, and ΔD is determined from the data value of the address Dc in A-35.
c is subtracted, and then at A-36, it is judged whether or not the data value of the address Dc becomes negative. If the data value is 0 or more, A-41 is reached. On the other hand, at A-36, the data of the address Dc is decreased. If the value is judged to be being negative and summer is, a-37, a-38 , a-39, a-40 , respectively address _{Dc, K 1, K 11,} K 111 is reset A- It has reached 41. That is, AK ₁
The duty ratio of the power generation control signal at the time of switching the cool switch from OFF to ON, which is set in (4), is input to the address Dc.

When the power switch is switched from OFF to ON in A-L ₁ and A-J ₁ , respectively (that is, when 1 is input in L ₁ in A-17), the electric load is turned off. The duty ratio is set in the power generation control signal at the time of switching to ON (that is, when it is input to J ₁ at A-23) in the same manner as AK ₁ described above, and the respective duty ratio information is the address Dp. , Dv.

By the way, the power steering operation power generation control duty initial data Dpo used in A-45 of A-L ₁ , the power steering operation timer data Tpo used in A-46, and the subtraction data used in A-51. Electric power generation control duty initial data Dvo, A-62 for ΔDp and A-61 in AJ ₁
Data for electric load Tvo, A used in
The subtraction data ΔDv used in −67 is stored in advance in the ROM like the data Dco, Tco, and ΔDc. The relationship of these magnitudes is Dco>Dpo> Dvo Tco>Tpo> Tvo. ΔDc ≈ ΔDp ≈ ΔDv, that is, when the cooler switch is switched from off to on, when the power switch is switched from off to on, and when the electric load increases, the cooler switch is switched off. When switched on, the duty ratio of the power generation control signal becomes maximum, and power generation control is performed for the longest time for the same engine speed state.

After the duty ratio of the power generation control signal at each moment during engine operation is calculated in A-K ₁ , A-L ₁ and A-J ₁ , the addresses K ₁ and L ₁ in A-73 are calculated. , J ₁ , are all zero. In other words, the determination in A-73 corresponds to determining whether or not all of the first flag, the third flag, and the fifth flag are in the reset state, and addresses K ₁ , L ₁ , and J ₁ , Are all 0, A-74
If one is input to at least _one of the other addresses K ₁ , L ₁ and J ₁ , the address Dc, D
The duty ratio data of the power generation control signals input to p and Dv are added at A-75 and input to the power generation control output address D to reach A-80.

Further, in the case of reaching from A-73 to A-74, the engine speed Nr is compared with the second target speed data N _{1 at} A-74, and when Nr is smaller than N _1. In A-77, the deviation ΔN ₁ between the two is calculated, and A−
At 78, the duty ratio data Dn of the power generation control signal is set according to the deviation ΔN ₁ , and at A-79, the duty ratio data Dn is input to the power generation control signal output address D and reaches A-80.

The duty ratio information Dn set at A-78 is mapped to the deviation ΔN _{1 as} shown in FIG. 10 and stored in the ROM. Also A-74
If Nr is determined to be N ₁ or more in A,
At -76, 0 is input to the power generation control signal output address D to reach A-80. During the period from A-80 to A-136, the basic ignition retardation amount data Ro set in A-2 is loaded with a correction value as required, and particularly AK ₂ (A-80 to A-9
In 5), the above-mentioned correction value is set when the cooler switch is switched from on to off, and A-L
₂ (A-96 to A-111), the above correction value is set when the power switch is switched from ON to OFF, and AJ ₂ (A-112 to A-127): The correction value is set when a sudden increase of the battery voltage occurs, that is, when a large electric load such as a head lamp is switched from ON to OFF. Here, the AK ₂ NO process will be described.

First, in A-80, RAM address K ₂₂₂
It is determined whether or not 1 is input to the RAM. If not, it is determined at A-81 whether or not 1 is input to the address K ₂₂ of the RAM. If not, A-82. A-82, A-14
At 1, it is determined whether or not 1 is input to the address K _2, and when it is not input, it reaches A-96, and when 1 is input to the other address K ₂ , it is the address K at A-83. Enter 1 in ₂₂ and R in A-84
The cooler operation switching ignition retard amount correction initial data Rco is input to the address Rc of the AM, and the cooler operation switching timer data Sco which is a positive value is input to the address Sc of the RAM in A-85 to A-96. Reach

If it is determined in A-81 that 1 has been input to the address K ₂₂ , 1 is subtracted from the data value of the address Sc in A-86, and then in A-87, the value of the address Sc is changed. It is determined whether or not the data value is less than or equal to 0. If the data value is positive, A-96 is reached, while at A-87, the data value at address Sc is 0.
If it is determined that
At 1, the address K ₂₂₂ is input with 1, and at A-89, the address Sc is reset to return to A-80.

Immediately after 1 is input to the address K ₂₂₂ , YES is determined in A-80, and ΔR is determined from the data value of the address Rc in A-90.
c is subtracted, and then at A-91, it is judged whether or not the data value of the address Rc becomes negative. If the data value is 0 or more, A-96 is reached, while on the other hand, the address R is sent to A-91.
If the data value of c is determined that are negative and summer is, A-92, A-93 , A-94, A-95 , respectively address _{Rc, K 2, K 22,} K 222 is reset It reaches to A-96. That is, the correction value of the ignition retard amount when the cool switch is switched from ON to OFF, which is set in AK ₂ , is input to the address Rc.

When the power switch is switched from ON to OFF in A-L ₂ and A-J ₂ , respectively (that is, when 1 is input to L ₂ at A-18), the electric load is turned on. The setting of the correction value of the ignition retard amount at the time of switching to OFF (that is, when 1 is input to J ₂ at A-24) is performed in the same manner as the above-mentioned AK ₂ and each correction value is It is input to the addresses Rp and Rv.

By the way, the power steering operation switching timer data Spo, A used in A-100 in A-L ₂ is used.
Subtraction data ΔRp and A used in −106
Electric load switching ignition retard amount used in -J ₂ in A-116 corrected initial data Rvo, A-117 is used in the electric load switching timer data Svo, subtraction data △ Rv used in A-122 Is the data Rco,
Like Sco and ΔRc, they are stored in the ROM in advance, but the relationship of these sizes is Rco>Rpo> Rvo Sco>Spo> Svo ΔRc≈ΔRp≈ΔRv, that is, the cooler. When switching the switch from on to off, when switching the power switch from on to off,
The correction value of the ignition retard amount becomes the largest when the cooler switch is switched from ON to OFF when the electric load is decreased, and the ignition retard amount is corrected over the longest time under the same engine speed condition. The value will be output.

Now, after the correction value of the ignition retard amount at each moment during engine operation is calculated in A-K ₂ , A-L ₂ , A-J ₂ , the address K ₂ , A-128 is calculated. It is determined whether or not L ₂ and J ₂ are all 0.
A-128 determination in the second Furatsugu other words, the fourth Furatsugu corresponds to sixth Furatsugu is determined whether or not all the reset state, the address K _2, L _2, J ₂ If all are 0, the address reaches A-129. On the other hand, if 1 is input to at least one of the addresses K ₂ , L ₂ and J ₂ , the addresses Rc and R are input.
The correction value of the ignition retard amount input to p, Rv is A-
At 130, it is added to the basic ignition retardation amount data Ro and is input to the ignition retardation amount data output address R.
37.

When A-128 goes to A-129, it is judged at A-129 whether the idle switch is on or not. If the idle switch is off, at A-131 the ignition retard is delayed. The basic ignition retard angle amount address Ro is input to the amount data output address R, and A-1
37, and if it is determined in A-129 that the idle switch is on, A-
At 132, it is determined whether the engine has a stable idle condition. In A-132, it is determined that the engine is in a stable idle state when the following four conditions are satisfied. That is, the four conditions are: (1) A predetermined time Δti has elapsed after the idle switch changed from off to on. (2) The vehicle speed is a very low speed (for example, 2.5 km /
h) Being less than or equal to (3) The absolute value of the difference between the actual engine speed (actual speed) Nr and the target idle speed input to the address Ns is within a predetermined value ΔNs. (4) A predetermined time Δtc has elapsed after the cool switch 12 was switched.

The four conditions are A-1 described later.
It is also used to determine a stable idle state at 38. And if it is determined in A-132 that the engine is not in a stable idle state, A-131 is reached,
When the basic ignition retard amount data Ro is input to the ignition retard amount data output address R and A-137 is reached, on the other hand, when it is determined that the engine is in a stable idle state, the engine speed Nr and A-133 are determined. Third target speed data N ₃
And Nr is larger than N ₃ , A-13
4, the deviation ΔN ₃ between the two is calculated, and the correction value Rn of the ignition delay angle amount is set in accordance with the deviation ΔN ₃ in A-135. This correction value Rn is set in A-136 as the basic ignition delay amount data Ro. Is added to the ignition retard angle data output address R to reach A-137.

The correction value Rn set by A-135 is mapped to the deviation ΔN _{3 as} shown in FIG. 11 and stored in the ROM. If Nr is determined to be N ₃ or less in A-133, A-13
1, the basic ignition retard amount data Ro is input to the ignition retard amount data output address R to reach A-137. In A-137, if it is determined whether or not the idle switch is ON, the main flow is ended as it is, and the next ignition signal SG is set to the interrupt standby state.

On the other hand, if it is determined at A-137 that the idle switch is on, then at A-138 it is determined whether the engine is in a stable idle state. The determination here is made based on whether or not the above-mentioned four conditions are satisfied. When it is determined that the engine is in a stable idle state, A-139 is reached in order to perform feedback control of the engine speed. Target idle speed data and engine speed Nr input to Ns
The deviation ΔN from
The motor 5 drive time (pulse width) τn is set in accordance with the above, the main flow ends, and the next ignition signal SG is set to the interrupt standby state.

When it is determined at A-138 that the throttle valve is not in a stable idle state, the target idle opening data and the throttle input to the address Ps are input to A-141 to perform position feed back control of the throttle valve. The deviation ΔP from the opening Pr is calculated and A-1
At 42, the motor 5 drive time (pulse width) τp is set according to ΔP, the main flow is ended, and the next ignition signal SG is set to the interrupt standby state.

By the way, motor 5 drive time (pulse width)
τn and τp are mapped to the deviations ΔN and ΔP as shown in FIGS. 12 and 13, and stored in the ROM. Also, the absolute value of the difference between the target idle speed data input to the idle Ns and the second target speed data N ₁ and the third target speed data N ₃
And the absolute value of the difference between the target rotation speed data input to the address Ns is sufficiently smaller than the predetermined value ΔNs.

The predetermined value ΔNs is A-132 and A-
This is used as a limit value of the difference between the engine speed and the target speed when determining the stable state of the engine in 138.

Next, the ignition timing control flow will be described. As shown in FIG. 7, the ignition timing control flow is executed with the ignition signal SG as an interrupt signal. First, in the main flow, the ignition retard amount data input to the ignition retard amount data output address R is C-1. The ignition retard amount output is set in a counter (down counter), and the output counter is triggered and terminated in C-2. This is repeated every time the ignition signal SG is generated. ing.

As a result of the execution of this flow, when the ignition delay angle output counter is triggered and is then subtracted in synchronization with the pulse signal from the crank angle sensor 10 to 0, the delay angle signal OS is set to the control unit 15 Is supplied to the igniter with the retard mechanism.

Next, the motor drive flow will be described.
As shown in FIG. 8, the motor drive flow is executed by an interrupt signal at every second set time T _2. First, at D-1, it is judged whether or not the idle switch is on, and if it is off, the flow is ended as it is. On the other hand, if it is on, D-2
In S.3, if the stable state of the engine is determined under the same determination conditions as used in A-132 and A-138 of the main flow, and if it is determined that the engine is in a stable idle state, in D-3 It is determined whether or not a set time T ₄ (for example, 1 second) has elapsed since the end of the motor drive of No., and if not, the flow is ended as it is, and if it is determined that the set time T ₄ or more has passed, D- The positive / negative of the deviation ΔN obtained in A-139 of the main flow is discriminated in 4 and if positive, the pulse width data τn obtained in A-140 of the main flow in D-5 is output to the rod forward output of the control unit 15. The counter (down counter) is set, and then at D-6, the rod forward output counter is triggered to end the flow. The rod forward output counter is adapted to perform subtraction at every set time (for example, 1 ms) from the time when the rod forward output counter is triggered. The motor driving first signal MS is supplied only for the time until the counter reaches 0 (that is, the time corresponding to the pulse width data τn).
It operates to drive the throttle valve 2 to the open side via.

If it is determined at D-4 that the deviation ΔN is 0 or less, the pulse width data τn is set at the rod reverse output counter (down counter) of the control unit 15 at D-7, and At D-8, the rod reverse output counter is triggered to end the flow. The advance counter for rod reverse operation is designed to perform a subtraction every set time (for example, 1 ms) from the time when it is triggered. In this case, the set time has elapsed since the motor 5 of the actuator 4 was triggered by the output counter for rod reverse operation. The motor drive second signal MS 'is supplied only for the time until the counter becomes 0 after the subtraction is performed (that is, the time corresponding to the pulse width data τn), and the motor 5 outputs the signal MS'. Based on the above, the throttle valve 2 is operated to be closed via the rod 7.

When it is determined at D-2 that the engine is not in the stable idle state, at D-9, the set time T ₅ (for example, 0.1
Seconds) or more, and if not, the flow is ended as it is, while if it is determined that more than the set time T ₅ has passed, D-10 of the main flow
Whether the deviation .DELTA.P obtained in -141 is positive or negative is determined. If positive, the pulse width data .tau.p obtained in A-142 of the main flow in D-11 is set in the output counter for rod advance, and then D-12. At, the rod forward output counter is triggered to end the flow. After the trigger, the rod forward output counter is decremented every set time.
As a result, the motor 5 of the actuator 4 is supplied with the motor drive first signal MS for the time from when the rod forward output counter is triggered until the counter reaches 0 (that is, the time corresponding to the pulse width data τp). Thus, the motor 5 operates to drive the throttle valve 2 to the open side via the rod 7 based on this signal MS.

If it is judged at D-10 that the deviation ΔP is less than 0, the pulse width data τp is set at the rod backward output counter at D-13, and then the rod backward output at D-14. The counter is triggered to end the flow. After the trigger, the rod reverse output counter is decremented at every set time. Therefore, in this case, the time from the trigger of the rod reverse output counter to the motor 5 of the actuator 4 until the counter becomes 0 (that is, the pulse The motor driving second signal MS ′ is supplied only for the time corresponding to the width data τp), and the motor 5
Based on this signal MS ', the throttle valve 2 is connected via the rod 7.
Operates to control the closed side.

Next, the power generation control flow will be described. As shown in FIG. 9, the power generation control flow is executed by an interrupt signal at every third set time T ₃ , and first, the duty ratio data of the power generation control signal input to the power generation control signal output idle D in the main flow. Is set to the power generation control signal output counter (down counter) at E-1,
At E-2, the output counter is triggered to end. The power control signal output counter set time after the trigger T ₆ (e.g. _{T 6 = T 3/10,} T 3
/ 20 ...) is decremented by one, so that the power generation control signal GS is regulated for the period from the time when the power generation control signal output counter of the control unit 15 is triggered until the counter becomes zero. It is designed to output to R. When the duty ratio data is set in the power generation control signal output counter, the value βT ₆ / T ₃ is specifically set in the output counter. (Β is the duty ratio 0 <β ≦ 1)
By the way, the above-mentioned set times T ₁ , T ₂ , and T ₃ are respectively such that T ₁ is about ₂₀ to 30 ms, T ₂ is about 50 to 60 ms, and T ₃ is about several ms to several + ms. Next, an example of the operation of the apparatus shown in the above embodiment will be described with reference to FIG. In FIG. 14, engine warm-up has already been completed and Pc> ptw, and from time t ₀ to t ₇ , the driver depresses the accelerator pedal, normal engine load operation is performed, and operation is performed at time t ₇ . When the person releases his / her foot from the accelerator pedal, the throttle valve 2 comes into contact with the rod 7 of the actuator 4 at time t ₈ , and the time t _{8
From 8} onward, it is shown that idle operation is performed.

Further, in the structure shown in FIG. 14, the following changes occur between times t ₁ and t ₂₂ . t ₁ … Change of cooler switch 12 from off to on t ₂ … Change of power switch 13 from off to on t ₃ … Change of power switch 13 from on to off t ₄ … Electrical load switch LS such as headlamp switch Change from off to on t ₅ ... Change from cooler switch 12 from on to t ₆ ... Change from electric load switch LS from on to t ₈ ... Change from idle switch 9 to off t ₉ ... R of engine speed and control unit 15
Change in absolute value of difference from target speed input to idle Ns of AM from set value ΔNs or more to below t ₁₀ ... Change in vehicle speed from a predetermined value or more to below t ₁₂ ... Cooler switch 12 off Change from ON to ON t ₁₃ ... a predetermined time Δtc elapses from time t ₁₂ t ₁₄ ... change from power switch 13 to OFF t ₁₅ ... change from power switch 13 to OFF t ₁₆ ... electric load switch Change of LS from OFF to ON t ₁₇ ... Change of electric load switch LS from OFF to ON t ₁₈ ... Change of cooler switch 12 from ON to OFF t ₁₉ ... A predetermined time Δtc has passed from time t ₁₈ t ₂₀ ... The engine speed drops due to the start of operation of auxiliary components of the engine other than the cooler compressor, power steering oil pump, electric load, or output torque change, etc. t ₂₀ ... Occurrence of increase in engine speed due to operation stop of engine accessories other than cooler compressor, power steering oil pump, electric load or output torque change

In the above description, it is assumed that a predetermined time Δti has elapsed after the idle switch 9 changed from off to on at time t ₈ and before reaching time t ₉ .
From time t ₀ to time t ₇ , the throttle valve 2 is pulled by the accelerator pedal through the wire to the opening P ₁ , and at this time the engine speed is N ₁ and the vehicle speed is V ₁ . From this time t ₀ to t ₇ , the basic ignition retard amount R ₀ is given at A-2 of the main flow according to the throttle valve opening P ₁ and the engine speed N _10. Ignition retardation amount X ₁ based on retardation amount R ₀
It is said. When the cool switch 12 is switched from off to on at time t ₁ , the set period is calculated based on the duty ratio data of the power generation control signal calculated at AK ₁ of the main flow and input to the address Dc. The power generation control signal GS is supplied to the regulator R (Fig. 14GD1).

Next, at time t ₂ , the power switch 1
When the switching of 3 from OFF to ON occurs, the power generation control signal GS is supplied to the regulator R for the set period based on the duty ratio data of the power generation control signal calculated in A-L ₁ of the main flow and input to the address Dp. (Figure 14GD
2).

Next, at time t ₃ , the power switch 1
When the switching from No. 3 to ON occurs, the ignition retard amount is set from X ₁ based on the ignition retard amount correction data calculated in A-L ₂ of the main flow and input to the address Rp. Reduced (FIG. 14R1).

Next, at time t _{4, the} electric load switch LS
When the switch from off to on occurs, the generator GE
The battery voltage temporarily decreases suddenly until the power generation starts (Fig. 14V1), and this state of rapid decrease is detected by the battery voltage detection flow.
_Based on the duty ratio data of the power generation control signal calculated in ₁ and input to the address Dv, the power generation control signal GS for the set time
Is supplied to the regulator R (FIG. 14GD3).

Next, at time t ₅ , the cool switch 12
When the switching from ON to OFF occurs, the ignition advance amount is reduced from X ₁ by the set period based on the correction data of the ignition retard amount calculated in AK ₂ of the main flow and input to the address Rc. (FIG. 14R2).

Next, at time t ₆ , the electric load switch L
When S is switched from on to off, generator G
The battery voltage temporarily increases rapidly until E finishes generating electricity (V2 in FIG. 14), and this battery voltage detection flow is detected by the battery voltage detection flow.
Based on the correction data of the ignition retard amount calculated in J ₂ and input to the address Rv, the ignition right angle amount for the set period is reduced from X ₁ (FIG. 14R3). Then the driver at time t ₇ is foot off the accelerator pedal, at time t ₈ is driven to close side by the biasing force of the spring throttle valve 2 is returned between t ₈ from the time t ₇ to the tip of the rod 7 equivalents idle Sui Tutsi 9 contact is in a condition to be turned on, first, the time the vehicle speed and the engine speed with the closing of the throttle valve 2 between from t ₇ to t ₈ starts to drop gradually.

At this time, A of the main flow is changed according to the values of the throttle valve 2 opening and the engine speed which change.
At -2, the basic ignition retard amount R ₀ is given, and the ignition advance amount is set based on the changing basic ignition retard amount.
When the idle Sui Tutsi 9 is turned on at time t _8, since a state is large engine speed in this turned-on time, the ignition advance amount is set based on the basic ignition retard amount R ₀ is a small value X ₂ It is said.

[0078] Also after the idle Sui Tutsi 9 is turned on, when the engine speed has decreased less than the set value N ^*, the later is the base ignition retard amount R ₀ is a small value to the basic ignition retard amount R ₀ The ignition advance amount set on the basis of this is a relatively large value X ₃ .

Further, at time t ₈ , the idle switch 9
Immediately after turning on, the drive control of the throttle valve 2 by the actuator 4 is started. Since this time until the time t ₉ larger absolute value of the difference between the engine speed and the target speed is below a predetermined value △ Ns, also the vehicle speed until the time t ₁₀ is larger than the predetermined value, t ₁₀ from the time t ₈ as a result Until then, the position feed back control of the throttle valve 2 opening is performed. That is, in the after time t _8, the throttle valve 2
Having a pulse width corresponding to the deviation between the actual opening of the controller and the target idle opening input in the address Ps (in this case, the target opening according to the cooling water temperature when the cooler is not operating: hereinafter referred to as water temperature opening) 5 The throttle valve 2 is driven by the drive signals MS, MS ′ to control the opening of the throttle valve 2 toward the water temperature opening promptly, and until the time t ₁₀ , the opening of the throttle valve 2 reaches the water temperature opening (that is, 14P ₂ ).

Next, after the time t ₁₀ , the engine enters a stable idle operation state, so the feed back mode is switched from the position feed back to the rotational speed feed back. Therefore, after the time t _10, the throttle valve 2 is turned on. Motor 5 drive signals MS, MS having a pulse width corresponding to the deviation between the actual rotation speed and the target idle rotation speed input to the address Ns (in this case, the target rotation speed when the cooler is not operating: hereinafter referred to as water temperature rotation speed) ', Which causes the engine speed to change to the water temperature speed (ie,
4N ₂₀ ).

The state of the rotational speed feed back is continued until time t ₁₂ when the switching of the cooler switch 12 occurs. Next, when the cooler switch 12 is switched from off to on at time t ₁₂ , the feedback mode is first switched from the rotation speed feed back to the position feed back, and after this time t ₁₂ , the throttle valve 2 is actually opened. Of the motor 5 drive signals MS, MS 'having a pulse width corresponding to the deviation between the degree and the target idle opening input in the address Ps (in this case, the target opening when the cooler is operating: hereinafter referred to as cooler opening) Valve 2
Is driven to quickly control the opening degree of the throttle valve 2 toward the cooler opening degree, and the throttle valve 2 is controlled until time t _13.
The opening degree of is continuously maintained at the cooler opening degree (that is, FIG. 14P ₃ ). The setting period generation control signal GS on the basis of the duty ratio data of the power generation control signal regulator is input to the calculated address Dc Similarly, in A-K ₁ of the main flow and if at time t ₁ as described above at time t ₁₂ Is supplied to R (FIG. 14GD4).

Next, when a predetermined time Δtc elapses from time t ₁₂ to time t ₁₃ , the engine enters a stable idle state, so that the feedback mode switches from position feedback to rotation speed feedback, and therefore after time t _13. Is a motor having a pulse width corresponding to the deviation between the actual engine speed of the throttle valve 2 and the target idle speed input to the address Ns (in this case, the target speed during cooler operation: hereinafter referred to as cooler speed). 5 drive signal MS, which is driven by MS ', thereby the engine speed is controlled to the cooler rotational speed (i.e. Figure 14N _30).

This rotation speed feedback state continues until time t ₁₈ when the switching of the cool switch 12 occurs. Next, when the power switch 13 is switched from OFF to ON at time t ₁₄ , the power generation control signal for the set time is set based on the duty ratio data of the power generation control signal input to the address Dp as at time t _2. GS is supplied to the regulator R (Fig. 14 GD5).

At this time t ₁₄ , the regulator R
If the engine speed decreases from the cooler speed even though the generator load control signal is supplied to the generator and the engine load due to the generator decreases, a pulse corresponding to the deviation of the actual speed from the cooler speed is generated. Motor 5 drive signal M having a width
The throttle valve 2 is driven to the open side by S, the intake air amount is increased, and the engine speed is controlled to approach the cooler speed.

Next, at time t ₁₅ , the power switch 1
When the switching of 3 from ON to OFF occurs, time t ₃
Based on the correction data of the ignition retard amount that is input to the address Rp described for the case of setting time the ignition advance amount is X ₃
It is further reduced (FIG. 14R4).

At this time t ₁₅ , when the ignition speed is decreased and the engine speed rises from the cooler speed, the actual speed varies depending on the deviation from the cooler speed. The throttle valve 2 is driven to the closing side by the motor 5 drive signal MS 'having the above pulse width, the intake air amount is reduced, and the engine speed is controlled to approach the cooler speed.

Next, at time t ₁₆ , the electric load switch L
When the switching of S from OFF to ON occurs, the battery voltage temporarily suddenly decreases (V3 in FIG. 14), and this sudden decrease state is detected by the battery voltage detection flow. In this case, time t
_{As in} the case of ₄ , the set time power generation control signal GS is supplied to the regulator R based on the duty ratio data of the power generation control signal input to the address Dv (GD6 in FIG. 14).

If the engine speed decreases from the cooler speed at time t ₁₆ , the throttle valve 2 opening is adjusted by the motor 5 drive signal MS and the engine speed gradually increases. Controlled by the number.
Next, when the electric load switch LS is switched from ON to OFF at time t ₁₇ , the battery voltage temporarily increases rapidly (V4 in FIG. 14), and this state of rapid increase is detected by the battery voltage detection flow. At this time, the set time ignition advance amount is reduced from X ₃ based on the ignition retard amount correction data input to the address Rv described at time t ₆ (R5 in FIG. 14).

If the engine speed rises from the cooler speed at this time t ₁₇ , the throttle valve 2 opening is adjusted by the motor 5 drive signal MS ′ and the engine speed becomes the cooler speed. Controlled to approach the number. Next, at time t ₁₈ , cool switch 1
When 2 is switched from ON to OFF, the feedback mode is first switched from the rotation speed feedback to the position feedback, and after this time t ₁₈ , the actual opening of the throttle valve 2 and the address Ps are input. The throttle valve 2 is driven by the motor 5 drive signals MS, MS ′ having a pulse width corresponding to the deviation from the water temperature opening, and the opening of the throttle valve 2 is quickly controlled to the water temperature opening. Until t _19, the opening degree of the throttle valve 2 is continuously maintained at the water temperature opening degree (that is, P _{2 in} FIG. 14).

Further, at time t ₁₈ , the ignition advance amount for the set period is reduced from X ₃ based on the correction data for the ignition retard amount input to the address Rc described at time t ₅ (FIG. 14R6). . Next, from the time t ₁₈ , the set time Δt
At time t ₁₉ after c has elapsed, the engine enters a stable idle state, and the feedback mode is switched from the position feedback to the rotation speed feedback. Therefore, after the time t _19, the throttle valve 2 changes the actual engine rotation speed. Is driven by a motor 5 drive signal MS (MS ') having a pulse width corresponding to the difference between the water temperature rotation speed and the water temperature rotation speed, whereby the engine rotation speed is changed to the water temperature rotation speed (ie, FIG. 14N ₂₀ ).
Controlled by.

Next, at time t ₂₀ , the operation of the cooler compressor, the oil pump for power steering, the auxiliary machinery of the engine other than the electric load is started, or the output torque of the engine changes, and as a result, the engine rotation When the number of rotations drops below the second rotation speed N ₁ (ie, FIG. 14N
In A), the power generation control signal GS is based on the duty ratio data Dn of the power generation control signal set according to the deviation between the engine speed and the second target speed N ₁ in A-78 of the main flow. (Fig. 14GD
7) Since the engine power generation load is reduced and at this time the engine speed is lower than the water temperature speed, the throttle valve 2 is also driven to the open side based on the deviation between the engine speed and the water temperature speed. The intake air amount is increased, and the engine speed is controlled to approach the water temperature speed.

Next, at time t ₂₂ , the operation of the other auxiliary machine is stopped or the output torque of the engine changes, and as a result, the engine speed increases and the third target speed N ₃ is exceeded. the case was One (i.e. FIG 14NB), the engine speed and spark advance on the basis of the corrected Rn of the ignition retard amount set in accordance with the deviation between the third target engine speed N ₃ in a-135 in the main flow The amount is reduced from X ₃ (Fig. 14
R7), the engine output is reduced, and at this time the engine speed is higher than the water temperature speed, so the throttle valve 2 is also driven to the closed side based on the deviation between the engine speed and the water temperature speed, and intake The amount of air is reduced, which controls the engine speed to approach the water temperature speed.

Therefore, when the driver depresses the accelerator pedal and the normal load operation of the engine is being performed, the cooler switch or the power switch is switched from OFF to ON, and the engine load is stepped. If the state increases, the engine load due to the generator drive is reduced for a set period, and as a result, the stepwise increase in the overall engine load is suppressed, and the step-like transmission from the engine to the vehicle body is suppressed. The output fluctuation (decrease) can be suppressed and the driver's ability is improved.

When the electric load switch is switched from off to on during normal load operation of the engine, the engine load by driving the generator is reduced for a set period, and the generator is Power generation is started gradually, and step-like load is not applied to the engine by driving the generator. Therefore, step-like output fluctuation (decrease) transmitted from the engine to the vehicle body can be suppressed, and the driver vibration can be suppressed. Improve your taste.

When the engine is normally loaded, the Coolau switch, the power switch or the electric load switch is switched from ON to OFF, and the load of the engine is reduced stepwise. In this case, the ignition advance amount is reduced and the engine output is reduced, and as a result, the step-like output fluctuation (increase) transmitted from the engine to the vehicle body can be suppressed and the driver's ability is improved. improves.

Further, when the engine is in idle operation, the throttle valve 2 is driven by the potentio feed back control of the throttle valve 2 or the feed back control of the engine speed to supply the amount of air supplied to the engine combustion chamber. When the engine speed drops, the generator load is reduced, the engine speed is increased, and when the engine speed increases, the ignition advance amount is decreased to reduce the engine output. Since it is configured to measure the decrease in engine speed, the engine speed can be quickly and reliably controlled to the target speed that is set according to the coolant temperature and the operating state of the cooler compressor, thus improving fuel efficiency. It is possible to obtain a stable idle operation state while measuring.

Furthermore, when the cooler switch, the power switch, or the electric load switch is switched from OFF to ON while the engine is idle, the above-mentioned situation occurs before the engine speed drops. Since the switch switching state is detected to reduce the engine load on the engine, the drop in engine speed that occurs after the switch switching can be suppressed as much as possible, and the engine speed can be stabilized. Measured quickly,
The occurrence of engine stall can be prevented.

Further, when the cooler switch, the power switch or the electric load switch is switched from ON to OFF while the engine is in idle operation, the switch is switched before the engine speed is increased. Since the switching state is detected and the ignition advance amount is reduced to reduce the engine output, it is possible to suppress the increase in the engine speed that occurs after the switching of the switch as much as possible, and The effect of preventing discomfort is exerted. In the above embodiment, each power generation control duty initial data Dco, Dpo,
Dvo, each timer data Tco, Tpo, Tvo, each subtraction data ΔDc, ΔDp, ΔDv and each ignition retard angle correction initial data Rco, Rpo, Rvo, each timer data Sco, Spo, Svo, each subtraction data Δ Rc, △ R
Although p and ΔRv were fixed values, the same values were used during engine load operation and idle operation.
o, Dpo, Dvo, Tco, Tpo, Tvo, ΔD
c, ΔDp, ΔDv, Rco, Rpo, Rvo, Sc
The values o, Spo, Svo, ΔRc, ΔRp, and ΔRv may be changed according to the operating state, and different values are used as needed during engine load operation and idle operation. You may do it.

In the above embodiment, the second target rotation speed N ₁
Although the set is set lower than the target idle speed that is input to the address Ns in accordance with the presence or absence of operation of the cooling water temperature and cooler complexone suspended, the second target engine speed N ₁
May be set equal to the target idle speed or set to a value higher than the target idle speed.

Further, in the above embodiment, the third target rotational speed N
_{Although 3} is set higher than the target idle speed, the third target speed N ₃ is set to be equal to the target idle speed or set to a value lower than the target idle speed. May be.

Furthermore, in the above embodiment, the occurrence state of a large electric load change such as a head lamp is detected by the change of battery voltage. This is a circuit leading to the electric load L as shown by the broken lines in FIGS. Alternatively, a current line AM may be interposed between the two and the detected value of the ammeter AM may be input to the control unit 15 to detect a large change state of the electric load.

In the above embodiment, the cooler compressor, the oil pump for power steering, and the generator are taken into consideration as the auxiliary machines driven by the engine, and the cooler switch 12, as the detecting means for detecting the operating states of these auxiliary machines, Although the power steering switch 13 and the battery voltage detection device are shown, the transmission equipped with a transmission (so-called automatic transmission) having a turbo fluid transmission as a transmission accompanying the engine is An auxiliary machine driven by an engine, and a switch (for example, an inhibitor switch) that detects whether the shift position of the transmission is in a neutral position or a traveling position is used as a detection unit that detects the operating state of the auxiliary machine. The on / off state of the transmission is input to the control unit 15, and especially when the engine is idle, When the position is switched from the neutral position to the running position, the operation of the generator is controlled for the set period.On the contrary, when the position is switched from the running position to the neutral position during the idle operation, the ignition advance amount is reduced for the set period. You may comprise.

Further, in the above embodiment, in the voltage judgment circuit 108 of the regulator R, the transistor 113 arranged in the bypass circuit of the resistor 117 is turned on / off via the transistor 112 based on the output of the control unit 15, so that the power generation load is reduced. However, as shown by the broken line in FIG. 2, a resistor 150 is placed between the resistors 114 and 115 to control the power generation load.
A transistor 151 is provided in the bypass circuit and its bypass circuit, and a transistor 152 for controlling the on / off of the transistor 151 is turned on / off based on the output of the control unit 15 to control the power generation load to the increasing side. The transistor 1 is based on the duty ratio according to the deviation from the target idle speed when the speed decreases from the target idle speed.
12 is turned on, and when the engine speed is increased from the target idle speed, the transistor 152 is turned on based on the duty ratio according to the deviation from the target idle speed, thereby controlling the engine speed during idle operation. May be performed.

Further, in this case, the cooler switch 12, the power switch 13 and the like, which are means for detecting that each of the above-mentioned auxiliary machines (cooler compressor power steering oil pump etc.) has been switched from the operating state to the non-operating state. When this is detected, the transistor 152 is turned on for a set period to speed up the rotation speed control during idle operation and suppress the transmission of step-like output fluctuation from the engine side to the vehicle body side during normal load operation. You may

Furthermore, in the above embodiment, when setting the ignition advance amount, the control unit 15 first sets the basic ignition advance amount based on the idle switch information, the engine speed information, and the throttle valve opening information. When the operation of the auxiliary equipment driven by the engine is switched from on to off, the basic ignition advance amount is corrected when the engine speed increases during idle operation. A conventional mechanical ignition advance device is used to set the appropriate ignition advance amount, and the ignition signal formed by this mechanical ignition advance device is sent to the ignition plug via the retard mechanism. However, when the operation of the auxiliary equipment driven by the engine is switched from on to off, or when the engine speed increases during idle operation, the retard mechanism above May be configured such ignition signal is sent to the spark plug is caused to set the amount of retard.

Further, in the above embodiment, when the amount of the air-fuel mixture supplied to the engine combustion chamber is adjusted based on the difference between the engine speed and the target idle speed in order to control the engine speed to the target idle speed. , The throttle valve 2 disposed in the intake passage 1 of the engine E is driven by the DC motor 5 to adjust the amount of air supplied to the engine combustion chamber. Kaisho 53-
A negative pressure motor may be used as shown in No. 113933.

When adjusting the supply air amount, a bypass passage for bypassing the throttle valve is provided in the intake passage of the engine as shown in JP-A-54-76723.
A bypass valve driven by a negative pressure motor may be provided in the bypass passage, and the opening degree of the bypass valve may be controlled based on the engine speed. Further, the bypass valve may be driven by a step motor instead of the negative pressure motor.

Further, in the above-described embodiment, when adjusting the amount of air-fuel mixture supplied to the engine combustion chamber based on the difference between the engine speed and the target idle speed in order to control the engine speed to the target idle speed. It has been shown that the amount of air supplied to the engine combustion chamber is adjusted and the amount of fuel is adjusted according to this amount of air supplied. Instead of adjusting the amount of air supplied, the engine speed and target idle The amount of fuel supplied to the engine combustion chamber may be controlled according to the difference from the rotation speed.

Furthermore, in an engine of the type in which the amount of fuel supplied to the engine combustion chamber is set based on the operating state of the engine, and the amount of supply air is set based on the set fuel amount, the engine rotation The supply fuel amount may be set based on the difference between the number and the target idle speed, and the supply air amount may be set based on the set supply fuel amount.

In the above embodiment, the fuel supply device is provided with the fuel injection valve and the opening / closing time of the fuel injection valve is adjusted by the control unit 15. However, the fuel supply device is provided with the carburetor. May be.

[0111]

The present invention compares the actual idle speed and the target idle speed, and controls one of them so that the actual engine speed becomes the target speed even if the fuel supply amount or the air amount is small. In the above, when it is detected that the load due to the operation of the auxiliary machine is detected, the power generation control is performed to reduce the engine load due to the generator for the set time, so the decrease in the engine speed due to the load due to the operation of the auxiliary machine is suppressed By stabilizing the engine speed, the occurrence of engine stall can be prevented.

[Brief description of drawings]

FIG. 1 is a schematic explanatory view showing an engine speed control device as one embodiment of the present invention.

FIG. 2 is an electric circuit diagram showing a power generation control system of a power generator GE in the embodiment.

3 (a), (b), (c) and (d) are flowcharts of control according to the embodiment.

FIG. 4 is a graph showing control characteristics of the same example.

FIG. 5 is a graph showing the control characteristics of the same example.

FIG. 6 is a flowchart of control according to the embodiment.

FIG. 7 is a flowchart of control according to the embodiment.

FIG. 8 is a flowchart of control according to the embodiment.

FIG. 9 is a flowchart of control according to the embodiment.

FIG. 10 is a graph showing control characteristics of the same example.

FIG. 11 is a graph showing control characteristics of the same example.

FIG. 12 is a graph showing control characteristics of the same example.

FIG. 13 is a graph showing control characteristics of the same example.

FIG. 14 is a time chart showing the operation of the embodiment.

[Explanation of symbols]

 1 Intake passage 2 Throttle valve 4 Actuator 8 Throttle opening sensor 9 Idle switch 10 Crank angle sensor 11 Water temperature sensor 12 Cooler switch 13 Power steering switch 14 Vehicle speed sensor 15 Control unit 24 Distributor 25 Igniter with retard mechanism 26 Ignition coil B Battery L Electric load GE generator LS electric load switch

[Procedure amendment]

[Submission date] June 22, 1995

[Procedure Amendment 1]

[Document name to be amended] Statement

[Name of item to be corrected] Brief description of the drawing

[Correction method] Change

[Correction content]

[Brief description of drawings]

FIG. 1 is a schematic explanatory view showing an engine speed control device as one embodiment of the present invention.

FIG. 2 is an electric circuit diagram showing a power generation control system of a power generator GE in the embodiment.

FIG. 3 is a flowchart of control according to the embodiment.

FIG. 4 is a flowchart of control according to the embodiment.

FIG. 5 is a flowchart of control according to the embodiment.

FIG. 6 is a flowchart of control according to the embodiment.

FIG. 7 is a graph showing the control characteristics of the same example.

FIG. 8 is a graph showing a control characteristic of the example.

FIG. 9 is a flowchart of control according to the embodiment.

FIG. 10 is a flowchart of control according to the embodiment.

FIG. 11 is a flowchart of control according to the embodiment.

FIG. 12 is a flowchart of control according to the embodiment.

FIG. 13 is a graph showing control characteristics of the same example.

FIG. 14 is a graph showing control characteristics of the same example.

FIG. 15 is a graph showing control characteristics of the same example.

FIG. 16 is a graph showing a control characteristic of the example.

FIG. 17 is a time chart showing the operation of the embodiment.

[Explanation of reference symbols] 1 intake passage 2 throttle valve 4 actuator 8 throttle opening sensor 9 idle switch 10 crank angle sensor 11 water temperature sensor 12 cooler switch 13 power steering switch 14 vehicle speed sensor 15 control unit 24 distributor 25 igniter with retard mechanism 26 ignition coil B Battery L Electric load GE Generator LS Electric load switch

[Procedure Amendment 2]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

[Fig. 2]

[Figure 7]

[Fig. 13]

[Figure 1]

[Figure 6]

[Figure 8]

[Figure 9]

[Figure 10]

[Fig. 12]

FIG. 14

FIG. 15

[Figure 3]

FIG. 16

[Figure 4]

[Figure 5]

FIG. 11

FIG. 17

Continuation of the front page (51) Int.Cl. ⁶ Identification number Office reference number FI technical display area F02P 5/15

Claims (1)

[Claims] The rotation speed detecting means for detecting the rotation speed of the engine and the detection result of the rotation speed detecting means at the time of idle rotation of the engine are compared with the target idle rotation speed, and based on the comparison result, the engine rotation speed is the target. Control means for adjusting at least one of the amount of fuel or the amount of air supplied to the combustion chamber of the engine so as to approach the idle speed, a generator driven by the engine to charge a battery,
Auxiliary machine operation detecting means for detecting an operating state of an auxiliary machine driven by an engine other than the generator, and the auxiliary machine operation detection that the load of the engine by the auxiliary machine is switched in an increasing direction during idle operation of the engine. And a generator control means for outputting a power generation control signal for reducing the engine load of the generator for a set time when detected by the means.