JPS58183841A - Idling-speed controlling apparatus for engine - Google Patents

Abstract

PURPOSE:To prevent engine failure at the time when the temperature is low and to increase stability of engine operation at the time of its ordinary operation, by increasing the control gain with lowering of the engine temperature in controlling the idling speed to an aimed speed corresponding to the engine temperature by way of feedback control. CONSTITUTION:A set voltage generator 30 for producing a signal Vset corresponding to an aimed engine speed on the basis of the output signal of a water- temperature sensor 22 and an engine-speed/voltage converter 32 for converting the output signal of an engine-speed sensor 16 into a signal Vrpm corresponding to the actual engine speed are connected to a comparator 31 of an idling-speed controlling apparatus of this invention. The comparator 31 executes feedback control of the engine speed by applying the deviation between Vrpm and Vset to an integrator 33 and controlling a flow control valve 20 by a driving circuit 35 when it is detected by an idling operation detecting means 21 that the engine is in idling operation. Here, the control gain of the integrator 33 is corrected to increase with lowering of the temperature by a control gain correcting circuit 34 which is connected with a water-temperature sensor 22.

Description

DETAILED DESCRIPTION OF THE INVENTION The fourth invention relates to an engine idle rotation control device, and relates to an idle rotation dJil device that allows the engine to idle at the most preferable engine speed depending on the conditions of the engine.

Generally, in an automatic turtle machine/non-engine, the engine rotational speed when stopped, that is, when the engine is in an idle state, is kept as low as possible to the extent that a stable operating state can be obtained. However, when these two horns/rpm are set under normal operating conditions, when the engine is at a low temperature, such as during a cold start, the l1j1 or vaporization of the mixture may be poor, or the 111 clean oil viscosity may be high. Due to the
cannot perform a rotation. In this ninth conventional method, when the engine speed is below a predetermined level, the throttle valve opening of the engine at the idle cap is slightly increased to increase the idle rotation speed and stable idle operation can be achieved. There is a so-called first idol system that has been implemented.

However, in this first idle control, the wax is also suitable for the temperature of the next idle
There was a problem that K-control was not possible. Still, this fast idle system #l does not take into account the engine load at all, but idling operation is not necessarily carried out under completely no-load conditions, and the automatic change-over torque converter The addition of a load due to the drive of the turret, the drive of the air conditioner, and the lighting equipment does not affect the turret, but this load causes a change in the idle rotation speed of the Myoko/Jin. Therefore, it is a heavy responsibility to maintain the engine idle speed at a desirable value under constant load conditions.

Under such circumstances, a second method has been proposed in which electrical feedback control is performed to bring the idle rotation speed back to a target rotation speed set under different operating conditions.

For example, the Ryo Idlinda rotary bedding control device disclosed in Utility Model Application Publication No. 55-157254 is developed by manually inputting various conditions such as the use of an air conditioner into a calculation device using human power information@0 type, and calculating the calculated value - The most suitable target idle rotation speed is calculated according to the combination of each input information, and then the All
The difference between the two rotation speeds is detected by comparing the idle rotation speed, and the duty ratio proportional to the two rotation speeds is also outputted by the virus. Based on this output, the electric actuation control device is operated to control the Mayer 7hum type negative The pressure-responsive means is controlled, thereby controlling the engine 10X O:, /) valve 0111& to automatically control the desired idle rotation speed. Generally, in this type of feed control, the target idle speed, actual idle speed, and OSm
lll1, which is the proportional part (P), integral part (1), and t-addition of
A system using lI control, the so-called P1 control system, is used, but in conventional idle rotation @@ devices, the control gain, that is, the values of the proportionality and integral constants are always constant.

However, in engineering, the time it takes for a change in the amount of intake air in the intake system to meet a change in engine speed, that is, the variation time of the control system, is dependent on the engine operating condition.
For example, the engine speed error is 0, which is affected by the engine temperature, etc., and if the control gain is kept constant at IIIK as described above, it will not be possible to perform a report with satisfactory responsiveness t. Taking this point into consideration, the intake air amount 1111 II 4 value was adjusted so that the control gain was changed according to the deviation between the S rotation speed and the actual rotation speed and the 1lls rotation speed.
No. 5-142944. This 0@ proposed skin device is F ') 7@ It can alleviate the influence of response change due to rotation speed - so there is Fi, but when the engine speed is low temperature ■
It is not possible to solve the zero-responsiveness problem in the case of .

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a novel engine idle rotation control device that does not have the above-described drawbacks in the feedback system idle rotation 111IIll when the engine is in a low temperature state.

According to the present invention, the engine buidling speed &1m11111 detection [, is l to detect the engine speed mode! 21 rotary injector, the 9th adjustment of the engine rotation speed 11t, the third control and f lame related to the increase and decrease of the controller/non-rotation mode! an actuator that controls/controls the engine, an engine temperature sensor that detects +1 degree of the engine, and a target idle rotation speed that is set according to the operating condition of the engine, including the engine temperature detected by the engine temperature sensor; The actual idle rotational speed detected by the rotation detector is compared to detect a difference between the two vertical shields, and based on the difference between the two speeds, the actuator is adjusted so that the idle rotational speed becomes the target idle rotational speed. control means for generating a control signal for driving and controlling the actuator and outputting the control signal to the actuator; and a gain change for changing the control gain in the control means according to the engine temperature detected by the engine temperature detector. It consists of means.

According to the engine idle speed control device of the present invention having the above structure, the gain changing means changes the control gain of the control means in accordance with the engine temperature, thereby performing feedback control for appropriate idle speed. Therefore, regardless of the engine temperature, stable idle rotation control with excellent responsiveness can be performed at all times.

Hereinafter, an engine idle rotation control system according to a preferred embodiment of the present invention will be described with reference to Attachment 1-.

FIG. 1 is a functional diagram of an idle rotation system 2 according to a first embodiment of the present invention incorporated in an engine 1.

The engine 1 has a cylinder 3 and a piston 4 fitted in the cylinder 3, similar to a normal O engine.
IF-) @ is formed. ko0VIkkiI-to5
and for the exhaust 4-toro, each 4-to
An intake valve 7 and an exhaust valve 8 are provided for this purpose.

An intake system 9 and an exhaust system 10 are connected to the intake port 5 and the exhaust port 6, respectively. The intake system 9 includes an intake pipe s11, a throttle valve 12, and an intake manifold 13. An air cleaner 14 is provided at the intake pipe 111110, and this air cleaner 1
4. An air flow center t15 for detecting the amount of air flowing through the intake section #1 is arranged downstream. 1+, on the upstream side of the throttle valve 12 of the intake pipe till, the air 70-sensor 15 detects the amount of inflowing air, and the 1727 rotational speed sensor 16 detects the amount and timing according to the engine rotational speed. A fuel injection probe If17 is provided which injects fuel at the same time. This fuel injection device 17 is driven and controlled by a microcomputer 18.

In the intake pipe i@Ill, the upper throttle valve 120 t11.
A pie/eggplant passage 19 is provided to communicate g4 with the downstream side. A flow rate control box 20, which is opened and closed by, for example, a pulse motor, is disposed in the binois passage 19 to control the flow rate of air or air-fuel mixture flowing through the piezo passage I9.

The opening and closing of this flow rate control 9P20 is controlled by the microcomputer 18. This microcomputer 18 receives inflow air amount information @D1 from the air flow sensor 15 and O1! from the engine rotation speed sensor 16! -In addition to idle rotation forgiveness @o2, for example, idle ejection that detects the closed state of throttle valve]2 and detects the idle operating state of engine/1 @11112
Idle operation information from 1 03. Engine 1 once 1k
Water temperature output from WII/temperature information D from 22
4 etc. Ensifu Luck & Negative Information is manually generated.

Next, while considering the flowchart in FIG. 112, the microcomputer 1 of the idle rotation control device of this embodiment will be
810 operation (Furthermore, fuel injection i!1ll17
(The flowchart for the control is omitted.)

In addition, in this 21i1 flowchart, the left l1
The symbols [stock] to O with lVC represent one cycle of control, and control is performed in a predetermined period of time.

When the engine 7/ is started and the computer 18 is activated, it is first determined whether or not the idle has turned 1 by the idle 1 turn @05 ([Co., Ltd.]). Now, when driving at idle! When f4J is determined, the water temperature is adjusted by the water temperature control unit 22.
-aS is detected (■), and then the target idle speed N5et is calculated based on this information 04 (■)
, this idle rotation allowance Ns@t is stored in the memory of the computer 18. Naome W + rotation forgiveness Ns@t
may be set based on the conditions of various coolers, electrical loads, etc., rather than depending on the temperature range. After this, the actual idol episode IIiXIINrpm (Jō11
1D2) is ejected (◎), and this actual idle rotation number Nrprn is also stored in the memory as 0-order,
Call the coefficient sak related to the engine/gin filK that has been given to the memory in advance as a map shown in Figure tIm5 [■), and in the central processing section, use the formula 1-=+k (Ns*t-Nrpm)+l
I: Calculate the integral output value ([F]). Based on this calculated integral output value 1, a signal P is generated.Based on this signal, the flow rate control valve 20 is driven ((81), Nao, 1lQ1114Pa,
4 + output fl I no LE, it corresponds to the negative and its absolute value, the ii property is a disaster, and Δrus ol
The flow rate control valve 20 controls the flow path 1 according to
90 passage area is controlled to increase or decrease. Note that the form of the control signal is not limited to this, and various known forms can be applied.

Here, the coefficient - is set as 0, which is set as a large value when the degree of work/ji/ is low, as is clear from the diagram.
In other words, the I/M control ratio is low and the I/M control ratio is increased, so the idle rotation control with good responsiveness is achieved even when the engine is cold and has poor combustion performance and slow response. achieved. In other words, as shown by the solid line in Figure 5g4, the response is better than that of the conventional MoO (indicated by a broken line). 0 There is little danger.

Incidentally, FIG. 5 shows an example constructed from an analog circuit.

As shown in this figure, the set range pressure is generated in the water temperature chamber 22! ! 30 are connected. This installation foot pressure generation *aO generates a voltage Vset according to the engine/engine temperature @04 K from the upper water distribution temperature sensor 22, and this voltage Vs@t is the voltage Vset that corresponds to the above-mentioned idle rotation. This corresponds to the achievement level N■t.

This voltage Vs@t#'i is manually applied to one end of the ratio 412 hot water 31.

On the other hand, a rotation speed-to-voltage converter 32 is connected to the engine rotation speed sensor +16. Voltage Vrpm proportional to actual idle rotation speed Nrpffl
occurs. This voltage Vrpmii is manually applied to the other voltage of the ratio l2a31.

Comparator 31 compares two voltages Vs@l and Vrpm and outputs an electrical signal proportional to the difference. This electric signal is inputted manually to the integral 833 and outputs a voltage control signal (2).

A control gain correction circuit 34 is connected to this integrator 33, and this control gain correction circuit 34 is connected to the water temperature sensor 22.
Based on the kanji/11 degree information 110a from the 5th b! Correct as shown in I.

This correction is performed in such a way that the lower the engine temperature, the sharper the control gain.

The output of the integrator 339 is connected to the input end of the drive circuit wI35 that drives and controls the flow rate control valve 20.

Control signal VB from this drive circuit 35, integral @3B
and then respond to the voltage value of this control signal Vl.
Controls the pardon and generates Dulse P. Light control valve O
is 1141@arms PC)/4 According to the number of pulses, ten lWIL is controlled, and the amount of intake air through the pie-suj path 19 is controlled. Note that the comparator 31 is configured to operate when it receives the O idle operation information 110g from the idle jet direct flow 21.

/ Next, an engine idle speed control device according to a second embodiment of the present invention will be described with reference to FIG. 6 and subsequent figures.

In general, a major problem in appropriately controlling the idle rotation speed to a target value is the occurrence of engine stalling, which makes it difficult to put idle rotation control into practical use. In other words, when the car stops from normal driving and shifts to idling, the engine rotational speed If gradually converges from high rotational speed to the target idling rotational speed. When the current engine speed is higher than the target idle speed.

If corrective control is performed in the deceleration direction (i.e., control is performed to increase responsiveness) just because there is an I deviation from the target 1st shift, the engine will always have a response delay, so the target idle rotation 181 problem occurs when the i reaches the speed and decelerates, and if the degree of deceleration is large, the engine stalls.

This tendency is particularly noticeable when the engine temperature is low.

Therefore, the present embodiment takes this point into consideration, and as shown in FIG. 6, in the region where the actual idle rotation speed is smaller than the target idle rotation speed, the characteristics shown in FIG. 3 of the first embodiment are Similarly, the value of the control gain, that is, the coefficient, should be set to a larger value as the engine temperature is lower. worth it).

This embodiment will be explained with reference to the flowchart in FIG.

Steps having the same contents as those in the flowchart of FIG. 2 of the first actual jill are given the same reference numerals, and the description thereof will be omitted here. Next to step ◎, compare the magnitude of the actual idle rotation speed Nrpm and the target idle rotation speed N.
When it is smaller than t, the coefficient k corresponding to the engine at that time is read from the map (a) (@l), and based on this value, the calculation is calculated as = k(Nset-Nrpml +1
([F]). On the other hand, the actual idle speed Nr
When 9m is larger than the target idle speed Ns@t, the coefficient k corresponding to the engine temperature at that time is read from the map (@)) and calculated based on this value: I
= k (Ns@t −Nrpm)+1 (
[F]). Therefore, in the case of this embodiment, in the bulk rotation range where the actual idle rotation speed is higher than the target idle rotation speed, the cold engine control gain is lowered to lower the response when the engine temperature is low. This suppresses the engine speed from overshooting and suppresses the risk of engine stalling, and once the engine speed drops below the target idle speed, the control gain is increased and -
Since the rotation is controlled to recover quickly, as shown by the solid line in Fig. 9, compared to the conventional system shown by the broken line.

It is possible to achieve control with good convergence while minimizing the risk of engine stalling.

Incidentally, FIG. 8 shows the present embodiment constructed from analog circuits. In the case of FIG. 8, the control gain correction circuit 34 has nine configurations in which the output terminal of the comparator 31 is connected to the input terminal in addition to the signal from the water temperature sensor 22. The control gain is corrected to be similar to the coefficient shown in .

As described above, control is performed according to various conditions of paper cutting and idle rotation speed.

In the embodiments described above, the present invention has been described as being applicable to a type of apparatus in which control is performed by opening and closing the pipe passages arranged in parallel with the intake pipe line. Of course, it is also applicable to type 10 in which the throttle valve is controlled by being directly operated by a Mayer flamm device or the like.

[Brief explanation of the drawing]

Fig. 1 is a functional diagram of the id A rotation control device 0111I of the present invention incorporated into an engine, Fig. 2 is a flowchart showing the operation of an embodiment of the present invention, and Fig. 3- is the control shown in Fig. '42. Graph showing the correction mode in FIG. 4, FIG. 4 is a graph showing the 10-rotation fluctuation of the mechanical tool based on the control shown in FIG. 6 is a graph showing a correction mode in the control shown in FIG. 7, FIG. 7 is a flowchart showing the operation of another embodiment of the present invention, and FIG. 8 is a graph showing the control shown in FIG. FIG. 9 is a graph showing rotational fluctuations of the nine-wheel drive/son motor based on the control shown in FIG. 7. 1...Engine/Jin, 2...Idle rotation 114m@I
, 9...Intake system, 16...Engine/-)n rotating shaft, 17...Fuel injection device, 18...Computer, 19...Pi-su Al6.20...-Flow rate Control valve, 21... Idle detection device, 22... Water temperature riser, 33... Integrator, 34... Control gain correction circuit. Patent applicant: Toyo Kogyo Co., Ltd.

Claims (1)

[Claims] A rotation detector that detects the engine rotation speed tube, an actuator that controls the increase/decrease of the engine rotation speed and a main meter tube to adjust the engine rotation speed ti, an engine gilt detector that detects the temperature of the engine, and an engine gilt detector that detects the engine temperature. The target idle rotation speed, which is set according to the operating state of the engine including the engine temperature detected by the 11-degree side extractor, is compared with the actual idle rotation speed ejected by the rotation detector. A control signal tube is generated to control the drive of the actuator pipe so that the idle rotation speed reaches the target idle rotation speed 1 based on the difference between the two speeds. an engine idle rotation control@fl, comprising: a control means for applying force to the actuator; and a gain changing means for changing a control gain in the means in accordance with a change in engine temperature detected by the engine rotation speed detector.