JPS59122758A - Controller for number of idle revolution of internal combustion engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION A) Technical Field The present invention relates to an idle speed control device for an internal combustion engine.
The present invention relates to an idle speed control device for an internal combustion engine that performs control in relation to the smoothness of rotation.

(1) A prior art idle speed control device for an internal combustion engine has already been described in I.I. The target value is controlled by the rotation speed or the PID controller.For this reason, either the position of the throttle valve or the amount of air flowing through the bypass pipe relative to the throttle valve can be changed (thereby, the air-fuel mixture in the intake pipe can be changed). The amount or air flow rate is varied.

Apart from this, so-called rotational smoothness control is known. In this case, smoothness of rotation means uniform rotation of the crankshaft. For example, in the case of an internal combustion engine with external firing,
If the air-fuel mixture is run too lean, the smoothness of the rotation will be reduced and the non-uniformity of the rotation will therefore increase, so that the overall combustion stroke will not always be well controlled. As a result, the torque of the internal combustion engine fluctuates, and the rotation of the internal combustion engine becomes uneven, causing vibration (low-frequency vibration) in some cases.

If this is due to uneven rotation or a very lean mixture,
This problem can be solved by enriching the mixture.

Accordingly, conventional rotational smoothness control systems have attempted to change the composition of the air-fuel mixture, i.e., rich or lean (thus controlling it up to the lean limit value), for reasons of fuel saving. (Air ratio or excess air ratio) (as examples of smoothness control of rotation), German Publication No. 2434742, German Publication No. 2417187, Toiso Publication No. 293
No. 9590 and US Pat. No. 3,789,816.

At first (the conventional idle speed control device described above processes only one rotation speed signal, and a comparison is made between the target value and the actual value of the rotation speed. In this case, the target speed value is equal to the temperature number Therefore, if the internal combustion engine is still cold, there is a high risk that the engine will stop.

Therefore, a drawback of conventional idle speed control devices is that a certain margin must be set, but this margin is not desirable considering that the idle speed should be as low as possible (for fuel saving reasons). It disappears.

C) Purpose The present invention has been made in order to eliminate the above-mentioned conventional drawbacks, and its purpose is to provide an idle speed control device for an internal combustion engine that can extremely reduce the idle speed and save fuel. It is said that

2) Embodiments The present invention will be described in detail based on the drawings.

The embodiment relates to an idle speed control device for an internal combustion engine that performs control by measuring the smoothness of rotation. This control device allows the idle speed to be significantly lowered, which plays a major role in reducing fuel consumption.

When driving around town, for example, the Ai!・Rotation speed: 100 per minute
By lowering only the rotation speed (this saves fuel consumption by up to 2%).The Q feature of the present invention is that when the rotation fluctuation (non-uniformity) exceeds a predetermined value (this means that the amount of air-fuel mixture is increased again). In the case of gasoline engines, this takes place by opening the throttle valve or by opening the bypass section, while in the case of diesel engines this takes place by increasing the amount of fuel.

Figure 1 Q: External ignition internal combustion engine
10 configurations are shown together with the control device. code 11
12 indicates an intake pipe, and 12 indicates an exhaust pipe.

Q in the intake pipe 11 is an air flow sensor 13, a throttle valve 14,
An injection valve 15 is provided. The throttle valve) 4 is bypassed by a bypass pipe 16, and a bypass cross section L'i adjuster (hereinafter abbreviated as bypass adjuster) 17 is provided in the bypass pipe 16. The electronic control unit is designated by the reference numeral 20. The input signals of this electronic control device 20 are a temperature (θ) sensor 21 and a rotation speed (n) sensor 2.
The signals from the air flow rate sensor 13 are the signals from the air flow rate sensor 13, and other signals that influence the output signal Q from the control device 20, as shown by the two arrows, are human input signals. The output of the electronic control unit 20 is at least one l! i: When connected to the Waku J valve, the O Kosara Q Ko bypass regulator 17
't is also connected. The throttle valve 14 is operated directly by the accelerator pedal 24. When electronically controlling the angle of the throttle valve 14, the bypass regulator D11 17 is used.
may become unnecessary;
This will directly change the angle of Further, ignition timing control is performed via a control line 23.

The basic structure of the internal combustion engine control shown in FIG. 1Q is the same as the conventional structure. The electronic control device 20 controls the load and rotation speed,
Based on the correction data Q, such as the temperature of the cooling water, an injection quantity signal for controlling the injection valve 15 and, in addition, a control signal for controlling the bypass regulator I7 are formed.

What is important here is that the electronic control unit 20 generates a signal indicating the smoothness of the rotation or a rotational fluctuation (non-uniformity) signal, and in this connection controls the bypass regulator 17 or the throttle valve 14. When the smoothness decreases, the air flow rate in the intake pipe 11 becomes larger due to the above-mentioned control, which is detected by the air flow sensor], 3 (and the injection amount is increased. That is, Unlike conventional devices, in the case of the present invention, when the rotation fluctuation (non-uniformity) is too large, the fuel supply amount signal is not directly changed, but the air amount signal is changed, and therefore the mixture amount is changed. will be done.

Furthermore, the control device of the present invention will be explained based on FIGS. 2 and 3.

In the case of an engine, the fluctuations in the case of eye trick, and in the case of air-key conversion during operation, are very much related to ambient conditions such as the engine temperature, air temperature, air flow rate, etc. As the rotational speed decreases, this variation value, that is, the variation of the Ennon rotation, increases progressively. Second
The figure (this figure shows, as an example, the rotational smoothness (LU) when the cooling water temperature is different. (The smoothness is smaller in the upper part) From the same figure, it can be seen that the formation and distribution of the air-fuel mixture deteriorates. It can be seen that as a result of this and the ignition conditions worsening, the rotational fluctuation increases as the temperature decreases, and the smoothness of rotation decreases.

The idle rotation speed it;j control in the case of the configuration shown in FIG. 2 is performed as follows in connection with FIG. 2. That is, first, an idle rotational speed nhanax that empirically provides sufficient rotational smoothness is used (midpoint a of the second L dimension).

Next, the amount of air-fuel mixture is 1 for rotational smoothness (vote value LUso1).
1 (point b). Then, the idle rotation speed rt1 is set. Assuming that the target value of rotation smoothness is the same, as the temperature rises, the idle rotation speed further decreases (point b). (point C).If the electronic control unit 20 * learning function is used (this means that it is not necessary to start from point a at each idling control, but the preceding idling The rotational speed obtained in this state is stored, and this value is used as new starting point data for subsequent idle link control.

In special cases, for example after long-term driving under full load conditions, it may occur that the value of the idle speed drops below the required speed for the mixture absorption Q that can be used (Fig. 2). middle curve θ3).This means that the minimum idle speed value nLmi
You can try to avoid questioning n more than Q. This means that the idle speed is controlled in the range between its minimum and maximum values, taking into account a certain setpoint value for the smoothness of rotation.

FIG. 3 (This shows a modification of the operating method of the idle rotation H control shown in FIG. This control is particularly advantageous because it can reduce the amount of harmful substances such as carbon oxide (C○) produced during warm-up operation of Ennon.
First, a relatively rich mixture composition (e.g. -2% carbon oxide) is used (a, b), and this mixture composition is made lean in subsequent steps (c, d), (
For example - to 0.5% carbon oxide). Subsequently, the control shown in FIG. 2 is performed.

Furthermore, the control of the running smoothness on the mixture side can also be combined with the ignition angle control, so that optimum values are obtained for all drive characteristics.

In the case of controlling the idle speed of a diesel internal combustion engine, the control of the running smoothness takes place in conjunction with a control circuit that adjusts the elements controlling the fuel supply.

Since a diesel engine is normally driven by excess air, changing the mixture amount in the case of a gasoline engine corresponds to the characteristics of changing the injection amount in the case of a diesel engine.

There are many possible methods for detecting rotational fluctuations.

For example, a) Measurement of the rotation time T of the crankshaft, variation in rotation time or differential coefficient, etc.b) Measurement of ion current (variation) in the combustion chamber (C) Measurement of pressure variation in the combustion chamberd) Measurement of luminous intensity variation e) Measurement of various values in the intake pipe, etc., through which rotational fluctuations, ie rotational non-uniformities, are detected.

In connection with the computer controls commonly used today in connection with motor vehicles, it is of course also possible to implement the invention by means of a corresponding program of a computer, ie purely by software. FIG. 4 shows a block circuit diagram of a configuration for realizing the functions of the present invention.

Reference numeral 30 indicates a rotation fluctuation detection circuit, and reference numerals 31 and 32 indicate the maximum value nLmax and minimum value n of the idle rotation speed, respectively.
A signal generator providing Lmin is shown. In addition, 33 is a reference value generator that generates a target value (LUsoll) of the degree of air drowning that can be changed from an external input (for example, temperature θ), and This is a reference value generator that generates a target value λ8o11 of the rotational smoothness.The target value and actual value of the rotational smoothness are compared by a comparator 36, and the comparison result is sent through a plurality of circuits to the final bypass adjustment. Among the plurality of circuits described above, the maximum value selection circuit 38 (from this, rotation smoothness control is performed only in the rotation speed region larger than the minimum idle rotation speed, and the minimum value selection circuit 3. 9+ limits the upper limit of the idle rotation speed.Furthermore, the other maximum value selection circuit 40+ makes it possible to perform lambda control that changes the corresponding lambda value shown in FIG.

The respective minimum and maximum value selection circuits can be short-circuited by switches 41-43 (as indicated by the dotted lines), so that the respective selection circuits can be selectively used as required.

Once the principles of the present invention are understood, it will be no problem for those skilled in the art of control circuits to implement the respective blocks, so a more detailed explanation will be omitted.

E) Effects As is clear from the second explanation, the present invention can almost eliminate the margin related to temperature.In other words, it is possible to ensure that the engine has good combustion. The rotational speed can be kept very low, and thus the fuel consumption is also very low.The idle speed can be kept low by the necessary air-fuel mixture supply.

[Brief explanation of the drawing]

゛Figure 1 shows a diagram of an internal combustion engine and a control device to which the present invention is applied.
1; Figures 2 and 3 are diagrams each explaining the control operation according to the invention; diagrams showing the number of revolutions at different temperatures; and Figure 4 is a diagram showing the function of the invention. FIG. 2 is a block circuit diagram showing an example of a circuit configuration to be realized. 1 (i... Internal combustion engine 11... Intake pipe 1
3...'' Air flow rate sensor 14... Throttle valve 15 Pa injection valve 16...°〕1 Inox pipe 17.
・・Bypass cross-sectional area regulator 20 ・・Electronic control device 21°゛°temperature sensor 2
2...Rotation speed sensor 30...Rotation fluctuation detection circuit 31.32...Signal generator 33...Target value generator Ah...Lambda target value generator 38.40...Maximum value selection Circuit 39...
・Minimum value selection circuit 1 Representative Patent Attorney Takur Kato, Hayabusa, -I Teitouri Neho Seisho (February 10, 1939, To the Commissioner of the Japan Patent Office 1, Display of the case 1982) Patent Application No. 145799 2,
Name of the invention: Internal combustion engine idle speed control device 3; Relationship with the case of the person making the amendment Patent applicant name: Robert Honschkesselschaft Mi'7 'Peschlenkter Hafrang 4, Agent Telephone: 03 ( 268) 2481 (We will submit a clearly drawn drawing using Ili 6, Drawing subject to amendment 7, and Producing the content of the amendment. However, there will be no changes to the content.

Claims (1)

[Scope of Claims] 1) An idle rotation speed control device for an internal combustion engine, characterized in that a control amount is changed according to the smoothness of rotation. 2) Circle of rotation 7′i”r between externally ignited internal combustion engines
J degree (therefore, the amount of air mixture or air flow in the intake pipe)
1: q, 1゛Idle rotation speed control rule 1 for an internal combustion engine according to claim 1]
Place. 3) The 1.1' feature is that the mixture amount or air flow rate in the intake pipe is changed by a bypass regulator (17) or an electronically controlled throttle valve Q. The idle rotation speed control device for an internal combustion engine as described in 2. 4) Smoothness of rotation (accordingly, the mixture amount or air flow rate in the intake pipe is changed, and the ignition timing is adjusted).
The idle speed control device for an internal combustion engine according to item 1 or 2. 5) Any one of claims 1 to 4, characterized in that air-fuel mixture amount and air-fuel mixture control and rotation circularity control are combined (the internal combustion (fully open eye) 1-Rotational speed control device. ■Special control over air-fuel mixture composition (for warm-up operation)!f
4. Do J&'knees. ! J'Character and Le'L(”
Huh:! I'l (7) (iir lJj: i fifth term Q
7) Minimum eye rotation speed (nLmin) or minimum eye rotation speed (nLmax) between the minimum eye rotation speed (nLmax) 1i! 1. Doing the same thing is a sign.”
, 1' Any one of claims 1 to 6
A control device for an internal combustion engine according to paragraph 1. 8) In the case of a self-ignition internal combustion engine, G rotation circle A・1'
1 degree (therefore, the fuel injection amount is changed by 1.1')
Characteristics 1, 1 (among those set forth in claim 1) 1
Ikoseki's idle speed control device. 9) In order to detect the smoothness of rotation, especially
The idle speed control device for an internal combustion engine according to any one of claims 1 to 8.