JPH10331698A - Rotational speed controller for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attain high response control which follows a load variation of auxiliary machinery with good fuel consumption and exhaust performance maintained even in switching an object to be operated by a high response control means, by changing a prescribed delay period in a delay means according to the selecting condition of an object to be operated by an operated object selection means. SOLUTION: This controller is provided with a high response control means which controls the generated torque of an internal combustion engine with high response by controlling objects to be operated (ignition timing, fuel feeding amount and so on) which is different from intake air flow. This controller is also provided with a detection means which detects the operating/stopping switching request of auxiliary machinery to delay the operating/stopping switching of the auxiliary machinery for a prescribed delaying duration after the request is detected, and conduct feed forward control in consideration of a load change depending on the operating/stopping switching of the auxiliary machinery at the time of detecting the switching request. The high response control means is controlled so as to suppress a change in the generated torque of the internal combustion engine for a prescribed delaying duration after the switching request is detected. The delaying time is changed according to the selecting condition of the object to be operated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a rotational speed control device for an internal combustion engine.

[0002]

2. Description of the Related Art In a conventional rotation speed control device for controlling the rotation speed of an internal combustion engine to a target value, for example, in an idle state, an operation example shown in FIG. 9 (when ignition timing is used as high response control) (See Japanese Patent Application No. 7-181851).

[0003] This control can be applied to an auxiliary device (such as an air conditioner) that can adjust (for example, delay) ON / OFF timing.
In other words, when a request for turning off the auxiliary equipment is made,
First, the intake air amount is increased and corrected by an intake air amount control valve (air valve) such as an ISC valve, and at the same time, the intake air amount increase delay by the intake air amount control valve (air valve) (volume of the intake system) The ignition timing is retarded (retarded) in accordance with the response delay caused by the charging delay of the fuel, etc., so that the ignition timing can be advanced (the advanceable width from the current ignition timing to the advance limit). To secure.

Next, the ignition timing is advanced in synchronism with the OFF → ON operation of the auxiliary equipment after the elapse of the predetermined delay period in order to suppress a load change accompanying the start of the auxiliary equipment operation. Then, the ignition timing is returned to the base ignition timing in accordance with a delay in increasing the intake air amount by the intake air amount control valve (air valve). That is, in the related art, by ensuring the advance range of the ignition timing on the advance side of the ignition timing (that is, the increase in the generated torque of the internal combustion engine) before the auxiliary load is actually applied, when the auxiliary load is actually applied. By operating the ignition timing,
Rotation fluctuations and drop in rotation at the time of load application are effectively suppressed with good responsiveness.

[0005] In FIG. 9, "ignition timing correction torque" = "air conditioner torque"-"air amount correction torque". The “air conditioner torque” is a value set and stored in advance in a ROM or the like. The "torque for air amount correction" is calculated from a model describing the temporal relationship between the air valve and the generated torque, and an air correction amount (steady value).

A factor that can control the generated torque of the internal combustion engine with higher responsiveness than the above-described intake air amount control, for example, controlling the generated torque of the internal combustion engine by manipulating the ignition timing,
Control that suppresses rotation fluctuation or rotation drop at the time of load application with good responsiveness may be hereinafter referred to as high response control.

[0007]

By the way, for example, combustion is usually performed in a homogeneous mixture (a state in which fuel is uniformly dispersed throughout the combustion), and a predetermined operating state (low rotation speed
A low-load state or the like), a layer (1) composed of a mixture having a combustible mixture ratio that can be ignited by an ignition plug in the combustion chamber;
Although it is difficult to ignite with an air layer or a spark plug containing air, a stratified mixture consisting of layers (2) consisting of a mixture having a combustible mixture ratio capable of receiving and burning the combustion flame in the layer (1) is formed. In addition, there is an engine (a so-called combustion chamber direct fuel injection gasoline engine) that realizes combustion at an extremely lean air-fuel ratio (air-fuel ratio near the lean limit) and improves fuel efficiency by reducing pumping loss and the like ( JP-A-62-191622
And Japanese Patent Application Laid-Open No. 2-169834.

In the case of operating with such a stratified mixture, the combustible mixture is unevenly distributed in the combustion chamber. Therefore, the ignition timing is selected so that the combustible mixture can properly ignite when the combustible mixture properly surrounds the ignition plug. There is a need. In other words,
In the case of performing combustion using a stratified mixture, the ignition timing cannot be changed freely from a position set as an optimum value.

For this reason, during operation with a stratified mixture,
Even if the ignition timing is used as a means for adjusting the generated torque with high responsiveness (high response control means), it can be said that there is practically no torque control region using the ignition timing. Therefore, during operation with a stratified mixture, high-response torque adjustment control by ignition timing control cannot be expected. Therefore, as a method for controlling the generated torque with good response, the torque supply control is performed by adjusting the fuel supply amount. It is conceivable to make

That is, the ignition timing is used as the high response control means during the operation with the homogeneous mixture, and the fuel supply amount (equivalent ratio) is used as the high response control means during the operation with the stratified mixture. It is conceivable to selectively switch and use the control means. When the fuel supply amount is used as the high response control means, the same control as in FIG. 9 can be performed by replacing the ignition timing with the fuel supply amount (equivalent ratio).

However, when switching between a homogeneous air-fuel mixture and a stratified air-fuel mixture and selectively switching the ignition timing and the fuel supply amount (equivalent ratio) as the high response control means, the base gas is required to improve fuel efficiency and exhaust performance. The equivalence ratio is set near the lean limit and the base ignition timing is set near the advance limit. However, this causes the following fear. That is, if the delay period in FIG. 9 is set in accordance with the operation at the time of the operation with the homogeneous mixture (when the ignition timing is used as the high response control means), the operation with the stratified mixture (equivalent as the high response control means) FIG. 10 shows the case where the base equivalent ratio is set to a value close to the lean limit using the ratio (a homogeneous mixture → stratified mixture).
As shown in (when the equivalence ratio is used as the high response control), during the delay period, an increase in the intake air amount by the intake air amount control valve (air valve) performed at the same time as the request for turning on and off the auxiliary equipment causes the equivalent amount to be increased. The ratio (fuel supply amount) reaches the lean limit (sticks), the torque balance with respect to the load is lost, and the operability may be deteriorated, for example, causing fluctuations in the rotational speed.

Further, if the base equivalent ratio is set to a rich side so as not to reach the lean limit, the fuel efficiency and exhaust performance cannot be sufficiently improved (for example, the base equivalent ratio is set to a rich side during operation with a stratified mixture). In this case, the intake air amount control valve is operated to the closed side, so that the intake resistance is increased, the pump loss is increased, and the degree of deterioration of fuel efficiency is increased.

That is, if the base equivalent ratio is set close to the lean limit and high response control is performed by controlling the equivalent ratio (fuel supply amount), it is difficult to achieve both fuel efficiency / exhaust performance and drivability. Met. Conversely, the delay period is set in accordance with the case where the high response control is performed by the equivalent ratio (fuel supply amount) control, and switching is performed so as to use the ignition timing as the high response control means (stratified mixture → In the case of a homogeneous mixture, the ignition timing reaches (adheres to) the advance angle limit, and similarly, it has been difficult to achieve both fuel economy / exhaust performance and drivability.

The present invention has been made in view of the above-described circumstances. For example, even when the operation target of the high-response control means is switched according to a request, the auxiliary equipment can be maintained while maintaining good fuel economy and exhaust performance. It is an object of the present invention to provide a rotation speed control device for an internal combustion engine, which is capable of satisfactorily achieving high responsiveness control that follows load fluctuation.

[0015]

Therefore, according to the present invention, as shown in FIG. 1, the engine intake air flow rate is controlled so as to maintain the rotation speed of the internal combustion engine at a target value. A rotational speed control means for controlling the generated torque of the internal combustion engine, and controlling an operation object different from the engine intake air flow rate,
High response control means for controlling the generated torque of the internal combustion engine with high response;
Stop switch request detecting means, delay means for delaying the actual operation / stop switching of the auxiliary equipment for a predetermined delay period after the detection of the auxiliary equipment operation / stop switching request, and detection of the auxiliary equipment operation / stop switching request In response to this, the load change accompanying the switching of the operation and stop of the auxiliary equipment is anticipated, and feedforward control means for performing the feedforward control via the rotation speed control means and a request to switch the operation and stop of the auxiliary equipment are detected. A predetermined delay period after being performed, a generated torque control unit within a delay period for controlling a generated torque of the internal combustion engine via the high response control unit in a direction to suppress a generated torque change of the internal combustion engine by the feedforward control unit; An auxiliary device operation / stop switching means for actually operating / stopping the auxiliary device when the predetermined delay period has elapsed;
Torque control means for controlling the generated torque of the internal combustion engine via the high-response control means in response to a load change accompanying the actual operation / stop switching of the auxiliary equipment by the auxiliary equipment operation / stop switching means In the rotation speed control device for an internal combustion engine configured to include: an operation target selection unit that selectively switches an operation target of the high response control unit, and according to a selection state of the operation target by the operation target selection unit, And delay time changing means for changing a predetermined delay time in the delay means.

In this case, for example, the combustion mode (homogeneous combustion mode, stratified combustion mode) is switched, and the operation target (ignition timing, fuel supply amount) of the high response control means is switched according to the combustion mode. After a request to switch on / off of an auxiliary device (for example, an air conditioner, a power steering, an electric load, etc.), a delay period (delay period) until actually operating / stopping the auxiliary device is changed according to the operation target of the high response control means. As a result, the operation target (ignition timing or fuel supply amount) of the high-response control means reaches the limit value (clings) during the delay period, as in the related art, so that the auxiliary equipment load fluctuation It is possible to suppress the fear that the torque balance cannot be satisfactorily adjusted to follow, and that the drivability deteriorates due to fluctuations in the rotational speed. That.

Further, as described above, the torque balance can be satisfactorily achieved by following the fluctuation of the auxiliary equipment load, and the deterioration of the drivability such as causing the fluctuation of the rotation speed can be suppressed.
Before switching the operation and stop of the auxiliary equipment, the operation target of the high response control means can be brought close to the limit value.
Fuel efficiency and exhaust performance can be sufficiently improved. That is, according to the present invention, even when the high response control means is selectively switched and used, it is possible to achieve both fuel economy / exhaust performance and drivability.

According to the second aspect of the present invention, the control amount of the high response control means is at least one of a target intake air flow rate, an actual intake air flow rate, an actual intake pressure, an actual rotational speed, and a target rotational speed. Set based on information. For example, in a lean combustion idling state including stratified combustion, the intake pressure may fluctuate greatly depending on the load and the rotation speed. However, the air intake air amount control valve (air valve) for realizing the target lean air-fuel ratio In this case, the control amount set by the high-response control means may vary greatly depending on the load and the rotation speed. Therefore, if configured as described above, the control amount (high response correction amount) in the high response control means can be set with high accuracy, and therefore, the fuel consumption / exhaust performance and drivability can be more accurately set. Can be compatible.

According to a third aspect of the present invention, the delay period changing means includes a target intake air flow rate, an actual intake air flow rate,
A means for changing the predetermined delay period based on at least one of information of an actual intake pipe pressure, an actual rotation speed, and a target rotation speed is provided. That is,
With this configuration, even if the delay period is changed according to the operation target of the high response control means, the target intake air flow rate, the actual intake air flow rate, the actual intake pipe pressure, Since the control amount change (change gradient with respect to time, etc.) of the high response control means changes in accordance with the rotation speed and the like, the operation target (ignition timing or fuel supply amount) of the high response control means within the delay period. Is over the limit value (sticks), so that torque balance cannot be satisfactorily tracked according to the load fluctuation of the auxiliary equipment, and the drivability deteriorates due to the fluctuation of the rotation speed. However, with the configuration according to the third aspect of the present invention, the setting of the delay period can be changed with higher accuracy, so that such a concern is reliably suppressed. Therefore, it is possible to achieve better torque balance by following the auxiliary equipment load fluctuation with higher accuracy, and to suppress the deterioration of drivability such as causing the fluctuation of the rotation speed. Become.

[0020] In the invention described in claim 4, the delay means sets the high-response control in the generated torque control means within the delay period after a request for switching operation / stop of an auxiliary machine is detected for a predetermined delay period. When the control amount of the means is configured as a period up to near a time point at which the control value reaches a predetermined limit value, the delay period changing means is configured to control the high response control means by the predetermined limit value or the generated torque control means within the delay period. The time gradient of the change of the control amount is changed in accordance with the selection state of the operation target selecting means.

With this configuration, for example, the operation target of the high response control means is switched according to switching between stratified combustion and homogeneous combustion. Amount) is close to the time point when the limit value (upper limit value or lower limit value) is reached, the high response control means operates and stops the auxiliary equipment in response to the request to start and stop the auxiliary equipment. Since the high-response control is executed, the operation target (ignition timing or fuel supply amount) of the high-response control means can be consequently set without setting the delay period in advance as in the first aspect of the present invention. ), The delay period can be changed. Therefore, the operation target of the high-response control means reaches the limit value (sticks), whereby the torque balance cannot be satisfactorily followed in accordance with the auxiliary equipment load fluctuation, and the rotation speed fluctuates. Thus, the fear that the drivability deteriorates can be suppressed.

As described above, the torque balance can be satisfactorily achieved by following the fluctuation of the auxiliary equipment load, and the deterioration of the driving performance such as the fluctuation of the rotation speed can be suppressed.
Before switching the operation and stop of the auxiliary equipment, the operation target of the high response control means can be brought close to the limit value.
Fuel efficiency and exhaust performance can be sufficiently improved. That is, according to the present invention, even when the high response control means is selectively switched and used, the fuel consumption / exhaust performance and the drivability are improved while simplifying the configuration as compared with the first embodiment. Can be compatible.

According to a fifth aspect of the present invention, the control amount of the high response control means is at least one of a target intake air flow rate, an actual intake air flow rate, an actual intake pipe pressure, an actual rotation speed, and a target rotation speed. It is configured to be set based on two pieces of information. For example, in a lean combustion idling state including stratified combustion, the intake pressure may fluctuate greatly depending on the load and the rotation speed. However, the air intake air amount control valve (air valve) for realizing the target lean air-fuel ratio In this case, the control amount set by the high-response control means may vary greatly depending on the load and the rotation speed. Therefore, if configured as described above, the control amount (high response correction amount) in the high response control means can be set with high accuracy, and therefore, the fuel consumption / exhaust performance and drivability can be more accurately set. Can be compatible.

In the invention according to claim 6, the vicinity of the time point when the predetermined limit value is reached is set at the moment when the control amount of the high response control means in the generated torque control means within the delay period reaches the predetermined limit value. It was configured as such. With this configuration, it is possible to detect the vicinity of the point at which the predetermined limit value is reached with the simplest configuration, thereby facilitating the simplification of the configuration.

In the invention according to claim 7, the time point at which the predetermined limit value is reached is immediately before the control amount of the high response control means in the generated torque control means within the delay period reaches the predetermined limit value. It was configured as such. With such a configuration, a logic for predicting immediately before the control amount of the high-response control means reaches a predetermined limit value is required, but immediately before the control amount of the high-response control means reaches a predetermined limit value. In addition, since the high-response correction by the high-response control means can be executed while operating the auxiliary equipment, it is possible to more surely fear that the drivability is deteriorated due to a change in the rotational speed or the like. Can be suppressed.

[0026] In the invention according to claim 8, the time near the time point at which the predetermined limit value is reached is changed when the generated torque control means within the delay time is switched to the generated torque control means after the delay time. The control amount of the high-response control means in the post-generated torque control means is configured to be a time point at which the control amount of the high-response control means in the generated torque control means does not exceed the limit value of the post-delay period.

With this configuration, when the generated torque control means within the delay period is switched to the generated torque control means after the delay period, the control of the high response control means in the generated torque control means after the delay period has elapsed. The amount is prevented from exceeding the limit value of the control amount of the high response control means in the generated torque control means after the elapse of the delay period. Accordingly, when the generated torque control means within the delay period is switched to the generated torque control means after the delay period, the control amount of the high response control means in the generated torque control means after the delay period exceeds the limit value. Thus, even if the generated torque control means within the delay period is executed well, it is possible to suppress the fear that the control by the generated torque control means after the delay period has deteriorated drivability. Can be. More specifically, for example,
When the ignition timing is retarded by the generated torque control means within the delay period, and thereafter, the ignition timing is advanced by a predetermined advance width by the generated torque control means after the delay period has elapsed,
The ignition timing can be sufficiently retarded by the generated torque control means within the delay period so that the advance angle width does not exceed the advance angle limit. As a result, the drivability of the generated torque control means within the delay period is slightly deteriorated, but the drivability of the generated torque control means after the delay period has elapsed (there is a fear of a drop in rotation speed or a stall). Can be avoided.

According to the ninth aspect of the present invention, the operation target selection means selectively switches ignition timing or fuel supply amount as an operation target of the high response control means in accordance with a combustion mode of the internal combustion engine. did. In this way, for example, in the case of switching between the stratified combustion mode and the homogeneous combustion mode, it is an effective technique for suppressing the rotation speed fluctuation while maintaining the fuel economy and the exhaust performance. The practicability of the internal combustion engine that can switch the combustion mode can be improved.

[0029]

According to the first aspect of the invention, for example, the combustion mode (homogeneous combustion mode, stratified combustion mode) is switched, and the operation target of the high response control means (for example, ignition timing, In the case of switching and using the fuel supply amount, a delay period (delay period) from the request for switching operation / stop of the auxiliary machine to the actual operation / stop of the auxiliary machine is set according to the operation target of the high response control means. As a result, the operation target of the high response control means reaches the limit value (sticks) within the delay period as in the past, and accordingly, the torque can be favorably adjusted to follow the auxiliary equipment load fluctuation. It is possible to suppress a fear that the balance cannot be achieved and the drivability is deteriorated due to, for example, a change in the rotation speed.

Further, as described above, the torque balance can be satisfactorily achieved by following the change in the load of the auxiliary equipment, and the deterioration of the drivability such as causing the fluctuation of the rotation speed can be suppressed.
Before switching the operation and stop of the auxiliary equipment, the operation target of the high response control means can be brought close to the limit value.
Fuel efficiency and exhaust performance can be sufficiently improved. That is, according to the present invention, even when the high response control means is selectively switched and used, it is possible to achieve both fuel economy / exhaust performance and drivability.

According to the second aspect of the present invention, it is possible to set the control amount in the high response control means with high accuracy, thereby achieving more accurate balance between fuel efficiency / exhaust performance and drivability. Can be done. According to the third aspect of the present invention, the predetermined delay period can be set and changed with higher accuracy, so that the torque balance can be more accurately adjusted to follow the auxiliary equipment load fluctuation. Thus, it is possible to suppress deterioration in drivability such as causing fluctuations in the rotation speed.

According to the fourth aspect of the present invention, the operation target of the high response control means is switched according to, for example, switching between stratified combustion and homogeneous combustion. Amount (high response correction amount)
When the limit value (upper limit value or lower limit value) is approached, the high-response correction by the high-response control means is performed while operating and stopping the auxiliary device in response to the request to start and stop the auxiliary device. Since the delay period is not set in advance as in the first aspect of the present invention, as a result,
The delay period can be changed according to the operation target (ignition timing or fuel supply amount) of the high response control means. Therefore, the operation target of the high-response control means reaches the limit value (sticks), whereby the torque balance cannot be satisfactorily followed in accordance with the auxiliary equipment load fluctuation, and the rotation speed fluctuates. Thus, the fear that the drivability deteriorates can be suppressed.

Further, as described above, the torque balance can be satisfactorily achieved by following the fluctuation of the auxiliary equipment load, and the deterioration of the drivability such as causing the fluctuation of the rotation speed can be suppressed.
Before switching the operation and stop of the auxiliary equipment, the operation target of the high response control means can be brought close to the limit value.
Fuel efficiency and exhaust performance can be sufficiently improved. That is, according to the present invention, even when the high response control means is selectively switched and used, the fuel consumption / exhaust performance and the drivability are improved while simplifying the configuration as compared with the first embodiment. Can be compatible.

According to the fifth aspect of the present invention, it is possible to set the control amount (high response correction amount) in the high response control means with high accuracy, and therefore, the fuel consumption and the fuel consumption can be more accurately set.
Exhaust performance and drivability can be compatible. According to the invention described in claim 6, it is possible to detect the vicinity of the time point when the predetermined limit value is reached with the simplest configuration, thereby facilitating the simplification of the configuration.

According to the seventh aspect of the present invention, a logic for predicting immediately before the control amount of the high response control means reaches a predetermined limit value is required, but the control amount of the high response control means is required. Immediately before reaching the specified limit,
Since the high response control by the high response control means can be executed while the vehicle is stopped, it is possible to more surely suppress the fear that the drivability is deteriorated due to a change in the rotation speed. You can do it.

According to the eighth aspect of the present invention, when the generated torque control means within the delay period is switched to the generated torque control means after the delay period, the high torque in the generated torque control means after the delay period elapses. The control amount of the response control means is suppressed from exceeding the limit value of the control amount of the high response control means in the generated torque control means after the elapse of the delay period. Accordingly, when the generated torque control means within the delay period is switched to the generated torque control means after the delay period, the control amount of the high response control means in the generated torque control means after the delay period exceeds the limit value. Thus, even if the generated torque control means within the delay period is executed well, it is possible to suppress the fear that the control by the generated torque control means after the delay period has deteriorated drivability. Can be.

According to the ninth aspect of the present invention, when switching between a stratified combustion mode and a homogeneous combustion mode, for example, this is an effective technique for suppressing fluctuations in rotation speed while maintaining fuel economy and exhaust performance. As a result, the practicability of the internal combustion engine that can switch between the stratified combustion mode and the homogeneous combustion mode can be improved.

[0038]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below.
Description will be given based on the attached drawings. FIG. 2 shows the first embodiment of the present invention.
It is a figure showing the system configuration of an embodiment. In the present embodiment, an example of a combustion chamber direct fuel injection type gasoline engine in which fuel is directly injected into the combustion chamber 10 by the fuel injection valve 15 is shown. It can be applied to a gasoline engine.

The controller 19 comprises an I / O interface, a CPU, a ROM, a RAM, and the like. Signals from various sensors and various switches (air conditioner operation switches, etc.) are input to the controller 19, and a ROM is provided based on the various signals.
A program, described later, stored above is executed. The controller 19 includes a rotation speed control unit, a high response control unit, an operation / stop switching request detection unit, a delay unit, a feedforward control unit, a torque control unit generated within a delay period, an auxiliary device operation / stop according to the present invention. Switching means, generated torque control means after the elapse of the delay period,
It functions as software as an operation target selection unit and a delay period changing unit.

The fuel injection valve 15 performs a fuel injection (fuel supply) in an intake stroke of a predetermined cylinder, for example, in accordance with a command from the controller 19, thereby forming a homogeneous mixture (combustion chamber 10).
While a fuel-air mixture having a substantially uniform air-fuel ratio over the entire region is formed, by performing fuel injection in the compression stroke, a stratified fuel-air mixture in which the fuel-air mixture is unevenly distributed in a part of the combustion chamber 10 can be formed. Things. In other words, by switching the fuel supply timing from the fuel injection valve 15, it is possible to switch between combustion using a homogeneous mixture and combustion using a stratified mixture. By the way, when the combustion is performed by the stratified air-fuel mixture, the throttle valve 4 or the auxiliary air amount control valve 3 described later is opened by a predetermined amount via the controller 19 to increase the intake air amount by a predetermined amount.
A predetermined extremely lean air-fuel mixture is formed. Therefore, during combustion with the stratified mixture, the airflow resistance of the intake air is reduced, so that the pumping loss is reduced, thereby improving the fuel efficiency and also reducing the emission of exhaust harmful components.

The intake valve 5 is interposed and the intake valve 1
An air flow meter 1 that detects an intake air flow rate is provided in an intake passage 6 that is connected to an intake port provided with an intake port 3. Instead of providing the air flow meter 1, a sensor (not shown) for detecting the intake pressure BST is provided downstream of the throttle valve 4, which will be described later, and the intake pressure BST is sent to the controller 19 as one of the information of the intake air flow rate. It can be configured to input.

A throttle valve 4 for controlling the amount of intake air is provided downstream of the throttle valve 4. A mechanism for electrically controlling the opening of the throttle valve 4 by an actuator (motor or the like) 30 is provided. ing. Further, an auxiliary air passage 2 for bypassing the throttle valve 4 to introduce intake air into the combustion chamber 10 is provided, and the auxiliary air passage 2 has an auxiliary air passage for controlling a flow rate of the auxiliary air passage 2. An air amount control valve 3 is provided. As for the auxiliary air passage 2 and the auxiliary air amount control valve 3, if the intake air amount at the time of idling can be controlled accurately,
The throttle valve 4 and the actuator (motor or the like) 30 can be used instead. Air valves such as the auxiliary air amount control valve 3 and the throttle valve 4 correspond to means for controlling the intake air flow rate, and the controller 19 controls these to control the engine intake air flow rate as in the related art. Thus, it functions as a rotation speed control means for maintaining the rotation speed of the engine at the target value.

An ignition plug 16 arranged in the cylinder head 9 facing the combustion chamber 10 and igniting an air-fuel mixture in the combustion chamber 10 is designed to ignite at a predetermined timing according to a command from a controller 19. Has become. Further, the exhaust gas is led to the exhaust port 7 and the exhaust passage via the exhaust valve 14,
Air-fuel ratio sensor 1 that detects the air-fuel ratio from the oxygen concentration in exhaust gas
7 is provided in the exhaust passage.

A crank angle sensor 21 for detecting a rotation angle of a crankshaft for extracting a reciprocating motion of a piston 11 slidably held by the cylinder block 8 as a rotational force via a connecting rod 12 is provided. The controller 19 can detect the crank angle position and the engine rotational speed NE based on the detection signal of the crank angle sensor 21.

Although not shown in FIG. 2,
An accelerator operation amount detection sensor or the like including a potentiometer or the like for detecting an accelerator operation amount for detecting a request of a driver (driver) is also provided. The detection signal is input to the controller 19. Has become. Hereinafter, the operation according to the present embodiment will be described. In this embodiment, the operation target of the high response control means {ignition timing, equivalent ratio (fuel supply amount)} is switched according to, for example, the case of burning with a stratified mixture or the case of burning with a homogeneous mixture. Auxiliary equipment OFF → ON,
After the OFF → ON request, the delay period (delay period) until the auxiliary machine is actually operated is changed (selection switching) according to the operation target of the high response control means.

Here, the control performed by the controller 19 in the present embodiment will be described with reference to the flowcharts of FIGS. At S1, the engine speed NE, the intake pipe pressure BST, and the air conditioner operation switch (not shown) are turned on.
・ Read off state ACDMD. In S2, ACD
It is determined whether or not MD = 1 (the air conditioner operation switch is ON). If YES, proceed to S3, if NO, proceed to S4.

In S3, a value AIRC # obtained by referring to a map or the like previously set and stored in a ROM or the like is set in the air correction amount AIRC for operating the air conditioner. S4
Then, since there is no operation request of the air conditioner, it is determined that the correction of the air amount is not necessary, and the air correction amount AIRC is set to 0. In S5, it is determined whether the current combustion mode is a combustion mode using a homogeneous air-fuel mixture or a combustion mode using a stratified air-fuel mixture. This determination can be made based on, for example, the vehicle speed or the operating state of the engine (load, rotation speed, warm-up state).

If the combustion mode is a stratified mixture, the process proceeds to S6, and if the combustion mode is a homogeneous mixture, the process proceeds to S7.
In S6, the model coefficient COEF is set based on the engine speed NE and the intake pipe pressure BST with reference to the stratification COEF map (MAPCOEF1).
F = MAPCOEF1 (BST, NE)}.

On the other hand, in S7, the model coefficient COEF is
{COEF = MAPCOEF2 (BST, NE)} set by referring to the homogenization COEF map (MAPCOEF2) based on the engine speed NE and the intake pipe pressure BST.
In S8 and S9, it is determined whether or not a command flag ACRLY to an air conditioner relay (not shown) for actually operating the air conditioner is set to 1. ACRLY =
1 indicates an air conditioner ON state, and ACRLY = 0 indicates an air conditioner OFF state.

If YES (ACRLY = 1) is determined in S8, the process proceeds to S10, and NO (ACRLY = 0).
If determined to be, the process proceeds to S11. If YES (ACRLY = 1) is determined in S9, S
Proceed to S12, and if NO (ACRLY = 0) is determined, proceed to S13. In S10, a delay value (timer count value) CDLY is set based on the engine speed NE and the intake pressure BST with reference to a stratified ON → OFF delay map (MAPDL1). {CDLY = MA
PDL1 (BST, NE)｝.

In step S11, the delay value (timer count value) CDLY is converted into the engine speed NE and the intake pressure BS.
OFF → ON delay map at stratification based on T (MAP
DL2) with reference to CDLY = MAPDL2
(BST, NE)｝. On the other hand, in S12, the delay value (timer count value) CDLY is changed to the engine speed N.
E, set based on the intake pipe pressure BST by referring to the ON → OFF delay map (MAPDL3) when homogeneous.
LY = MAPDL3 (BST, NE)}.

In step S13, the delay value (timer count value) CDLY is changed to the engine speed NE, the intake pipe pressure B
OFF → ON delay map (MA
Set by referring to PDL4) CDLY = MAPDL
4 (BST, NE)｝. When the delay value (timer count value) CDLY is set in S10 to S13,
In S14, it is determined whether ACDMD indicating the ON / OFF state of the air conditioner operation switch and ACRLY indicating the actual operation state of the air conditioner match.

Then, the air conditioner operation switch is turned ON / O.
If the FF state does not match the actual ON / OFF state of the air conditioner (ACCMD @ ACRLY), the process proceeds to S15. On the other hand, if the ON / OFF state of the air conditioner operation switch matches the actual ON / OFF state of the air conditioner (ACCMD = ACRLY), the process proceeds to S16. Then, in S16, since a delay is required, a delay value (timer count value) CDLY set according to the operating conditions in S10 to S13 is set in the delay counter CNT.

On the other hand, in S14, NO (ACCMD
If ≠ ACRLY), the air conditioner operation switch is ON
Despite the state, the air conditioner is not actually operating, or the air conditioner is actually operating, even though the air conditioner operation switch is OFF, that is, the air conditioner operation switch has been switched Immediately after, that is, it is determined that a delay period is being performed, and the process proceeds to S15.
In S15, it is determined whether or not the delay counter CNT is zero. That is, it is determined whether or not the delay period has ended.

If CNT ≠ 0, it is during the delay period, so the flow advances to S17, and a value obtained by subtracting a predetermined value 1 from the delay counter CNT is set as a new CNT (CNT)
= CNT-1). On the other hand, if CNT = 0, it means that the delay period has ended, so the process proceeds to S18, and it is checked whether or not ACCMD indicating the ON / OFF state of the air conditioner operation switch is 1.

That is, it is checked whether the request to switch the operation / stop of the air conditioner is ON → OFF or OFF → ON. If ACDMD = 1, it is determined that the request to switch the operation / stop of the air conditioner is changed from OFF to ON, and the process proceeds to S19. On the other hand, if ACCMD # 1, the air conditioner operation / stop switching request is determined to be from ON to OFF, and the process proceeds to S20.

In S19, since the request for switching the operation / stop of the air conditioner is from OFF to ON, the command flag ACRLY to the air conditioner relay for operating the air conditioner is set to 1 (operating side). On the other hand, in S20, since the request for switching the operation / stop of the air conditioner is from ON to OFF, the command flag ACRLY to the air conditioner relay for operating the air conditioner is set to 0 (operation stop side).

As described above, the delay (delay) period from the request for switching operation / stop of the air conditioner to the actual execution of switching operation / stop of the air conditioner depends on the condition {selection condition of the operation target of the high response control means ( Stratified combustion, homogeneous combustion), NE, BST, air conditioner operation request (ON → OF)
F, OFF → ON), etc., and the actual air conditioner operation / stop switching process is executed in the set delay period.

From S21 onward, calculation processing of a high response correction amount (control amount) is performed. That is, in S21, X1 =
Processing of first order delay (COEF, AIRC, X1 (old)) is performed. That is, a process for first-order approximation of the high response correction amount is performed according to the dynamics of the engine generated torque corresponding to the opening and closing operations of the air valves such as the auxiliary air amount control valve 3 and the throttle valve 4.

X1 represents the state quantity of the model, and X1 (o
ld) indicates the previous value. Note that COEF is a model coefficient, the input value is AIRC, and the gain is 1. S22
Then, the processing of X2 = AIRC × ACRLY is performed.
Then, in S23, a process of FASTC = X2-X1 is performed.

As a result, the high response correction amount FASTC is calculated according to the operation / stop switching direction (ON → OFF, OFF → ON) of the air conditioner. Next S
At 24, it is determined whether or not the high response control means uses the ignition timing. If YES, proceed to S25,
If NO, proceed to S26.

At S25, ADVC (ignition timing correction amount)
= FASTC, FBAC (equivalent ratio correction amount, that is, fuel supply amount) = 0 is set, and the flow ends. S2
6, FBAC (equivalent ratio correction amount, that is, fuel supply amount) =
FASTC is set, ADVC (ignition timing correction amount) is set to 0, and this flow ends. As described above, according to the present embodiment, for example, the operation target of the high response control unit is switched according to the switching between the case of burning with a stratified mixture and the case of burning with a homogeneous mixture. , Auxiliary equipment OFF → ON (or ON → O
FF) After the request, the delay period (delay period) until the auxiliary equipment is actually operated / stopped is changed (switched). Therefore, during the delay period, the operation target (ignition timing or fuel amount) of the high response control means is changed. (Supply amount) reaches the limit value (sticks), so that it is not possible to achieve a good torque balance following the load fluctuation of the auxiliary equipment, causing fluctuations in the rotational speed, etc., resulting in poor drivability. Can be suppressed (see FIG. 7).

Further, as described above, the torque balance can be satisfactorily achieved by following the fluctuation of the auxiliary equipment load, and the deterioration of the drivability such as causing the fluctuation of the rotation speed can be suppressed.
Before switching the operation and stop of the auxiliary equipment, the operation target of the high response control means can be brought close to the limit value.
Fuel efficiency and exhaust performance can be sufficiently improved. That is, according to the present embodiment, even when the high response control means is selectively switched and used, it is possible to achieve both fuel economy / exhaust performance and drivability.

Next, a second embodiment of the present invention will be described. Since the system configuration of the second embodiment is the same as that of the first embodiment, the description is omitted, and the control performed by the controller 19 in the second embodiment will be described with reference to the flowcharts of FIGS. I do. That is, S
In S31 to S37, S1 to S7 in the flowchart of FIG.
The same processing as that described above is performed.

In S38, it is determined whether or not the high response control means uses the ignition timing. If YES, the process proceeds to S39, and if NO, the process proceeds to S40. In S39, the high response correction amount lower limit value LMTL is changed to the engine speed N
E, set based on the intake pipe pressure BST with reference to the ignition timing correction amount limiter lower limit map (MAPLM1) {LMTL = MAPLM1 (BST, NE)}.

Further, the high response correction amount upper limit value LMTH is set based on the engine speed NE and the intake pipe pressure BST with reference to the ignition timing correction amount limiter upper limit map (MAPLM2). ｛LMTH = MAPLM2 (BST, N
E)｝. On the other hand, in S40, the high response correction amount lower limit value LMT
L is an equivalent ratio correction amount limiter lower limit map (MAPLM3) based on the engine speed NE and the intake pipe pressure BST.
｛LMTL = MAPLM3 (BS
T, NE)｝.

Further, the high response correction amount upper limit value LMTH is set based on the engine speed NE and the intake pipe pressure BST with reference to an equivalence ratio correction amount limiter upper limit map (MAPLM4). ｛LMTH = MAPLM4 (BST, N
E)｝. In subsequent S41 to S43, the same processing as S21 to S23 in the flowchart of FIG. 4 is performed, and the operation / stop switching direction of the air conditioner (ON → OFF, OFF → ON).
, The high response correction amount FASTC is calculated.

At S44, the high response correction amount lower limit value LMTL
<High response correction amount FASTC <High response correction amount upper limit LMT
H is determined. If YES, S45 is skipped and the process proceeds to S46. If NO, proceed to S45. S4
In ACRLY 5, before the high response correction amount FASTC reaches (clings) the high response correction amount lower limit value LMTL or the high response correction amount upper limit value LMTH.
To the ACDMD. That is, if the air conditioner operation switch is ON (ACRLY = 1), the command flag ACRLY to the air conditioner relay is immediately set to 1 to actually start the operation of the air conditioner, while the air conditioner operation switch is OFF (ACCMD # 1). If so, the command flag ACRLY to the air conditioner relay is immediately set to 0, the operation of the air conditioner is actually stopped, and the process proceeds to S46.

In S46, it is determined whether or not the high response control means uses the ignition timing. If YES, the process proceeds to S47, and if NO, the process proceeds to S48. In step S47, AD correction is performed to perform high-response correction in accordance with the switching operation of the air conditioner in accordance with the selection state of the high-response control means.
VC (ignition timing correction amount) = FASTC, FBAC
(Equivalent ratio correction amount, ie, fuel supply amount) = 0, and
This flow ends.

In S48, FBAC (equivalent ratio correction amount, that is, fuel supply amount correction amount) = FASTC, in order to perform high response correction following operation / stop switching of the air conditioner according to the selection state of the high response control means. ADVC (ignition timing correction amount) is set to 0, and this flow ends. As described above, according to the second embodiment, the operation target of the high-response control means is switched according to switching between, for example, the case of burning with a stratified mixture and the case of burning with a homogeneous mixture. In the case where the high response correction amount by the high response control means is likely to be applied to the upper limit value or the lower limit value (sticking), the auxiliary machine is turned from OFF to ON (or O).
N → OFF) In response to the request, the high response correction by the high response control means is performed while operating and stopping the auxiliary equipment, so that the delay period is not set in advance as in the first embodiment. However, as a result, the operation target (ignition timing or fuel supply amount) of the high-response control means reaches the limit value (sticks), so that the torque balance can be satisfactorily adjusted following the auxiliary equipment load fluctuation. Therefore, it is possible to suppress a fear that the drivability is deteriorated due to, for example, causing a change in the rotation speed.

As described above, the torque balance can be satisfactorily achieved by following the fluctuation of the auxiliary equipment load, and the deterioration of the driving performance such as the fluctuation of the rotation speed can be suppressed.
Before switching the operation and stop of the auxiliary equipment, the operation target of the high response control means can be brought close to the limit value.
Fuel efficiency and exhaust performance can be sufficiently improved. That is, according to the present embodiment, even when the high-response control means is selectively switched and used, both the fuel economy / exhaust performance and the operability are achieved while simplifying the configuration as compared with the first embodiment. Can be done.

The above description has mainly been given of the idle speed control. However, the present invention is not limited to this. For example, the speed control may be performed in another load range / speed range. If you do (for example,
Auxiliary equipment (air conditioner, power steering, electric load, D / R of automatic transmission) when driving at constant speed by auto cruise, or when operating the engine as a prime mover of a generator, etc.
This can be applied even when there is a load change due to range selection or the like.

In the second embodiment, the high response correction amount lower limit value LMTL ≦ the high response correction amount FASTC is actually satisfied, or the high response correction amount FASTC ≦ the high response correction amount upper limit value LMTH is actually satisfied. Although the auxiliary machine is switched between operation and stop on the basis of the change of the high response correction amount FASTC, the high response correction amount FASTC is changed based on the time change of the high response correction amount FASTC.
It is also possible to adopt a configuration that predicts when the ASTC reaches the high response correction amount lower limit value LMTL or the high response correction amount upper limit value LMTH. And at this predicted time,
The high-response correction by the high-response control means can be executed while operating and stopping the auxiliary equipment. With this configuration, it is possible to prevent the control amount of the high response control means from actually reaching the limit value (clinging), so that it is possible to reliably prevent the torque balance from being lost, and therefore, it is possible to further improve the fuel efficiency. -It is possible to achieve both exhaust performance and drivability.

Further, for example, when the ignition timing is retarded within the delay period after the OFF → ON request, and then the ignition timing is advanced in accordance with the operation of the auxiliary equipment, the advance width is set to As shown in FIG. 8, the ignition timing is sufficiently retarded within the delay period after the OFF → ON request so as not to exceed the limit, as shown in FIG. Is also good. By doing so, the drivability during the delay period after the request to switch the auxiliary equipment operation / stop slightly deteriorates, but the drivability during the actual operation / stop of the auxiliary equipment (deterioration of the drivability during the delay period) , The degree of deterioration in drivability during the actual operation / stop of the auxiliary machine) can be reliably avoided.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of the present invention.

FIG. 2 is a system configuration diagram according to the first embodiment of the present invention.

FIG. 3 is a flowchart (part 1) for explaining a high response control routine in the embodiment.

FIG. 4 is a flowchart (part 2) for explaining a high response control routine in the embodiment.

FIG. 5 is a flowchart (part 1) illustrating a high response control routine according to a second embodiment of the present invention.

FIG. 6 is a flowchart (part 2) for explaining a high response control routine according to the second embodiment of the present invention.

FIG. 7A is a time chart (an example of a homogeneous combustion mode) for explaining the operation and effect of the high response control in the present invention. (B) is a time chart (an example of a stratified combustion mode) for explaining the operation and effect of the high response control in the present invention.

FIG. 8 is a time chart for explaining an example of a case in which the drivability at the time of operating / stopping the accessory is prioritized over the drivability within the delay period after the request for switching the operation / stop of the auxiliary equipment in the present invention.

FIG. 9 is a time chart for explaining a conventional technique (an example of using ignition timing as high response control means).

FIG. 10 is a time chart for explaining the prior art {an example of a case where an equivalence ratio (fuel supply amount) is used as the high response control means}.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Air flow meter 2 Auxiliary air passage 3 Auxiliary air flow control valve 4 Throttle valve 10 Combustion chamber (in cylinder) 11 Piston 15 Fuel injection valve 16 Spark plug 19 Controller 21 Crank angle sensor 30 Actuator

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 41/04 335 F02D 41/04 335C 45/00 312 45/00 312C 312L 322 322E F02P 5/15 F02P 5/15 Z

Claims (9)

[Claims] 1. A rotation speed control means for controlling an engine intake air flow rate to control a generated torque of an internal combustion engine so as to maintain a rotation speed of the internal combustion engine at a target value, and an operation object different from the engine intake air flow rate. Response control means for controlling the generated torque of the internal combustion engine with high response, operation / stop switching request detection means for detecting a request for switching operation / stop of an auxiliary machine, and request for switching operation / stop of an auxiliary machine A delay means for delaying the actual operation / stop switching of the auxiliary equipment for a predetermined delay period after the detection of
In anticipation of the load change due to the switching of operation and stop of auxiliary equipment,
Feedforward control means for performing feedforward control via the rotational speed control means; and a change in torque generated by the feedforward control means for the internal combustion engine for a predetermined delay period after detection of a request to switch on / off of an auxiliary machine. In the direction of suppressing the generated torque within the delay period for controlling the generated torque of the internal combustion engine via the high response control unit; and a supplementary device for actually switching the operation and stop of the auxiliary machine when the predetermined delay period has elapsed. Engine operation / stop switching means, and controlling the generated torque of the internal combustion engine via the high response control means in accordance with the load change accompanying the actual operation / stop switching of the auxiliary equipment by the auxiliary equipment operation / stop switching means. And a torque control means for generating after a delay period has passed. And a delay period changing unit that changes a predetermined delay period in the delay unit according to a selection state of the operation target by the operation target selection unit. A rotation speed control device for an internal combustion engine. 2. The control amount of the high response control means is set based on at least one of a target intake air flow rate, an actual intake air flow rate, an actual intake pressure, an actual rotational speed, and a target rotational speed. The rotational speed control device for an internal combustion engine according to claim 1, wherein: 3. The predetermined delay period based on at least one of a target intake air flow rate, an actual intake air flow rate, an actual intake pressure, an actual rotational speed, and a target rotational speed. The rotational speed control device for an internal combustion engine according to claim 1 or 2, further comprising means for changing the rotational speed. 4. The method according to claim 1, wherein the delay means sets the control amount of the high-response control means in the generated torque control means within the delay period to a predetermined value after a request for switching operation / stop of an auxiliary machine is detected. In the case of a period up to near the time point when the limit value is reached, the delay period changing unit sets the time gradient of the control amount change of the high response control unit by the predetermined limit value or the generated torque control unit within the delay period, The rotation speed control device for an internal combustion engine according to claim 1, wherein the rotation speed control device is configured as a unit that changes according to a selection state of the operation target selection unit. 5. The control amount in the high response control means is set based on at least one of a target intake air flow rate, an actual intake air flow rate, an actual intake pressure, an actual rotation speed, and a target rotation speed. The rotational speed control device for an internal combustion engine according to claim 4, wherein: 6. The method according to claim 6, wherein the time when the predetermined limit value is reached is the moment when the control amount of the high response control means in the generated torque control means within the delay period reaches the predetermined limit value. The rotational speed control device for an internal combustion engine according to claim 4 or 5. 7. The method according to claim 1, wherein the time point at which the predetermined limit value is reached is immediately before the control amount of the high response control means in the generated torque control means within the delay period reaches the predetermined limit value. The rotational speed control device for an internal combustion engine according to claim 4 or 5. 8. The method according to claim 1, wherein the time near the time point when the predetermined limit value is reached is changed from the generated torque control means within the delay period to the generated torque control means after the delay period. 6. The control method according to claim 4, wherein the control amount of the high response control means does not exceed a limit value of the control amount of the high response control means in the generated torque control means after the elapse of the delay period. A rotational speed control device for an internal combustion engine according to claim 1. 9. The operation target selection means as an operation target of the high response control means according to a combustion mode of an internal combustion engine.
The rotation speed control device for an internal combustion engine according to any one of claims 1 to 8, wherein the ignition timing or the fuel supply amount is selectively switched.