JPS58187547A - Engine output control device - Google Patents

Abstract

PURPOSE:To improve resposibility of a valve opening control, by arranging such that a by-pass valve provided in a by-pass detouring a carburetor throttle valve adapted to control a suction air flow may vary its minimum opening amount by switching a pressure supplying means alternately as operable and inoperable the by-pass valve. CONSTITUTION:An engine has a by-pass valve 20 provided in a by-pass 18 detouring a throttle valve 10 provided in a suction air passage 8, the by-pass valve 20 being controlled its opening and closing by a pressure responsive moving means 22 and adapted to control an air flow to be supplyed into a combustion chamber. The pressure responsive moving device 22 is driven to operate by a negative pressure signal controlled by first and second solenoid valves 32 and 34 which are in turn controlled by a computer 40. In this case, the by-pass valve 20 is retained to open at its minimum opening amount as mechanically determined by a spring 36 while the valve 32 and 34 do not operate, whereas these valves 32 and 34 are controlled by a computer 40 while they operate so as to retain the by-pass valve 20 to open more than the minimum opening amount.

Description

[Detailed description of the invention] The present invention relates to a "/non" output control device.

Conventionally, in the case of 1st car 2/J/, the suction system of the intake system 7
1. Set up a valve and Iha person passage, and L in this Baihano passage.
Many proposals have been made to control engine output by interposing a harness valve that opens and closes depending on the operating state of the engine. This type uses a pressure-responsive device that is operated by intake negative pressure when driving the high speed valve. The IHAS valve shown in this publication is a so-called normally open valve that is held in the mechanically set fully open position when the engine is stopped by the initial biasing force of a relatively strong spring, and when the engine is running, it is held at the fully open position as described above. As the negative pressure in the pressure chamber of the pressure response device becomes larger than the intake negative pressure, the Ipass valve is controlled from the fully open position to the fully closed position where the Ipass valve abuts against the valve seat. By the way, the bypass valve is held at the fully open position until the pressure within the pressure chamber reaches a set negative pressure of a certain magnitude from atmospheric pressure due to the influence of the initial biasing force of the spring. Therefore, at a certain point during engine operation, the pressure in the pressure chamber becomes higher than the pressure corresponding to the set negative pressure and becomes close to atmospheric pressure, and after the bypass valve is held at the fully open position, the operating conditions of the two engines change. When attempting to reduce the pressure in the pressure chamber and control the opening of the bypass valve to the closed side, the pressure in the pressure chamber becomes higher than the set negative pressure.

The opening of the high-pressure valve does not change during the period of time, and the control is delayed accordingly, which has the disadvantage that it is difficult to secure an appropriate output.

The present invention has been proposed in view of the above, and includes a first sunottle valve interposed in the intake passage of F, one end of which is connected to the atmosphere or the above-mentioned suction valve interposed position upstream of the intake passage. and a bus passage whose other end is connected to the intake passage on the upstream side of the throttle valve intervening device.

A bypass valve is installed in the same passageway to adjust the amount of intake air supplied to the combustion chamber of the near horn, and is partitioned into a 6f movable bulkhead and a movable bulkhead that are linked to the f...s valve. A pressure responsive device having a pressure chamber.

- Drive the bypass valve in the opening direction based on the detection result of the detection means for detecting the operating state of the above (pressure supply means for supplying sonoro operating pressure to the pressure distribution chamber.・
・Ihas valve or ijf moving bulkhead 1-6 feet together
While urging the f Has valve in the closing direction.

When the two supply means are in operation, the above valve is held at an opening where the force due to the operating pressure and the urging force are balanced, and when the pressure supply means is not in operation, the above valve is held.
a biasing means for holding the I-bus valve at a mechanically determined minimum opening; a section for detecting the opening of the I-bus valve or the movable bulkhead; A control means is provided for controlling the operation of the pressure supply means based on the detection result.

An output control device for an engine, characterized in that, when the pressure supply means is activated, the Ibus valve is held at the open side of the minimum set opening, which is set on the open side of the minimum opening. A throttle valve installed in the engine's intake passage, one end of which communicates with the atmosphere or the upstream intake passage of the throttle valve installed, and the other end communicates with the downstream intake passage of the throttle valve installed. Bypass passage, same.

・The Ipass valve is installed in the Ibus passage and adjusts the amount of intake air supplied to the combustion chamber of the engine. It has an Ipass valve, a movable partition that is linked to the bypass valve, and a pressure chamber that is partitioned by the movable partition. A pressure response device, a pressure supply means for supplying an operating pressure to the pressure chamber to drive the Ibus valve in the closing direction based on the detection result of the detection means for detecting the operating state of the five nozzles; It engages with the I-bus valve or the movable bulkhead to urge the above-mentioned I-bus valve in the opening direction, and when the above-mentioned pressure supply means is activated, the above-mentioned opening is set to an opening degree where the force due to the above-mentioned operating pressure and the above-mentioned urging force are balanced. The bypass valve is maintained, and when the pressure supply means is not activated, the above-mentioned
・A biasing means for holding the I-bus valve at a mechanically determined maximum opening degree;
A control means is provided for controlling the operation of the pressure supply means based on the detection result of the sensor.

The output of the above-mentioned Ibus valve is configured such that when the pressure supply means is activated, the above-mentioned Ibus valve is held at the closed side of the minimum set opening which is set on the closed side of the above-mentioned maximum opening. The gist is the control device.

Embodiments of the present invention will be described in detail below with reference to the drawings.

The embodiment shown in Fig. 1 uses engine auxiliary equipment such as a cooler compressor for a near conditioner (hereinafter referred to as an air conditioner), an oil pump for power steering, charging batteries, and supplying power during continuous operation of electrical loads such as headlamps. The present invention relates to an automobile equipped with an alternator, and 2 is a carrot body of a positive displacement reciprocating internal combustion engine.

An exhaust manifold 4 is attached to one side of the carrot main body 2, and an intake manifold 6 is attached to the other side. An intake passage 8, one end of which communicates with the engine combustion chamber via the intake manifold 6, is provided with a throttle valve 10, which is interlocked with an accelerator pedal (not shown). A fuel injection device 12 and an air flow meter (Karman vortex flow meter) 14 are interposed, and the other end of the passage 8 communicates with the outside air via an E-cleaner 16. The fuel injection device 12 has an electromagnetic valve 15 interposed in the fuel passage to which low-pressure fuel is supplied from the fuel pump to regulate the fuel flow rate, and the amount of twisting material injected into the upper 8C intake passage is controlled by the electromagnetic valve 15. It is set in accordance with the valve opening time. Also.

A bypass passage 18 is formed in the intake passage 8 so as to bypass the throttle valve 10.
B is equipped with a bypass valve 20 that controls the amount of intake air supplied to the engine combustion chamber by controlling the amount of intake air passing through the passage 1B. Fully closed position (first position) to completely close the passage 18
It can be moved from the fully open position (leftmost position in Figure 1) determined by a stopper (not shown). Further, the bypass valve 20 is connected to a diaphragm 24 of a pressure response device 22 that is an actuator. The pressure chamber 26 of the pressure response device 22 is connected to a negative pressure passage 28.
It communicates with the intake passage on the downstream side of the throttle valve 10 via the throttle valve 10.

It communicates with the intake passage on the upstream side of the slot valve 10 installation position via the atmospheric passage 50, and the pressure chamber 26 receives intake negative pressure (hereinafter representatively referred to as manifold self-pressure) via the negative pressure passage '28. is supplied, and atmospheric pressure is supplied via the dog air passage 30. In addition, the negative pressure passage 28 includes a normally closed first relenoid valve 32 and a counter valve and a port on the intake passage 8 side. A check valve 35 is interposed between the solenoid and the first solenoid valve 5 to allow the fluid to move only from the left side of the solenoid to the boat side.
2 controls the intake negative pressure supplied to the pressure chamber 26. On the other hand, a normally open second solenoid valve 3 is provided in the atmospheric passage 50.
4 is interposed.

This second solenoid valve 34 controls the atmospheric pressure supplied to the pressure chamber 26. 35a and 35b are orifices for flow rate control. Further, a spring 56 is disposed within the pressure chamber 26, and this spring 56 biases the bypass valve 20 in the closing direction via the diaphragm 24, making the bypass valve a normally closed valve. That is, when no negative pressure is applied to the pressure chamber 26, the spring 56 holds the bypass valve at the fully closed position, which is the mechanically determined minimum opening position. 38 is the diaphragm 2 of the pressure response device 22
The opening position signal of the bypass valve 2o outputted by the position sensor 5B is input to the computer 40.

The computer 40 receives the opening position signal as shown in FIG.
a-/! -Ta 14 K installed F flow sensor 42
an intake air amount signal output from the airflow meter 14, an intake temperature signal output from the intake temperature sensor 45 located near the air flow meter 14, an ignition pulse signal (i.e. engine rotation speed signal) output from the engine ignition device 44,
Cooling water temperature sensor 4 that detects the cooling water temperature of the engine body 2
6, an idle signal output from the idle switch 4B that detects that the throttle valve 1o is in the fully closed state, and an effun operation switch 50.
a, 50 b, and 50 c, and a power steering signal output from a switch (hereinafter referred to as the power steering switch 5) that detects the hydraulic pressure generation state of the power steering (that is, the state in which the steering wheel is rotated from the neutral position). Signal 2: A vehicle speed signal output from a vehicle speed sensor 54 provided on the output shaft of a transmission (not shown), an opening signal output from an opening sensor 56 that detects the opening of the throttle valve 10 from fully closed to fully open; (The voltage signal output from the power supply 57 is input.

By the way, each electrical load of a car (e.g. headlamp)
The battery 57 that supplies electricity to the engine 69 is charged by the alternator 0 operated by the engine KWA via the voltage regulator 6B, and the electric load starts operating.

When the regulator 6B detects a voltage drop across the alternator 57 caused by the start of its operation, the regulator 68 supplies field current to the alternator 0.
Power generation starts at alternator 0, and the voltage of the battery 57 returns to the steady value range. Thereafter, while the electric load is operating, the alternator 0 continues to generate electricity while being under voltage control by the regulator 68. On the other hand, when the electric load stops operating, the alternator 70 continues to generate electricity at the moment of stopping, so the battery voltage increases rapidly, but when the battery voltage exceeds the steady value range due to the sudden voltage increase, the regulator The supply of field current is stopped and the power generation of the alternator 0 is stopped.

In addition, the above air conditioner switch is a manual switch 50 in detail.
a r 6 degree switch 5[]b, pressure switch 50c
It consists of Among these, the temperature switch 50b is a normally closed switch that detects the temperature inside the vehicle and turns off when the temperature falls below the set temperature, and the pressure switch 50c turns off when the compression pressure of the compressor 51 becomes abnormally high. It is a normally closed switch that has five switches.
f-50a.

sob, 50c are connected in series in this order, and 1
The upstream terminal of the manual switch 50a is connected to the positive terminal of the battery 57, and the downstream terminal of the pressure switch 50c is connected to the power transistor 55 via a well-known delay circuit 55. This banner transistor 55 is a diagram of the compressor 51.

This actuates a power relay 59 that drives an electromagnetic clutch, which is a disconnecting device that does not disturb. Further, the downstream terminal of the pressure switch 5'Oc is connected to a computer 40, and an air conditioner ON signal is input to the computer 40 when all of the three switches 50a, 50b, and 50c are in the ON state. Above three switches 5
0 a, 50 b.

The air conditioner off signal is input when even one of the air conditioners 50c is in the off state. The vehicle speed sensor 54 extracts the vehicle speed as a pulse signal from the rotation angle of the output shaft.

The computer 40 performs waveform shaping of each input signal (A/D of analog signals such as a cooling water temperature signal, a voltage signal, and an opening position signal).
Input waveform shaping circuit 5 B, CP
U60. RAM62. The computer 40 has a ROM 64 and an output waveform shaping circuit 66, and the computer 40 forms an output pulse signal for controlling the engine output from each of the above input signals and calculation information stored in advance in the ROM 64. In this embodiment, the pulse signals output from the computer 40 are an injection amount signal that determines the injection amount of the fuel injection device 12, an advance amount signal that determines the amount of advance of the ignition device 44, and an advance angle signal that determines the amount of advance of the ignition device 44. A first valve drive signal opens and closes the second solenoid valve 54, and a second valve drive signal opens and closes the second solenoid valve 54. Both renoid valves 5 are opened and closed by the first valve drive signal and the second valve drive signal, respectively.
2 and 54 cooperate to adjust the pressure within the pressure chamber 26 of the pressure response device 22, control the opening degree of the bypass valve 20, and control the amount of intake air.

That is, the device of this embodiment attempts to perform comprehensive control of the engine by adjusting the injection amount of the fuel injection device 12, the advance angle amount of the ignition device 44, and the opening degree of the Oyohi bypass valve 2o using the computer 40. However, this control is performed by executing various flows stored in advance in the ROM 64 according to instructions from the CPU 60. Specifically, the flow is as shown in Fig. 2, a condition determination flow A for identifying the operating state of the engine, and two solenoid valves 52°5.
Valve opening degree control flow B for controlling the opening degree of the bypass valve 20 by driving 4, and rotation speed setting flow C9 for setting the target rotation speed at idling to determine the injection amount by setting the drive time of the fuel injection device 12. The main flow is the fuel supply flow D1, the advance angle flow E that determines the ignition advance angle, and the voltage detection flow F that detects battery voltage changes, and selection of each flow is performed by an interrupt signal issued by the CPU 60. It looks like this. Among these flows, the condition determination flow A is executed in synchronization with the ignition pulse of the ignition device 44, and the valve opening control flow B is executed in synchronization with the interrupt signal of the first timer with a relatively short cycle t1. 1 rotation speed setting f1=-C is executed in synchronization with the interrupt signal of the second timer with a relatively long period tz (about 4 to 5 times the period of the first timer), and the fuel supply flow D and advance angle are Flow E is the 3rd cycle with an extremely short period. Executed in synchronization with the fourth timer,
The voltage detection flow F is based on the period C of the first timer (t,
/2) is executed in synchronization with the fifth timer.

Below, the opening adjustment of the bypass valve 2o performed based on the 1-condition determination flow A, the valve opening control flow B1 rotation speed setting flow 〇, and the voltage detection flow F will be explained.

The control performed by adjusting the opening degree of the bypass valve 2o is as follows:
It is roughly divided into rotation speed control where the engine speed is input (specifically, idle speed control) and opening control where the engine speed is not input. Condition determination flow A is performed except for correction.

In condition determination flow A, it is first determined at A-0 whether or not the engine is starting. Specifically, when the ignition switch is on and the engine rotation speed Nr is below a set rotation speed (for example, 2oorpIIl), it is determined that the engine is starting. Then, at A-1, it is determined whether the engine rotation speed Nr is abnormally low rotation speed (500 rP).

At A-2, it is determined whether the idle switch 48 is on (Ip, throttle valve 10 is fully closed), and at A-5
At A-4, it is determined whether the vehicle speed output from the vehicle speed sensor 54 is less than a set value (for example, IKm/h), and at A-4, a change in (vehicle speed Vr)/(engine rotation speed Nr) is detected. , A-5, determine whether the absolute value of the deviation ΔN between the (actual) engine rotation speed Nr and the target rotation speed N8 is less than the set value ε (that is, whether Nr is in the ISC rotation range). The engine speed after startup is not abnormally low, the idle switch 48 is on, the vehicle speed is less than IKm/h, and the absolute value of the deviation ΔN is the set value. ε or less (hereinafter referred to as Ca5e1), the engine speed after starting is not abnormally low, the idle switch 4B is on, the vehicle speed is IKm/h or more, and Vr/Ny The amount of change ΔV/N (value of vr/Nr sampled this time minus the value of Vr/Nr sampled last time) cannot exceed a certain positive value α.
If it is determined that it has occurred twice (for example, twice) or more in a row, and the absolute value of the deviation ΔN is less than or equal to ε (
(hereinafter referred to as Ca5e 2) determines that the engine is in a stable idling state and controls the idling speed (
(hereinafter referred to as ISC) and the above Ca5e 1. C
a5e Indicate opening control when other than 2. It is designed to show. The instruction of this condition determination flow A is used to determine whether or not ISC is instructed at B-20 in the opening degree control flow B, which will be described later.

By the way, the above Ca5e1 means the normal idle link state when the vehicle is stopped, and Ca5e2 means the state when the clutch is disengaged or the transmission is held in neutral and the engine is idling while the vehicle is running (i.e. coasting state). It means. In addition, in Ca5e2, when determining whether to start coasting, it is used to detect a sudden decrease in the engine speed caused by disengaging the clutch while the vehicle is running (normally during deceleration due to engine braking). In other words, when moving from an engine braking state to a coasting state by disengaging the clutch, there is a slight change in vehicle speed before and after the clutch is disengaged, whereas the engine speed changes from a state where it was forcibly rotated to an idling state. decreases rapidly. Therefore, when the sample-by-sample variation ΔV/N of (vehicle speed Vr)/(engine speed Nr) is larger than a certain positive value α, it indicates a decrease in the engine speed after the clutch is disengaged. That's what happened.

Specifically, in this embodiment, it is determined that coasting has started when it is detected that V/N becomes larger than α consecutively for n or more times. In addition, in Ca5e2, after the start of coasting was detected at A-4.

At A-5, ISC is instructed after confirming that the engine speed is within the ISC speed range. On the other hand, the end of coasting is determined by detecting at A-5 an increase in the engine speed due to engagement of the clutch (engine speed is out of the ISC rotation range). By the way, the Vr/Nr used to determine the start of coasting is as follows.

Both Vr and Nr are the vehicle speed sensor 54 and the ignition device 4
Since the pulse signal is taken in from the vehicle speed controller 54 as a pulse signal, it can be determined by checking how many ignition pulses are counted while counting a predetermined number of pulses from the vehicle speed controller 54.

Next, we will move on to the explanation of the opening degree control function q-H.

First, in executing the opening degree control flow B, the bomb/con sensor 5B should be initialized.

This is the RA when the ignition switch is turned on before starting.
This is done immediately after clearing (setting to zero) the values held at each address of M62, and first, the position sensor 5B corresponding to the opening position (i.e., fully closed position) of the bypass valve 2o before startup is The output (voltage) is A/D converted and the address Aoo of the RAM 62 is obtained as initial position information.
Two inputs.

Then A. 0 value. , movement range information 1 which gives the permissible movement range of the bypass valve 20 and is stored in the ROM 64 in advance.
bind and the same (setting information group that provides the target opening degree, which will be described later, from the minimum opening degree setting information group stored in the ROM 64,
The minimum value mm1n and the maximum value 5!1rrlax are calculated and input to addresses AOI and AO2 of the RAM 62, respectively. That is.

Ao+ = lo+It-,' Aoz =+21o+
lt, +1bind, but in this case, the value of m is extremely small, and the rotation +121band is determined by the mechanically determined fully closed position (position in contact with the valve seat) and fully open position (by a stopper not shown) of the bypass valve 20. position)
This corresponds to a value slightly smaller than the distance t between .

The relationship between the actual position (opening degree) of the bypass valve 20 and the opening degree information input into the RAM 62 is as shown in FIG. Therefore, the position (opening degree) of the new bus valve 20 is the position (opening degree) corresponding to mm1n and 113max.
The target opening degree is controlled between the position (opening degree) corresponding to and the target opening degree as described later. Incidentally, at this time, the target opening degree, which will be described later, is also given between the above-mentioned jf1min and 1max.

After the initial setting is performed in this manner, the opening degree control flow B is executed in synchronization with the interrupt signal of the first timer to operate the bypass valve driving means.

In this flow B, first, specific load fluctuations that occur during engine operation (for example, turning on and off the air conditioner).

The operation/non-operation of the power steering device and the change in steering voltage that occurs due to electrical load fluctuations) are detected, and if the above-mentioned load fluctuations are detected, they are corrected.
If it is not detected, idle rotation speed control or opening degree control is selectively executed based on the determination in condition determination flow A.

This opening control flow B will be explained in detail below using FIGS. 4(a) and 4(b). When the interrupt signal of the first timer is generated, first in B-1 it is determined whether or not the air conditioner switch has been switched, and if the switch has not been switched, an instruction is given to jump to B-6. On the other hand, in B-2, 1 is input to the address N of the RAM 62 for the mesh that has been switched.

Further, in B-3, it is determined whether the above switching direction is off-on or on-off, and in B-4 (or B-5), the target opening change amount is determined from the ROM 64 in accordance with each case. Mu^1. Δ12'u.

Δda31 (or mu12'121Δ1i!+2 meaning, Δg3
2), and set the address All of RAM62 respectively.
Enter All As. In this case, 121 st is a positive amount of change that is expected to be optimal when ignoring transient phenomena in compensating for engine load fluctuations caused by switching off and on of the air conditioner switch, and mlr + *Δ4
1. is a positive amount of change like Δl2I31, and its magnitude is Δshima1〉Δgs+ >Δl! 12+, and on the other hand, Δ32 is also a negative amount of change that is expected to be optimal if transient phenomena are ignored to compensate for engine load fluctuations caused by switching the air conditioner switch from on to off. Hook 2. Similar to Δg,2, Δ22 is a negative amount of change, and the magnitude of its absolute value is.

I Δg, □ l>l Δg, 21>+ ΔDie 21
I'm so excited. Further, there is a relationship of Δ12'31-lΔg321. Next, B-6 determines whether or not the power steering switch has been switched, and if the switch has not been switched, it instructs B-11 to jump. On the other hand, if switching has been performed, 1 is input to the address M of the RAM 62 at B-7, and further.

In B-8, it is determined whether the switching direction is off-on (that is, the oil pump is inactive → active) or on-off, and the switching direction is determined in B-9 (or B-9) depending on each case.
10), the target opening change amount f14 is stored in the ROM64.
．． ．． Mu hook 1. Muda 61 (or ￥, 2゜Δri, 2.mu4□
) are read and each address A41 of RAM62 is read.
Enter All A@. At this time, ΔMero 1 is a positive amount of change that is expected to be optimal if transient phenomena are ignored in compensating for engine load fluctuations due to off-on switching of the power steering switch, and Muk 4. , waste, 1 is Δ1
i! Like 16□, it is a positive amount of change.

What is its size?

Δda, 1 〉Δ061〉Δdow 1 On the other hand, Mu16x is also considered to be the optimal pre-stirrup when transient phenomena are ignored in compensating for fluctuations in the engine's own load due to switching from on to off of the power steering switch. It is the amount of change in the convexity, and ∆, 2. Δ^2 is a negative amount of change similar to Δgis□, and the magnitude of its absolute value is.

1Δg, 21>lt-guatl>lΔg21. Furthermore, there is a relationship of Δart=lmuyis*l. Next, B-11'(1" determines whether there is a change in the battery voltage, and if there is no change, B-11'
instruct. By the way, when determining the change in the battery voltage, the voltage change amount mvb detected by voltage detection)--F is executed in synchronization with the interrupt signal of the fifth timer.
is done manually. That is,! In the pressure detection Jiro F, as shown in FIG.
The deviation between b+ and the voltage Vb2 read last time, Δv2 is the deviation between the voltage vb2 read last time and the voltage vb3 read the time before last) is input to the trace AIO, All, and in B-11, the absolute value of this All If the value is larger than the set value β, it is determined that the voltage VblCf is present. In the case of the amount of change, it is further determined at B-1 and B-2 whether the value of AIG has the same sign as All.

Correction is instructed when l Act + Ago l > l Az 1. Then correction is instructed, and in case of I-, in B-15.

Input 1 to address L of RAM7S2, and then input B-
In step 14, the sign of A1 (direction of change in voltage vb) is determined, and in B-15 (or B-16), the sign of A1, ,
Target opening change amount Δgua1+ Muda81+ Muda, 1 (or Muda73.Δg, 2゜Δ
, 2) is calculated and read from the calculation auxiliary information in the ROM 64, and addresses A, , AII in the RAM 62 are respectively calculated.
A, and reach B-17.

By the way, if the voltage vb decreases at this time (i.e.

A+ + + A+ o< O) is.

Δgua1 = 1 x F (l Act + At.1
) Δdas+ = 2 X F (l Act +A+o
l ) Δls+ = Ks X F (l Act +
A+ol). Here Kl r K"・
Ks is a positive constant and there is a relationship of Kl>K2>Ks, and F(l A+++A+o l) is l Ar+
+ Ago l function and is stored in R0M64. Also, if the voltage vb increases (i.e. A+ r
+A+ o> O) is.

Δlt□= Kl xF (l Act +Ato
l ) AgBJ Knee I (2xt;' (l Act +
A1o l )t>d, 2=K3XF (l Ac
t + Ago l ). Here, K
l'=Kst-i and F (l A+++AIOl
) is the same as the case of Δhook 1 to Muku 73.

Also in B-11.

lA++1<β and in B-12.

If it is determined that l All + AIOl < l All 1, the process directly proceeds to B-17.

In B-17, it is determined by reading the values of addresses N, M, and L whether or not at least one correction operation is instructed among air fan switch switching, power steering switch switching, or voltage change, and the above-mentioned Sleeve+E vJ (If 7 is not specified, that is, N0M+L20 (hereinafter, control based on this will be referred to as I control for convenience), B-18 and B-
After resetting the address A3, As + km in step 19 (not necessary if A3 * km + A9 is already O), in B-20, ISC or opening control is selected based on the judgment result of condition judgment flow A, IS
If C is selected, address An is selected in B-21.
The target opening ans inputted in 8 (details will be described later regarding the setting of tln8) is read and inputted to address As, and if opening control is selected, it is inputted to address Aps in B-22. Target opening Ss (g6
(Details on the setting of s will be described later) and set the address As.
1, then read the actual opening Sr at B-23, and calculate the opening deviation Δ at B-24 from the value of 88 and Dr.
Sr is now required. Also.

When the above correction operation is instructed (hereinafter, control based on this will be referred to as J control for convenience), B-10'O, B-200,
Each correction flow indicated by B-400 is executed. In B-10'O, the opening correction amount ΔΔaC is set when the air conditioner switch is switched, and in B-200, the opening correction amount Δ121p8 is set when the power steering switch is switched.
is set, and in B-500, the opening correction amount Δmb due to the voltage change is set, and these values Δmac + Δ
12' ps + Δmb is integrated in B-40 and input to the target opening correction register tiem, and before this irregularity and the start of the above correction operation (when N0M+L:O)
The target opening degree 8' is set at B-41 from the value of As input at -21 or B-22. In B-42 and 43, when ls' exceeds mmmax, gs' = gmax, and in B-44 and 45, when ms' is less than mm1n, 121g' =
121m1n, set like this 8
' and the actual opening Sr read at B-46, the opening deviation Δflr is determined at B-47.

By the way, at this time, the actual opening degree S read in B-42
The information r is updated in synchronization with the interrupt signal of the fifth timer and manually entered in the register.

Now, in this way, in the opening control flow B, B
-23, B-26 or B-43, after determining the deviation ΔSr from the target opening, the opening of the bypass valve 20 is controlled so that Δfir→0 in the solenoid valve drive flow BS.

In the solenoid valve drive flow BS, first, at B-50, it is determined whether the opening degree deviation ΔI2Ir is within the dead zone, and if it is within the dead zone, an instruction is given not to perform the opening degree control. On the other hand, if ΔOr is outside the dead zone, the trenoid drive time Tr corresponding to the absolute value of ΔSr is calculated in B-51.

Read into register. Next, in B-52, the direction of control of the valve opening degree is determined from the frequency fr, and Δ〆rh is determined.

Therefore, when increasing the valve opening degree, input the timer TaKTr of the strain/id (hereinafter referred to as the first strain/id) of the first solenoid valve 52 in B-51, and input the timer TaKTr of the strain/id of the second solenoid valve 54 in B-54. The driving time To is preset to the timer Tb of the solenoid (hereinafter referred to as the second solenoid).

To
Input 'rr obtained at CB-51, and input TO at B-56. By the way, Tr is specifically given by Tr:=To+Ks l Δir l (where 8 is a positive proportionality constant), and therefore, the drive time ta of the first solenoid valve 52 (input to the timer Ta value) and the driving time tb of the second solenoid valve 54 (the value input to the timer Tb) are given as follows for the positive/negative of Δgr.

Furthermore, the changes of Ta and Tb with respect to t-drama r are illustrated in FIGS. 5(a) and 5(bl).

Then, the first solenoid and the second solenoid are driven in B-57 and B-58, respectively.
The solenoid is energized only for the driving time given by the timer Ta, opening the first solenoid valve 52, and is de-energized at other times to close the first solenoid valve 52, while the second solenoid is energized for the driving time given by the timer Tb. The solenoid valve 54 is de-energized only during driving time, and the second solenoid valve 54 is opened, and the other time periods are energized and the second solenoid valve 4 is closed. Therefore, when Sr>O, the opening time ta (value of the timer Ta) of the first solenoid valve 52 is changed to
The pressure inside the Lf-force chamber 26 is reduced by ΔP, which is larger than the valve opening time tb (timer TbO value) and approximately proportional to the difference between the two valve opening times t, = ta - tb, and the bypass valve 20 is moved in the opening direction. On the other hand, when ΔSr<O, the opening time tb (value of timer Tb) of the second solenoid valve 34 becomes the opening time Ta(
The difference in the opening time of both valves Δt2 is larger than the value of timer Ta)
= tb - Ta The pressure inside the pressure chamber 26 is increased by ΔP, and the bypass valve 20 is driven in the closing direction. At this time, tht, = ta - tb = @l Δg
Ir 1mt2 = tb - ta = Ks l Δlr
l, the internal pressure P of the pressure chamber 26 is the opening deviation agy
[On the other hand, as shown in FIG.
Displaced so that At this time, the gain between the opening degree deviation R and the actual displacement amount of the bypass valve 20 is appropriately adjusted by the proportionality constant KB.

Now, the setting of each target opening degree mentioned above will be explained.

First, the i-load fluctuation, specifically the turning off of the air conditioner switch.
The target opening degree Its' when switching to ON occurs will be explained.

N21 in B-2. In B-4, AI=Mushima 1°A2 Nimu 21. Ako=Mugu becomes 1, (now M-0
゜L20), B-17 odor'CN +l -1
-L≠0 is determined. After setting and passing B-101 with N≠0, the current flow at B-102 is B-2 and N,
If it is determined that l is within the 4th time counting from the input initial flow, Δdami c is determined in B-105.
Muda 1 is input to the (register).

B-106 determines that this 7q- is the 5th to 8th time counting from the above initial flow in B-102 and B-105.
is input, and when it is determined in B-105 that the current flow is the 9th or more flow counting from the above-mentioned initial flow, in B-104, Δlac is increased by 31.
is now entered. When it is determined in B-107 that N=12, that is, the 12th flow counting from the initial flow, N is reset in B-108. As a result, now M=o, L
= 0, so in B-107 N>11 (N=1
In the next flow after 2) is determined, N0M+L=O is determined in B-17, and the correction operation when switching the air conditioner switch is completed. That is, the above correction operation is performed up to the 12th time counting from the above initial flow, but the P! ! Since M = O, L = 0, △lps
(register) and Δ121b (register) each have B
-209, 0 is input in 8-409 (because before the above initial flow starts, A is input in B-19).
s and As have been reset), the value of the target opening correction register Δms in B-40 is the value of ΔIac. That is, the target opening degree S' is at B-41.

Gus' =: A s+ΔDamdaHowever, N-1~4)l
s' = -Aa + Agz+ (However, N=s
~B) la' = Aa + Δls, (however, N = 9
~12). The value of As is the target opening degree ns (ms) input at B-21 or B-22 in the flow immediately before the start of the initial flow. The target opening degree g6m' changes over time according to the pattern shown in FIG. 6. That is, in FIG. 6, the ■ control state, that is, ISC or normal opening control state, is shown by a broken line, and the part shown by a solid line immediately after the air conditioner switch is switched is J control, that is, transient control (pattern control) when the air conditioner switch is switched. It becomes. The width of one pattern in this pattern control is the period 1+4 of the first timer.
It's twice that, 4 t+.

On the other hand, when you turn the air conditioner switch from on to off,
Immediately after switching, N21. A1 in B-4
-Δg+z+Az−Δg22. A3=ΔlZ'sz, and then the same flow as in the off-on switching described above is executed, and the target opening degree f6s' is set. And g6g'='Aa+a 12 (Itanshi, N=1 to 4) s'wAs+Muda 22 (however, N-5 to B) ms'=A
s+Δ121sz ((N=9 to 12).

This target opening degree S' changes over time in a pattern shown in FIG. 7. In this case as well, the width of one pattern is four times the period tl of the first timer, that is, 4il.

In addition, when the power steering switch is switched from off to on, in B-7 of the flow immediately after the switch, M:1
．． At B-9, A4-Δda41+ AS ”'ΔVS
l+ to 6-mg61 (now N=Q, t,=
o), it is determined in B-17 that N+M+L≠. Pass through B-101 at IB-109
=O (because in the flow before M=1, A3 is B-
19).

At B-20,1, the current flow is B-7 and M-1
When it is determined that this is the fourth or less input flow counting from the initial flow input, muyI4I is input to ΔlpS in B-205, and the current flow is input to B-202,B
-205, 5th to 8th time counting from the above initial flow
When it is determined that it is the second one, B-206 increases Δ1 to Mulp8. is input, and the current flow is B-
When it is determined in 203 that the flow is the 9th or more from the initial flow, Δ16+ is input to mulps in B-2 (14). Then, in B-207, M-12, that is, When it is determined that the flow has reached the 12th time counting from the initial flow, M is reset in B-208.

As a result, since N=Q and L=o, B −2,
In the next flow in which M>11 (M:12) is determined in 07, N0M10 is determined in B-17, and the correction operation at the time of switching the power steering switch is completed. That is, in this case as well, the above correction operation is performed up to the 12th time counting from the initial flow, as in the case of switching the air conditioner switch. And since L20, B-
401 to B-509, and thus Δg6b 2o.

The value of target opening correction register Δ1m in B-40 is Δ
The value is lps. In other words, the target opening degree is 8'.

In B-41.

g1s'=As+Muda, 1 (Itanshi 6M-1~4) us
'=As +Δls+ (However, M=5~B)ms'=
As+alZ'6+ (However, M=9 to 12). At this time, +21t; changes according to the pattern shown in FIG. 6, similar to the one set when switching the air conditioner switch from off to on.

(However, in Figure 6, Δ ri, 1→mug, 1. waste 2.
→ Muda 31 → Mugu 61) O On the other hand, when the power steering switch is switched from on to off, M: 1. A4-Δ in B-9
2. A%=ΔF2·A6=ΔG62, and then the same flow as when switching the power steering switch from off to on is executed.

A target opening degree g6S' is set. And gs'=Aa+
to 12 (however, 1M21 to 4) 1i1s' = As + 0
5z ((tanshi, M=5~B)gi B' = As
+ΔOsz (however, 1M=9 to 12). At this time, the glue s' changes according to the pattern shown in FIG. 7, similar to that set when the air conditioner switch is turned on and off as described above. (However, the seventh
Waste, □, in the figure. 21. da22 →, fl, 2
．． Δg, □゛→→waste62ru).

In addition, if a sudden drop in battery voltage vb occurs when a headlamp or the like is turned on, L=1. B
-15 at A7 = ΔIt + + As =
481A, = waste 9. (Now let N=O, M=O).

In B-17, it is determined that N+M10L≠.

Then, after passing B-101, it becomes Δ1Zac2O at n-109, and after passing B-201, it becomes Δdal 820 at B-209, and then it goes to B-601 (・The current flow is −
When it is determined that L-1 is within the 4th time counting from p- (the initial time when L-1 is input at step 13), the current flow is changed to B-30.
2, 5 counting from the initial flow of 8C above in B-605
If it is determined that it is the 8th to 8th time, B-40
6, Δ8 is input to Δab, and when it is determined in B-503 that the current flow is the 9th or more flow counting from the above-mentioned initial flow, Δg, 1 is input to Δsb in B-504. It is a trap to be entered.

Then, when it is determined in B-507 that L=12, that is, the 12th flow counting from the above-mentioned initial flow, is reset to L in B-308. As a result, now N=Q and M=O, so in the next flow where L)11 (L=12) is determined in B-z, o7, B-
At 17.

It is determined that N+M+L=O, and the correction operation for the change in battery voltage vb is completed. That is, in this case as well, the above correction operation is performed up to the 12th time counting from the initial flow, as in the case of switching the air conditioner switch and the power steering switch. And Δmac = Δy3ps =
Since the value of Δdaβ in B-40 is Δm
It is the value of b. That is, the target opening degree S' is B-41
In.

(l g' = As + Δdt+ (Itanshi, L=1
~4)X s'= As +thgia+ (Itanshi,
L=5~B). The value of AB now is the target opening mn5 (f6s) input at B-21 or B-22 in the flow immediately before the start of the initial flow. The target opening degree s' changes over time according to the pattern shown in FIG. In addition, in this Figure 7,
The broken line part is ■ control, that is, ISC or normal opening control state, and the solid line part immediately after the battery voltage vb suddenly decreases is J,
l++ control, that is, transient control (pattern control) when battery voltage changes. The width of one pattern in this pattern control is four times the period tl of the first timer, that is, 4 tl. Further, in FIG. 8, the battery voltage vb suddenly decreases and then gradually recovers (voltage) because the alternator starts generating electricity.

On the other hand, if a sudden rise in the voltage vb occurs after turning off the headlights, etc., the B-15 immediately after the voltage rise
In L=1. In B-15, Ay = mug 72. A
,=Δgl12+A9−Δg92, and after this, the same flow as when the battery voltage vb decreases described above is executed, and the opening degree S' is set. and.

$6':=xAs +Δ1y2(Itanshi, 1.=1~4
) la = AB + Δ96sx (However, L: 5
~B) 16 s' = As 1Δ19x (I tanshi, L
=9 to 12). This Ss' is the 9th with respect to the passage of time.
It changes according to the pattern shown in the figure. Note that the reason why the battery voltage vb gradually decreases after rapidly increasing in FIG. 9 is because power generation by the alternator is stopped.

Next, a case will be described in which one transient control is started while another transient control is being performed.

First, immediately after turning the air conditioner switch off and on (2t
Table 1 shows an example of a case where the power steering switch is switched from off to on after 1).

Table 1 In Table 1, the numbers shown in the column of time elapsed indicate the number of times flow B was performed from a certain point in time. Therefore, the product of one period t1 and this number is the elapsed real time. In the following, the elapsed time is 1t.

The time corresponding to 2 tl... is set as time 1 tl,
2 Expressed as tl... Now, according to Table 1, at times 1tl and 2t+, N2M=O, and I
Control, that is, ISC or normal opening control is instructed.

At time 3t+, switching of the air conditioner switch is detected and becomes N21, and J control, that is, transient control is instructed. Normally, this J control ends by time 14 t, which is N-12, but in this case, switching of the power steering switch is detected at time 5 tl, and the state becomes M-1, so the above J control ends.
The control will continue until time 16t1, which is M212. Therefore, in Table 1, time 1 t4. 2
I control is instructed at tl, 17 ts, and 18 tl, but J control is instructed at other times (from time '5 tl to 16 t1). And at the start of J control 3 t
, and at the subsequent time 4t, M=0, so Δ121 psK at B-209 in FIG. 4(a).

is input, which is B − of the flow before time 2 t+
This is because A6 is reset in step 19.

On the other hand, at times 15t+ and 16t+ near the end of J control.

Although it is N20, 6g631 is input to A3, so Δgi3 is input to Mlac in B-109.
1 is input. That is, during execution of J control, B in FIG.
-40, the takes input into the target opening correction register ls are as shown in Table 1. Therefore, the target opening degree 16 s' set at B-41 is as shown by the solid line in FIG. By the way, the target opening degree shown by this solid line is the target opening degree (dashed line) that is set only in response to switching the air conditioner switch, and the target opening degree (double-dashed line) that is set only in response to switching the power steering switch. ), it goes without saying that it is the sum of

Next, 6 t from switching the air conditioner switch on and off,
Taking up the case where a sudden decrease in the voltage vb is detected after the elapse of , the results are as shown in Table 2 and Figure 11.

, 1 Daigeshusho・,'1.゛′嘗 Lee.

Table 2 There are other examples where one transient control is being performed while another is started, but they are all the same as the two examples above (including cases where five transient controls overlap). is executed.

Next, the setting of the target opening degree IS during normal opening degree control will be explained.

The target opening gs is basically the initial position information of the pass valve 20 inputted to the address Aoo, and
Cooling water temperature, idle switch, engine speed, throttle, [ROM6 depending on the opening (and its rate of change)]
It is input into the normal map of 4 (combining with the information)
It is set as so.

Corrections can be added to this according to the operating conditions, and can be given within the range of mm1n≦yis≦〆rr1ax. Then, when the air conditioner switch is turned on, the above-mentioned Δ〆3 is added to the above-mentioned mso, and the address Aps is fZlso+muta3.
1 is input and the power steering switch is turned on, Δt and '6I are added to the above g6so,
12'6+ is input to flso+ in Aps, and when the headlamp turns on, S s
o K A El, + is added and Oso is added to Ape.
+Δl'91 is input. On the other hand, condition judgment flow A
If the actual engine rotation speed Nr <500 decoy is determined in A-1 of If it is determined that there is a
= 1ilstart is set separately. φ5 tar
t is an optimum value for facilitating engine starting. Note that this 0 start is also set based on Aya.

Next, the setting of the target opening degree of 1 flns during ISC will be explained.

When setting +2Ins, the rotation speed setting flow C executed by the interrupt signal of the second timer is used. First, as shown in FIG. 2, in the rotation speed setting flow C, the actual rotation speed Nr is read into the register at C-1, and the target rotation speed Ns is read into the register at C-2. This target rotational speed NB is set so as to change as the cooling water temperature <<5, and this is input into the ROM 64 as a map. And at C-3, rotation speed deviation ΔN
Then, the rotational speed change amount DN is calculated, and mn to the target change amount is calculated based on the mN and DN in C-4.

Furthermore, the actual opening degree Sr is read at C-5.

At C-6, the target opening degree Δda8 is set by lr+1sfln.
is required. At this time, the actual opening degree Fir read in C-5 is updated in synchronization with the interrupt signal of the fifth timer and input into the register.

Then, mns is modified as necessary to fall within the range of damin≦mn8≦1max at C-7, C-8, C-9, and C-10, and then 7 at C-11.
It is input to the trace message ns. By the way, C-1 and C-
The detailed flow in 1 is shown in Figure 3, and in C-5, cL5-'+---
- At -1, [1 standard rotational speed Ns and actual rotational speed Nr are read and the difference is used to find the MUIN, and at C-12, Nr read in this flow and C-43 in the previous flow are read.
(1) DN is calculated as the difference from Nr' input to address M. Also, C-4
In this case, after the determination of the address P of the RAM 62 to which O has been inputted as an initial value at the time of starting the engine is performed in C-401, the magnitude of the absolute value of the amount of change DN is determined in C-402 (. , when it is determined that the DN is large, it is determined in C-413 whether the deviation ΔN is within the dead band, and when it is determined that it is outside the dead zone, the deviation ΔN is determined in C-403 according to the size of the DN. In addition, to indicate that C-405 has been executed, manually write 1 to address R of the RAM 62 in C-404, and then write 1 to C-405 ( Manually input the cumulative value of mug n & obtained in step 406 to address Ae and write it to C-
5. On the other hand, if it is determined in C-402 that (the absolute value of) DN is small.

Furthermore, in C-406, the value of R, that is, C- in the previous flow.
403 has been executed, and if it is determined that it has not been executed (< up R-0), in C-407, depending on the magnitude of the deviation ΔN, ΔInc or less ΔOnb
Set ) and go to C-5.

On the other hand, if it is determined in C-406 that C-405 has been executed (that is, Rf-O).

In C-408, 6g6n (hereinafter referred to as ΔyInc) is set according to the 7 trace AeO value and the size of ΔN, and in C-409, the address R is reset, and in C-410, the natural number in address P is set. (1st
In Figure 5, input 5), reset Ae at C-411, and reach C-5. In the next flow when P is 2, P≠O is determined at C-401, the value of P is decreased by 1 at C-412, and ΔN is determined at C-407.
Δanb is set according to C-'5. If -qP23 is reached, C-407 is executed until P-0 is input manually in C-412. and p=Q
Then, C-40 itself, C-408, and C-407 are selectively executed again based on the determinations of C-402 and C-406. In addition, when the deviation ΔN is in the dead band, C-
413, C-414 becomes Δuna”o, and C
At -407, ΔΔgne becomes 20.

By the way, when the absolute value of DN becomes large, C-405
Δmna (ΔI21na is continuously set as necessary, but in that case, the sum of Δlna) set by ΔI21na is an excessive correction amount for setting ΔN→0 from a steady perspective. On the other hand, ΔInc, which is set in C-408 when the absolute value of DN becomes small after Δ1Zlna is set in C-405, is used to compensate for the excessive correction amount.

Δlnc = −Kn X Δmna. Here, Kn is a function of ROM64
is input, O<Kn<1, and ΔIi! I
If na is continuously set, the sum of Δmna ΣΔ1
Represents 2fna.

FIG. 14 shows ΔI'na +Δ set as described above.
An example of idle rotation speed control performed based on f2fnb and mnc is shown. In FIG. 14, the shaded area including the target rotational speed NB indicates a dead band, and the timer signal indicates an interrupt signal of the second timer.

The above has described the engine output adjustment based on the opening degree control of the bypass valve 20. First, when an output fluctuation occurs in the engine, the fuel injection device 1 is carried out together with the above-mentioned opening degree control.
The second injection amount adjustment will be explained. This fuel injection device 1
2, the electromagnetic valve is tute-controlled to set the fuel injection amount, and the setting is executed based on the fuel supply flow D.

In flow D, first, in D-1, the intake air amount Wa, the intake air temperature Ta, the pretext rotational speed, and the cooling water temperature ~ are read.

And in D-2, these Wa, Ta, Nr+
Based on Tw, the normal electromagnetic valve driving time for the fuel injection amount 12 (the cycle H of Tutee control and θ during the pulse) is set. At this time, the period H is set by the output pulse signal of the air flow sensor 42 which is proportional to the intake flow rate Wa, and the V pulse width θ is a normal correction that is added (subtracted) to θ0 in the basic pulse set according to the period H. The amount θn is +Ta+N
r and 'rw are set based on the map in the ROM 64, and the normal solenoid valve drive time Zn corresponding to the normal optimum fuel injection amount Gn can be obtained. and D
-3 to D-6, fuel correction control is performed when output fluctuation occurs in the engine.
In -1, the pulse width correction amount θaC is calculated when the air conditioner switch is switched from off to on, and in D-4, the pulse width correction amount θps is calculated when the power steering switch is switched from off to on. is calculated, and at D-5, an electric peak occurs and a rapid decrease in battery voltage is detected, and at F-2 and F-5 of voltage detection flow F, AI and AI are respectively determined. When the sum of Δv1 and muv2 inputted in D-6 becomes less than the desired value, the pulse width correction amount θb is calculated.
Then, during ISC, the actual rotation speed Nr suddenly decreases, and the value of the change amount DN of one rotation speed becomes a large negative value, and the one rotation speed setting value q
When the value of Δlna set in C-405 of -C becomes greater than or equal to the desired value, the during-pulse correction amount θd is calculated. These correction amounts θaC, θp8. % and θd are all values that instruct an increase in the amount of fuel when the respective output fluctuations occur. Then, in D-7, D is added to θ(rjo+θn) during the normal pulse determined in D-2.
-5 to D-6 correction amount θac, θp8+ θb
, θd are added, and the pulse width after output fluctuation compensation is set as 0010n10&C+θps+θb+θd. (Each output fluctuation was detected in D-5 to D-6 (
・The pulse width correction amount is 0). Further D
At -8, the solenoid valve driving time Z is formed based on the period H determined at D-2 and the pulse σ determined at D-7, and the solenoid valve is driven.

By the way, the details of the flow from D-5 to D-6 are shown in Fig. 15. First, the correction is based on the switching of the air conditioner switch, but in D-61, the correction is based on the switching of the air conditioner switch from OFF to ON/OFF. Opening control of presence/absence 7 p-B (r) B
Determine based on the value of the address N input in step -2, and if yes, set the address of RAM 62 to 1 and the natural number n in step D-12.
+ is input, and further, the initial correction value X1 is input to the register θac at D-55.

Then, in the flow n1 times after −BK1=nl, it is determined in D-34 that ≠0, and in D-15, the correction value continues to be input to the register θac, and this register θa
The pulse width is set at D-7 from the value of C. At this time θ
The value of aC is set in D-35 so that it gradually decreases as time passes after the air conditioner switch is switched and the initial correction value is given. The air-fuel ratio becomes small at first glance (the mixture is richer), and then gradually becomes thicker (the mixture becomes leaner).By the way, when the above switching ends the 1t supplement, and when the above switching is not performed. In this case, θaC is reset at D-36.

In addition, the correction is based on the switching of the power steering switch from OFF to ON in D-4, but this is the correction based on the switching from OFF to ON of the power steering switch in D-41. Based on the value of the address M input in step 7, if there is a switch, the same correction as that based on the switch of the air conditioner switch is made. However, D-42
nz (a natural number that sets the number of times of correction flow) is input to address 2 at address 2, and X2 (initial correction value) is input to register θps at D-45, which is used to correct load fluctuations due to switching of the power steering switch. The above rl as best as possible
++ It is set independently from x. Furthermore, D-5
Compensation in the event of a sudden decrease in the battery voltage cylinder is carried out in "L", but this is first addressed in D-51, and inputted in B-16 of opening control flow B). Determine whether

If there is a change, the magnitude of the voltage change Δv1 + Δ in D-52
■Determine whether or not 2 exceeds the mountain set value Vs, and if it exceeds Vs, correction for battery voltage changes is performed in the same way as the correction when switching the air conditioner switch and power steering switch. . By the way, in this case too D
n3 (a natural number that sets the number of correction flows) is input to address 3 at -55 and register θb at D-54.
The Xs (initial correction value) input to
nt + Xl, set independently of X2.

Furthermore, this is a correction when the actual rotational speed Nr suddenly decreases during ISC performed at D-6.
At step 60, it is determined whether or not transient control is being performed based on switching of the power steering switch, power steering switch, or battery voltage change, and if no, the address R is set at D-61.
(Rotation speed setting flow Cl7) Please input using C-404)
It is determined whether or not there has been a change from O to 1 in D
-65, based on the judgment result to the condition judgment flow
It is determined whether or not SC is instructed, and if ISC is instructed, correction for sudden decrease in idle rotation speed is performed in the same way as correction for changing the air conditioner switch, switching the power steering switch, and sudden decrease in battery voltage. It is done.

By the way, in this case as well, enter 4 in D-64 and n4 (a natural number that sets the number of correction flows) and D.
X4 (initial correction value) input to register θd at -65
The above nl+nz is optimized to prevent the mixture in the combustion chamber from becoming over-lean, which occurs as the opening degree of the I-pass valve 20 increases when the idle speed suddenly decreases.
+ n3+ Xl+ It is set independently from X2+X3. FIG. 16 is a time chart regarding the injection amount adjustment of the fuel injection device 12 provided with the above-mentioned correction. 1st
In Figure 6, ■ indicates that the solenoid valve drive time Z increases and the fuel injection amount increases due to a sudden decrease in battery voltage, and II and rV indicate that Z increases due to a sudden decrease in rotation speed during ISC. 3 shows how Z increases based on the off-on switching of the air conditioner switch and power steering switch.

According to the above embodiment, the bondion sensor 5B is provided to detect the opening degree of the bypass valve 20, and when the engine is idling, the target opening is set based on the actual opening degree Sr detected by the sensor and the rotational speed deviation. Since the opening degree of the bypass valve 20 is controlled by the opening deviation r from the degree 1 nS so that the engine rotation speed Nr becomes the target rotation speed NS, the rotation speed control can be performed extremely quickly. This has the effect of reliably preventing problems such as engine stalling during idling.

Further, in the above embodiment, when a sudden change in the engine speed occurs at 186 o'clock, the opening of the no-pass valve 20 is controlled by first setting a larger correction opening according to the amount of change.
Immediately resolve the sudden situation mentioned above.

Next, when the above-mentioned sudden change condition is resolved, the corrected opening is set to a small value and the opening is controlled, and then the target opening is controlled based on the normal rotational speed deviation. This has the effect that the idle rotation speed can be stabilized extremely quickly.

Furthermore, in the above embodiment, when on/off switching of the air conditioner switch (including 186 o'clock) is detected, the load fluctuation caused by driving the air conditioner compressor (or power steering hydraulic pump) is offset.

The bypass valve opening is controlled according to a predetermined optimal opening pattern based on the feedback signal of the pump sensor filter 8, and the intake air amount is adjusted.
Fluctuations in engine output (idling speed and torque transmitted to the drive shaft via the clutch) due to the load fluctuations can be suppressed to an extremely small level.

Furthermore, in the above embodiment, the generation and disappearance of the generation load of the alternator are detected from the fluctuations in the battery voltage (■), and the opening degree is controlled according to the amount of change per unit time in the electric power EE vb. step by step,
Since the bypass valve opening is controlled according to the above-mentioned control opening and the intake air amount is adjusted, the engine output (idle rotation speed and torque transmitted to the drive shaft) fluctuates as the power generation load occurs and disappears. can be kept extremely small.

Further, in the above embodiment, when it is detected that an auxiliary device driven by the engine, such as an air conditioner compressor, a power steering oil pump, or an alternator, starts operating, the injection amount of the fuel injection device 12 is temporarily increased. With this configuration, it is possible to prevent engine stalling when load torque suddenly increases. This, together with the effect of increasing the amount of intake air based on the drive of the bypass valve 20, which is executed at the start of driving each auxiliary machine, produces an extremely large effect.

Furthermore, in the above embodiment, when it is detected that the rotation speed suddenly decreases at 186 o'clock (that is, DN becomes a large negative value), the 1111 injection amount of the fuel injection device 12 is configured to temporarily increase. Therefore, it is possible to prevent engine stalling when the number of idling operations suddenly decreases. This is the bypass valve 2 that is executed in response to a sudden decrease in rotation speed.
Together with the effect of increasing the amount of intake air based on zero drive, this provides an extremely large effect.

Further, according to the embodiment described above, the output of the position sensor 58 corresponding to the initial opening position (fully closed position) of the open valve 20 is A/D converted and sent to the computer as initial position information of the open valve 20. 4o, and the opening of the bypass valve 20 is controlled based on this initial position information. There is no need to input position information into a computer, which has the effect of significantly reducing the labor involved in assembling the engine.

Further, according to the above embodiment, the address Aoo of the RAM 62
amin and φ based on the initial position information input into the ROM 64 and the information gband and Δ
max, and the opening degree of the bypass valve 2o is slightly open from the mechanically set minimum opening degree (fully closed state).
It is configured to be controlled within the range from n to g6max, which is slightly closed than the mechanically set maximum opening (fully open state), and the opening of the Ipass valve 20 is controlled by the pressure response device 22. Since it is uniquely set at the equilibrium point between the magnitude of the negative pressure in the pressure chamber 26 and the biasing force of the spring 56, the Ipass valve 20 can be displaced from any opening position to any other opening position. Even in such a case, the displacement is quickly performed by controlling the pressure in the pressure chamber 26 based on the drive of the trenoid valves 52, 54, and there is an effect that delays in opening degree control are prevented.

Furthermore, in the embodiment described above, a check valve 53 is disposed in the negative pressure passage 28 to allow fluid to move only from the first renoid valve 52 side to the intake passage B side.

Even during start-up cranking where the manifold negative pressure is small and fluctuates widely, the gas in the pressure chamber 26 is sucked into the intake passage 8 side through the first slide/id valve 32 when the absolute value of the negative pressure is relatively large. Since this state is maintained by the check valve 55, a relatively large negative pressure is applied within the pressure chamber 26 even during starting cranking.

It is possible to get it closer to the Z 5tart, and it is possible to improve the startability of the engine.

Furthermore, in the embodiment described above, the manifold negative pressure conducted to the pressure chamber 26 is controlled by the first inlet valve 32, the atmospheric pressure conducted to the same pressure chamber 26 is controlled by the second inlet valve 54, and the bypass valve 20 The pressure in the pressure chamber 26, which is proportional to the opening degree of both trenoid valves 32. "Since it is configured to be set based on the difference in drive time of 44,
The limit on the minimum driving time, which was a problem when driving with a single Tullenoid valve, has been removed, and even if the opening deviation Δlr is minute, the H-
The pressure in the force chamber 26, that is, the opening degree of the Ipass valve 20 can be controlled, and in ISC, the rotation speed can be quickly stabilized.
This has the effect that the opening degree can be quickly optimized.

Further, in the above Me embodiment, there is 7 workpieces/switch 50a.

50b and 50c are all turned on and the air conditioner is ready to operate, an air conditioner on signal is immediately input to the computer 40, and based on this, the engine output correction operation related to air conditioner switch switching, that is, the bypass valve 20 is immediately performed.
While the opening degree increase control and the fuel increase control of the fuel injection device 12 are performed, the air conditioner switches 50a, 50b,
A delay circuit 55 is connected between 50c and the power transistor 55.
is installed, and the compressor is driven only after a predetermined period of time has elapsed after the air conditioner switch is fully turned on, and the compressor is operated only after the above output correction operation is performed. Since it is started in
This has the effect of preventing the occurrence of an abnormally low engine output immediately after the start of compressor operation, improving triability, and preventing the occurrence of a stall due to an abnormally low engine speed, particularly during engine lift operation. Also, air conditioner switches 50a and 50b.

If at least one of the 50c is turned off, the engine output correction operation related to the air conditioner switch is immediately performed, i.e. -
- While the opening degree reduction control of the Ibus valve 20 is carried out, the operation of the combustor is delayed due to the action of the delay circuit 55, and the compressor is operated after the above output correction operation is reliably carried out. Since the compressor stops, the engine output is prevented from increasing abnormally after the compressor stops, and triability is improved.

Furthermore, in the embodiment described above, the idling operating state of the engine is detected when the vehicle is stopped based on the outputs of the idle switch 4B and the vehicle speed controller 54. Since the configuration is such that the idling operating state of the engine when the vehicle is running is detected based on the output of the vehicle speed sensor 54 and the ignition pulse signal (engine/engine/rotational speed signal 1), and ISC is performed in both cases. It is possible to stabilize the idling speed not only when the vehicle is stopped but also when the vehicle is running, and has the effect of preventing engine stall when the vehicle is running.
・I...shown that the valve is held in the fully closed position, but 1
The present invention has a normally open type I-pass valve, and the above-mentioned I-bus valve is provided with a biasing means (which is held in a fully open position that cannot be determined mechanically) when the machine is stopped. In that case, the maximum setting opening degree should be set to the above fully open position [or slightly closed side, and the high speed valve should be configured to be held on the closed side of the same maximum setting opening position (・1 ,

[Brief explanation of the drawing]

Fig. 1 is a schematic explanatory diagram showing one embodiment of the present invention, Fig. 2 is an outline of the operation of the same embodiment] q---i-yard, and Fig. 6 is an actual open view of the bypass valve 20 in the same embodiment. A diagram showing the relationship between the opening degree and -I/huter information, FIG. 4 is a detailed flow of the opening control flow B of the same embodiment, and FIG. 5 is a diagram showing the first and second inlets 7r1 of the same embodiment. Figures 6 to 11 are diagrams showing the operating characteristics of the valve, and Figures 6 to 11 are diagrams showing the transient control characteristics of the Ibus valve opening in the same example. Figure 12 is the characteristics of the target rotation speed Ns according to the same example. Diagram 2 FIG. 16 is a partial detailed flowchart of the rotation speed setting program rJ-C according to the same embodiment, No. 14
The figure is a diagram showing rotation speed control characteristics according to the same embodiment. FIG. 15 is a partial detailed 70-chart of the fuel supply flow D according to the same embodiment, and FIG. 16 is a diagram showing fuel supply characteristics according to the same embodiment. 2.Top/n body, 8.Intake passage. 10... Spuntle valve, 12... Fuel injection device. 14...Yuf'70-meter. 18...A.Bunsu passage, 20..Bypass valve. 22...Pressure response device, 62...1st renoid valve. 3 Ro/reverse IF valve, 64...2nd strain/id valve. 560. Suit 'Ring, 38...Position S/S. 40・Nino-” l-r user, 42...F7 pl:'4+43・Intake temperature set/su, 44...
・Ignition device. 46 Cooling water temperature sensor, 48... Idle switch. 50a, 50b, 50cm air conditioner switch. 52・B Noste switch, 51...Compressor. 5L・Delay circuit, 57...Hatter (e) Figure 6Figure 7Figure 3Ku α and ■To-TamaichiichiFigure 6Series Figure 9 Figure 10 # Figure 111' - Th and - 1 Procedural Amendment October 22, 1980 Indication of neutrality 1113 Japanese Patent Application No. 72464
Relationship with 111 cases of persons who correct the output control device of "Name of the No. 7 Invention" Patent Applicant Address: 1-33 Shiba, Minato-ku, Tokyo August Name
Name (62111 Mitsubishi Motors Corporation Representative Address: 5-33-8 Shiba, Minato-ku, Tokyo'XF
Ryo Automatic + lj: [in the company (telephone number 455-1011)
In the "Detailed Description of the Invention" and Drawing 1 of the specification, "42" in the fifth line of page 52 of the specification is corrected to "46". 2. Correct [B-2RO, ~B-45J] to 1B-24 or B-47J on line 7 of the same page. 3 [Atresda n8J on page 52, line 15 of the specification]
[Correct address to AnsJ. 4 Figures 2, 5, 4(a), 4(b) of the drawings
), Fig. 5, Fig. 8, @ Fig. 9, Fig. 10, Fig. 11, Fig. 15, Fig. 14, Fig. 15, and Fig. 16 are replaced with those attached. Figure 5 (α) (b)
(C) (ma) (e
) Tsuta 8 Figure % 9 Figure

Claims (1)

[Scope of Claims]
Le valve. One end communicates with the atmosphere or the intake passage on the upstream side of the spuntle valve interposed position, and the other end communicates with the intake passage on the downstream side of the slot 7L-1 valve interposed position. The I-su valve is installed in the I-bus passage to adjust the amount of intake air supplied to the combustion chamber of the above-mentioned I-bus passage, and is separated by a movable bulkhead that is linked to the I-bus valve and the same moving bulkhead. a pressure response device having a pressure chamber; pressure supply means for supplying operating pressure to the pressure chamber to drive the high-speed loaf in the opening direction based on the detection result of the detection means for detecting the operating state of the engine; , engages with the IHAS valve or the movable bulkhead to bias the bypass valve in the closing direction;
When the pressure supply means is activated, the valve is held at an opening that balances the force due to the operating pressure and the biasing force.2. When the pressure supply means is not in operation, the biasing means for holding the valve at a mechanically determined minimum opening is provided on the bypass valve or the movable bulkhead and controls the opening of the bypass valve. Detecting Seven Nori, Same Se, ′
control means for controlling the operation of the pressure supply means based on the detection result of the pressure supply means, and when the pressure supply means is activated, the minimum opening degree set by Output control device (2) of 2//) characterized in that the above-mentioned . . . valve is held on the side.
When the pressure supply means is activated, the valve is closed between the minimum setting opening degree and the maximum opening degree determined by the equipment. is maintained in the intake passage of the -r/di/ output control device (51'''-77) according to claim (1), characterized in that Interposed sp nottle valve.One end is connected to the intake passage on the upstream side of the above mentioned sp notle valve interposed position, and the other end is connected to the intake passage on the downstream side of the above mentioned throttle valve interposed position. The Ibus passage, which is interposed in the bypass passage, adjusts the amount of intake air supplied to the combustion chamber of the Ennon.The Ibus valve, the movable bulkhead linked to the bypass valve, and the pressure chamber partitioned by the movable bulkhead. a pressure response device having a pressure response device, a pressure supply means for supplying an operating pressure to the pressure chamber to drive the bypass valve in the closing direction based on a detection result of the detection means for detecting the operating state of the engine, and the bypass valve or the movable bulkhead; engages to bias the bypass valve in the opening direction, and maintains the bypass valve at an opening at which the force due to the operating pressure and the biasing force are balanced when the pressure supply means is activated, /J:
A biasing means for holding the above-mentioned I.-. valve at a mechanically determined maximum opening when the pressure supply means is not in operation, and a biasing means provided on the bypass valve or the movable bulkhead to detect the opening of the bypass valve. a sensor, and a control means for controlling the operation of the pressure supply means based on the detection result of the sensor,
'' When the knee pressure supply means is activated, the above-mentioned I.S valve is held at the closed side of the maximum set opening set by +V O(・). Engine output control device (4) When the pressure supply means described in 1. The near-horn output control device according to claim (3), characterized in that the output control device is configured such that the high (high) valve is held.