JPS5960048A - Engine-speed controlling apparatus - Google Patents

Abstract

PURPOSE:To enable to operate an engine in a stable manner, by providing an actuator control means for a control valve which controls the intake-air flow through a by-pass passage according to the number of operated cylinders in an engine capable of controlling the number of operated cylinders. CONSTITUTION:An exhaust manifold 4 is fixed to one side of an engine E and an intake manifold 6 is fixed to the other side of the engine E. A control valve 20 for controlling the flow rate of intake air is disposed in a by-pass passage 18. A computer 40 controls an oil control valve 51 serving as a valve for changing the number of operated cylinders and also controls the injection quantity of a fuel injection means 12, the advance angle of an igniting means 44 and the opening of the by-pass valve 20. With such an arrangement, the engine speed can be controlled promptly to a desired speed at the time of full-cylinder idling operation and also at the time of partial-cylinder idling operation of the engine, so that the engine operation can be kept stable.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a cylindrical engine capable of operating all cylinders or some cylinders by controlling the number of operating cylinders, and particularly relates to a cylinder engine capable of controlling the number of operating cylinders to perform full cylinder operation or partial cylinder operation. The present invention relates to a device designed to allow

Conventionally, various automobile engines have been proposed that are equipped with an idle speed control (ISO) device in order to stabilize the engine speed during no-load operation. By the way, a typical SC device, as shown in Japanese Patent Publication No. 47-33299, is a system in which a negative pressure actuator is installed in an artificially operated throttle valve, and the engine speed is extracted as an electrical signal. When the engine speed is higher than a predetermined set speed during idling, the throttle valve is rotated to the closing side via the actuator in response to a deviation signal from the outside, reducing the amount of intake air.
Decrease the engine speed, and conversely, when the engine speed is lower than the set speed, the deviation signal causes the actuator to rotate the valve to open, increasing the amount of intake air and increasing the engine speed. - In addition, there are those that perform feedback control so that the engine speed is approximately constant, and
As shown in No. 6, instead of directly driving the manually operated throttle valve with an actuator, a passage is provided that bypasses the throttle valve, and a control valve driven by an actuator such as a solenoid or a DC motor is installed in the bypass passage. There is a system that performs feedback control so that the engine speed remains constant by operating this control valve based on the rotation speed deviation signal to adjust the intake air amount and keep the engine speed constant.
Japanese Patent Application Laid-Open No. 1987 (1982) is an SC device that adds an idle up device when the engine is cold or when the air conditioner (abbreviation for near conditioner) is activated. There were those shown in No.-984.26. There are many other applications related to this ISC device, but these are
In all cases, only the engine rotation speed is detected, and the rotation speed deviation signal (in some cases, it is an integrated deviation value signal or a time differential value signal)
It is configured to drive intake flow rate control valves such as throttle valves and bypass control valves that are manually operated based on the above.

4- Additionally, in general, in engines, there is a considerable time delay before a change in rotational speed occurs after the intake air amount changes based on the drive of the throttle valve or bypass control valve.
If the control amount based on the rotational speed deviation signal (or its integrated value signal or time derivative signal) is increased, a hunting state of the rotational speed may occur.On the other hand, if the control amount is set relatively small, the rotational speed may become stable. It takes time for the engine to stall, and there is a risk of engine stalling if the engine speed drops below the target speed due to load fluctuations.

By the way, in a cylinder engine, during idling operation,
When controlling to operate all cylinders or some cylinders, when operating all cylinders, the number of combustion operations per revolution is large and stable idling operation can be performed, but when operating only some cylinders, stable idling can be performed. Sometimes the number of combustion operations is small and the engine vibration changes.

As a result, vibrations during operation of some cylinders resonate with the natural frequency of the vehicle body, etc., causing unpleasant vibrations in the engine and vehicle body.

5- Also, during partial cylinder operation, idle operation is obtained with a lower generated output due to the reduction in pump loss, so the resistance of the engine itself increases, such as an increase in lubricating oil resistance or bearing resistance, or an engine prosthesis such as a cooling fan. It becomes difficult to maintain the idle speed as the load on the engine or generator increases, resulting in problems such as a drop in engine speed, increased vibration, and engine stoppage.

The present invention aims to solve these problems.
In a cylinder engine, the target engine speed can be changed between when all cylinders are idling and when some cylinders are idling, and the actual engine speed can be quickly adjusted to either of these target speeds. An object of the present invention is to provide an engine rotation speed control device that can ensure stable operation of an engine by controlling the engine rotation speed so that the rotation speed of the engine stops.

For this reason, the engine speed control device of the present invention operates by controlling the throttle valve in the intake passage of the engine 6-, which can operate all cylinders or some cylinders in response to a signal from the operating cylinder number control means depending on the operating state. A bypass passage that communicates and connects each part on the upstream side and downstream side of the disposed part, and a control valve that is interposed in the bypass passage and driven by an actuator to control the intake flow rate of the bypass passage, ”The actual rotation speed of the engine when all cylinders are idling is controlled to a first target rotation speed, and the actual rotation speed of the engine when some cylinders are idling is different from the first target rotation speed. In order to be controlled to a second target engine speed, an idle sensor detects the idle operating state of the engine, a position sensor detects the actual opening of the control valve, and an actual engine speed is detected. a rotation speed sensor, and target rotation speed setting means for setting a first target rotation speed for the all-cylinder idle operation and a second target rotation speed for the partial cylinder idle operation; , the first or second target rotation speed set by the target rotation speed setting means and the actual rotation speed of the engine detected by the rotation speed sensor are compared to determine the actual rotation speed. and a deviation information calculation means for calculating deviation information related to the rotation speed deviation from the first or second target rotation speed 7-, and based on the calculation result from the deviation information calculation means. a target opening setting means for setting a first target opening for the above-mentioned partial cylinder idling or a second target opening for the partial cylinder idling;
The first or second target opening set by the target opening setting means in response to the signal from the operating cylinder number control signal and the actual opening of the control valve detected by the position sensor. actuator control means for outputting a driving control signal to the actuator so that the same actual opening is controlled to the first or second target opening by comparing the There is.

Hereinafter, an engine speed control device as an embodiment of the present invention will be explained with reference to the drawings. FIG. 1 is a schematic explanatory diagram showing its overall configuration, FIG. 2 is a control block diagram thereof, and FIGS. Fig. 7 is a flowchart for explaining its operation, Fig. 7 is its target rotation speed - water temperature characteristic diagram, Fig. 8 is its basic target opening - water temperature characteristic diagram, Fig. #9 is its engine output characteristic diagram, and Fig. 10 (a) to (e) Yes 8- The operating characteristics diagram of the actuator, Fig. 11 (a)
) to (d) are all timing diagrams for explaining the effect, and FIG. 12 is a schematic diagram for explaining the effect.

In this embodiment, the engine E includes two body cylinders (first and fourth cylinders in this case) that can stop operating and shift to a body cylinder state depending on the operating state (for example, a low-load operating state);
By providing two regular cylinders (in this case, the second and third cylinders) that are always activated regardless of the operating conditions mentioned above, the number of activated cylinders can be controlled to either operate with four cylinders (all cylinders) or with two cylinders. It is configured as an in-line four-cylinder engine that can be operated (partial cylinder operation).

As shown in FIG. 1, an exhaust manifold 4 is attached to one side of a main body 2 of this engine, 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, has a throttle valve 1 interlocked with an accelerator pedal (not shown) in the middle.
0. A fuel injection device 12 and an air 70-meter (Karman vortex flow meter) 14 are interposed, and the other end of this intake passage 9-8 communicates with outside air via an air cleaner 16.

The fuel injection device 12 is equipped with an electromagnetic valve 13, which is a fuel flow rate regulating valve, installed in a fuel passage through which low-pressure fuel is supplied from a fuel pump, and the amount of fuel injected into the intake passage 8 is controlled by an electromagnetic valve. It is set in accordance with the opening time of the valve 13.

In addition, the intake passage 8 includes a bypass passage 18 that bypasses the throttle valve 10, that is, communicates and connects each portion on the upstream side and downstream side of the throttle valve disposed portion.
A bypass valve 20 is interposed in this bypass passage 18 as a control valve that controls the amount of intake air supplied to the engine combustion chamber by controlling the amount of intake air passing through the passage 18. The bypass valve 20 moves from a fully closed position (rightmost position in Figure 1) where it contacts the valve seat and fully closes the bypass passage 18 to a fully open position determined by a stopper (not shown) (leftmost position in Figure 1). It is possible to move.

Furthermore, the bypass valve 20 is actuated by a pressure −1
- Connected to the diaphragm 24 of the force response device 22.

The pressure chamber 26 of the pressure response device 22 is connected via a negative pressure passage 28 to an intake passage downstream of the interposition position of the throttle valve 10 , and is connected to the intake passage downstream of the interposition position of the throttle valve 10 via an atmospheric passage 30 . It is connected to the intake passage on the upstream side of the position 1. The pressure chamber 2G includes a negative pressure passage 28.
Intake negative pressure (hereinafter typically referred to as "manifold negative pressure") is supplied through the air passage 30, and atmospheric pressure is supplied through the atmospheric passage 30.

In addition, a normally closed first solenoid valve 32 is provided in the negative pressure passage 28.
A check valve 33 is interposed between the open valve and the boat on the side of the intake passage 8 to move fluid only from the side of the valve/id valve to the boat side, and the first solenoid valve 32 is supplied to the pressure chamber 26. Controls intake negative pressure.

On the other hand, a normally open second solenoid valve 34 is provided in the atmospheric passage 30.
is interposed, and this second solenoid valve 34 controls the atmospheric pressure supplied to the pressure chamber 26.

Note that numerals 35a and 3Sb in FIG. 1 indicate orifices for flow rate control.

In addition, an auxiliary atmosphere having no orifice is provided between the part of the atmosphere passage 30 upstream of the part where the second strain/id valve 34 is disposed and the part downstream of the part where the orifice 351) is disposed. A passage 31 is connected to the auxiliary atmospheric passage 31, and a third solenoid valve 37 is interposed in the auxiliary atmosphere passage 31. The third solenoid valve 37 applies atmospheric pressure to the pressure chamber 26 by the second solenoid valve . This controls the atmospheric pressure to be applied in a shorter time than when it is applied.

Further, a spring 36 is disposed within the pressure chamber 26, and this spring 36 biases the bypass valve 20 in the closing direction via the diaphragm 24, making the bypass valve 20 a normally closed valve. That is, when no negative pressure is applied to the pressure chamber 26, the spring 36 holds the bypass valve 20 in the fully closed position, which is the mechanically determined minimum opening position.

Further, a position sensor 38 is provided, and this position sensor 38 detects the position of the diaphragm 24 of the pressure-responsive device 22, thereby controlling the bypass valve 20.
The bypass valve 20 which is output by this bossion sensor 38 uses a variable resistor to detect the actual opening degree of the bypass valve 20.
The opening position signal is input to the computer 40.

Further, an idle switch 48 is provided as an idle sensor that detects the idle operating state of the engine E, and this idle switch 48 closes (turns on) when the throttle valve is fully closed, and opens (turns off) at other times. An open/close (on/off) signal from this idle switch 48 is input to the computer 40.

Further, an ignition device 44 is provided as a rotation speed sensor that detects the actual rotation speed of the engine E, and an ignition pulse signal (engine rotation speed signal) from this ignition device 44 is inputted to the computer 40. ing.

In addition to the opening position signal, idle switch open/close signal, and ignition pulse signal, the computer 40 receives
Air 70 - Air 70 - 13 provided in the meter 14 - Intake air amount signal output from the sensor 42, Coolant temperature signal output from the coolant temperature sensor 4G that detects the coolant temperature of the engine body 2 9 Transmission (not shown) A vehicle speed signal is sent from a vehicle speed sensor 54 which is installed on the output shaft of the output shaft and detects vehicle speed information from the rotation angle of this output shaft, and a throttle opening sensor 56 which detects the opening degree of the throttle valve 10 from fully closed to fully open. The output opening signal is input. Further, a signal from a boost sensor is also input to the computer 40 as required.

Note that the reference numeral 57 in FIG. 1 indicates a battery.

The computer 40 includes an input waveform shaping circuit 58 that performs waveform shaping of each input signal (including A/D conversion of analog signals such as a cooling water temperature signal and an opening position signal). CPU130°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.

By the way, in this embodiment, the FunPiyuta 40 or 14
- The pulse signals outputted from the first solenoid valve 32 are a first valve drive signal that opens and closes the first solenoid valve 32, a second valve drive signal that opens and closes the second solenoid valve 34, and a third valve drive signal that opens and closes the third solenoid valve 37. It has become. and a first valve drive signal,
The solenoid valves 32, 34, and 37, which are opened and closed by the second valve drive signal and the third valve drive signal, respectively, cooperate to adjust the pressure in the pressure chamber 26 of the pressure response device 22 and control the opening degree of the bypass valve 20. It is designed to control the amount of intake air.

In addition, the computer 40 also outputs a cylinder control signal for controlling the number of operating cylinders by turning on and off an oil control valve (hereinafter referred to as "○CVj") 51 as a cylinder number switching valve, or an injection amount of the fuel injection device 12. A predetermined injection amount, a signal, and an advance angle amount signal that determines the advance amount of the ignition device 44 are output.

That is, the apparatus of this embodiment uses the computer 40.

Number of operating cylinders, injection amount of fuel injection device 12, 1 ignition device 44
The purpose is to perform comprehensive control of the engine by adjusting the advance angle of the engine and the opening degree of the bypass valve 20.
This is done by executing 0- according to instructions from the CPU 60.

Next, these flows will be explained, but here, 70- for adjusting the opening degree of the bypass valve 20 according to the number of operating cylinders will be explained.

That is, a condition judgment 70-A for identifying the operating state of the engine E as shown in FIG. 3, three solenoid valves 32, 34 as shown in FIG. , 37 to control the opening of the bypass valve 20, a rotation speed setting flow B for setting the target rotation speed during idling as shown in FIG. 5, and a rotation speed setting flow as shown in FIG. The cylinder number switching timing flow D that determines the operation timing of the 0CV51 will be explained.Selection of each flow is made by an interrupt signal from the CPU 60.

Of these flows, the condition determination 70-A is executed in synchronization with the ignition pulse of the ignition device 44, and the valve opening control 70-B is executed in synchronization with the interrupt signal of the first timer with a relatively short period L1. The rotation speed setting flow C has a relatively long period t2 (about 4 to 5 times the period of the 11 timer).
The cylinder number switching timing 70-D is executed in synchronization with the interrupt signal of the third timer, which has the same period of 12 as the second timer.

In the condition determination flow A shown in FIG. 3, at A-0,
The operating state is read, and at A-1, the first basic target opening characteristic P during 4-cylinder idling operation.

(TW) [see symbols P and (TW) in Fig. 8], and the first target rotation speed characteristic N4(TW)C during 4-cylinder idling operation.
7], the second basic target opening characteristic P2 (θ, N) during two-cylinder idle operation, and the second target rotation speed N2 during two-cylinder idle operation. Settings are made.

Note that TW is the engine cooling water temperature, θ is the throttle opening, and N is the engine rotation speed.

Then, at A-2, it is determined whether the engine E is starting. Specifically, it is determined that the engine is starting when the ignition switch is on and the engine speed Nr is below a set amount of 17 rpm (for example, 20 rpm).

If it is determined that it is time to start, in A-3, 4
The cylinder operation is instructed, and in A-4, control at the time of starting is instructed. The bypass valve 20 is instructed to be fully open.

If el+ is determined that it is not the time of starting, it is determined in A-5 whether or not the idle switch 48 is on. If it is off, that is, if the throttle opening is not fully closed, it is determined in A-6. , it is determined which of the operating states a, b, and c (see FIG. 9) the operating state is.

In addition, when the idle switch is on, that is, when the throttle opening is fully open, the operating state is d in A-7.
, e, and f (see FIG. 9).

The operating state is a (for example, corresponds to a low speed, low load operating state).

), it is determined in A-7' whether the cooling water temperature is lower than the temperature in the steady operating state.

18- If it is determined that the operating state is 1) (for example, the high-load operating state corresponds to the high-speed operating state), in A-8, 4-cylinder operation is instructed, and in A-9, An instruction is given to fully open the bypass valve.

If the cooling water temperature is not low in A-7', A-1
At A-1, the 2-air operation is instructed, and at A-11, the bypass valve opening control is instructed.

In addition, if the operating state is determined to be C (e.g., corresponding to an extremely low speed operating state), or if the operating state is a and the cooling water temperature is determined to be low, in A-12, 4-cylinder operation is performed. In A-13, similarly to A-11, bypass valve opening control is instructed.

Furthermore, if it is determined that the operating state is d (for example, a 4-cylinder idling operating state or a 4-cylinder engine braking operating state at low speed corresponds to this), 4-cylinder operation is instructed in A-14. Then, in A-15, the rotation speed deviation ΔN between the actual engine rotation speed Nr and the first target rotation speed N for 4-cylinder idling operation is calculated,
At A-16, this deviation ΔN is compared with a predetermined number n.

'I'11 when the operating state is e (e.g. corresponds to two-cylinder idling operating state or engine braking operating state).
If the cooling water temperature is lower than the temperature under normal operating conditions, it is determined in 8-17, and if the cooling water temperature is not low, in A-18, the transmission is shifted to a lower gear. (low or second stage) is determined. Then, if the transmission is not in a low gear, two-cylinder operation is instructed at A-19. Thereafter, in A-20, the rotation speed deviation ΔN between the actual engine rotation speed Nr and the second target rotation speed N2 for two-cylinder idling operation is calculated, and in A-16, this deviation ΔN is calculated. It is compared with a predetermined number n.

Even if it is determined that the operating state is e, if the cooling water temperature is low or the transmission is in a low gear, instruct 4-cylinder operation in A-14,
Thereafter, the calculation processing route from A-15 to A-16 is taken.

If it is determined that the deviation ΔN is smaller than the predetermined number n, it is determined in A-21 whether the vehicle speed is smaller than 1 km/h, and if the vehicle speed is smaller than 1 km/l+, then A-21 is performed. At step 22, ①SC is instructed, and if the vehicle speed is greater than 1 kTo/b, bypass valve opening control is instructed at step A-23.

If it is determined that the operating state is f (corresponding to, for example, an engine brake operating state), a four-cylinder operation is instructed at A-24, and a deceleration operation is instructed at A-25.

Note that if it is determined in A-16 that the deviation ΔN is larger than the predetermined number n, a deceleration operation instruction is given in A-25.

Next, the explanation will move on to the opening degree control 70-B shown in FIG.

First, in executing the opening degree control 70-B, the position sensor 38 is initialized. This is done immediately after the values held at each address in the RAM 62 are cleared (set to zero) when the ignition switch is turned on before starting. First, the opening position of the bypass valve 20 is determined before starting. (that is, the fully closed position) is A/D converted from the output (voltage) of the position sensor 38 and is stored at address A in the RAM 62 as initial position information. Enter 0, then A. 0 value φ. , gives the first and second target opening degrees, which will be described later, from the movement range information φbind that gives the allowable movement range of the bypass valve 20, which is stored in advance in the ROM 64, and the minimum opening setting information φ6, which is also stored in the ROM 64. Minimum value φmin and maximum value φl of setting information
l1ax and address A of the RAM 62 are calculated. .

is input into AO2. That is, A01=φ0+φ# A O2””φ. +φ4+φba
nd, but in this case, φΔ is an extremely small value, and φ4+φband is the mechanically determined fully closed position (position in contact with the valve seat) and fully open position (position determined by a stopper not shown) of the bypass valve 20. ), and the relationship between the actual position (opening degree) of the bypass valve 20 and the opening information input into the RAM 62 is as shown in FIG. . Therefore, the position (opening degree) of the bypass valve 20 is determined by the opening of the 22- position (opening degree) corresponding to φ111 inch and the position (opening degree) corresponding to φmax, as described below. It will be controlled to a certain degree. By the way, at this time, each target opening degree to be described later is also given between the above-mentioned φmin and φmax.

After the initial settings are made using the above), the opening control 7
0-B is executed in synchronization with the interrupt signal of the first timer to operate the bypass valve driving means, but in this 70-B,
At B-0, control instructions for starting (A in Fig. 3) are given.
-4)) is determined. If this control instruction is received, the opening degree P of the bypass valve 20 is fully opened P in B-1. You will be given instructions to do so.

If there is no control instruction at the time of starting, it is determined in B-2 whether there is an instruction for deceleration operation (processing indicated by A-25 in FIG. 3). If there is an instruction for deceleration operation, an instruction to set the bypass valve opening P to fully closed Pc is issued at B-3.

Conversely, if there is no instruction to decelerate, in B-4, 2
It is determined whether the cylinder is operating or not.

If it is determined that the two-cylinder operation is in progress, the second basic target opening P2 for the two-cylinder operation is taken in at B-5, and the actual engine rotation speed Nr is read in at B-6.
It is determined whether or not is larger than a predetermined number No between the target rotational speeds N2 and N4.

And the rotation speed NT is N. If larger than B-7
At , an instruction is issued to set the bypass valve opening P to P2+Δφ, and the rotational speed Nr is set to N. If it is smaller than B
-8, the bypass valve opening P is set to P2+△φ+Δφ2
You will be given instructions to do so. Here, △φ is a value updated every t2 in 70-C shown in FIG. 5, which will be described later, and △
φ2 is a positive correction value for opening the bypass valve 20.

Above this), the rotation speed Nr is N. The reason why the bypass valve opening degree P is changed depending on whether it is more natural or small is as follows.

That is, as shown in FIG. 11(, ), the first target rotation speed N for 4-cylinder idle operation is lower than the second target rotation speed N2 for 2-cylinder idle operation.
Immediate switching from 1-4 cylinder operation to 2-cylinder operation (hereinafter referred to as ``4 cylinder operation'')
→2 switching". ), immediately after that, the two cylinders will be operating at the first target rotation speed N, which is smaller than the second target rotation speed N2, which may increase vibrations or damage the engine. Problems such as strolling may occur.

Therefore, it is desirable to increase the engine speed before the 4→2 switching is completed, but in addition, in order to compensate for the transient phenomenon at the time of the 4→2 switching,
-7 and B-8 are performed. This can be shown in timing diagrams as shown in Figs. 11(,) to (d). Fig. 11(a) is a diagram showing the transient state of the engine speed as described above, and Fig. 11(b) 11(c) is a diagram showing the timing of issuing a switching command from a 4-cylinder operating state to a 2-cylinder operating state (4→2 switching command). Figure 11 (cl)
is a diagram showing the timing of switching from 4 to 2. As can be seen from these figures, after the switching command is issued, the engine 25
- The rotational speed is N. The correction value △φ2 is added to P2 (processing in B-8) until the engine speed reaches No.
When the value exceeds △φ2, the addition of the correction value △φ2 is stopped (B-7
processing).

Note that the second basic target opening degree P2 is as shown in FIGS. 8 and 11 (
As shown in b), the opening degree is set smaller than the first basic target opening degree P4.

In addition, the number of cylinders is switched by switching the 0CV51.
As such, the cylinder number switching timing flow D shown in FIG. 6 is used.

In this flow D, it is determined at D-0 whether there is a switching command for 0CV51, and if there is no switching command, the process returns without any processing, and if there is a switching command, 4→ 2 switching command is determined.

If it is a 4→2 switching command, the engine speed Nr is compared with a predetermined number N0 in D-2, and if N r > No, 4→2 switching is performed in D-3. If Nr26->N, then at D-4, the engine speed N
r is N. An instruction is given to wait until N r >
N.

When this happens, the process moves to D-3.

If it is not the 4->2 switching command, the 1-cylinder operation is switched to the 4-cylinder operation (2->4 switching) at D-5.

In addition, if "NO" in the process of D-2, repeat the D-2 process.
A loop process may be performed to return to the input side of -2.

Further, instead of the processes D-2 and D-4, a timer process that delays the process by a certain period of time may be performed.

By the way, if it is determined that B-4 in FIG. 4 is not 2-cylinder operation, that is, 4-cylinder operation, then B-9
At , it is determined whether there is an instruction to fully open the bypass valve.

If there is no such instruction, the first basic target opening characteristic P, (TW) is captured in B-10, and
At step 11, an instruction is issued to set the bypass valve opening degree P to P, +Δφ.

In addition, if there is an instruction to fully open the bypass valve,
At step B-13, it is determined whether or not there has been a 2→4 switching, and if not, a command is issued at B-13 to set the bypass valve opening P to fully closed Pc, and if there has been a 2→4 switching. In B-14, the third solenoid valve 37
Flag processing to activate the auxiliary atmospheric passage 31 to open the auxiliary atmosphere passage 31 (in Fig. 4, it is expressed as =1 for convenience).
After that, the process moves to B-13.

The reason why flag processing is performed at the time of switching from 2 to 4 is as follows. In other words, in this type of cylinder engine,
From the viewpoint of fuel efficiency, etc., the cross point (the point where the 4-cylinder operating output and the 2-cylinder operating output become the same at the same throttle valve opening, and the line indicated by the symbol ρ1 in Fig. 9 is the line indicating the cross point area) ), the 2-cylinder operating range is expanded to a higher engine speed range, and for this reason, for example, when switching from 2 to 4 due to acceleration, etc. (the line marked +22 in Figure 9 (when switching from 2 to 4), there is a risk of shock due to the difference between the 4-cylinder operating output and the 2-cylinder operating output, so the bypass passage 18 is opened to prevent 2-cylinder operation when switching from 2 to 4. The output is increased to match the output during 4-cylinder operation to prevent shock.

However, if you increase the output until after switching to 4-cylinder operation, the 4-cylinder operating output will increase and a shock will occur again, so immediately after switching from 2 to 4, the bypass valve 20 is fully opened and the engine speed is reduced. The number needs to be lowered. Therefore, the third solenoid valve 37 is opened and the pressure-responsive device 22 is opened in a short time through the auxiliary atmospheric passage 31 which does not have an orifice.
In order to allow atmospheric air to act on the pressure chamber 26 of the third solenoid valve, a flag is raised to operate the third solenoid valve.

When the processing of B-1, 8-3, B-7, B-8, 8-11°B-13, etc. is completed, at B-15, the bypass valve 20 is activated based on the signal from the position sensor 38.
The actual opening degree Pr is read, and then in B-16,
The opening deviation ΔP between the target opening P and the actual opening Pr is calculated,
In B-17, 1△PI is a predetermined number γ (width of dead zone)
It is determined whether the value is greater than the value. Then, if △P is within the dead band (1△PI≦γ
) is instructed not to perform opening control.

On the other hand, if 1△PI>γ, in B-18, 1△
The solenoid drive time Tr, T0 corresponding to P1 is calculated and read into the register, and in B-19 it is determined whether flag processing has been performed (K=1 or not).

If K=1, it is determined at B-20 whether the valve opening is to be increased, that is, whether ΔP>0.

When increasing the valve opening degree, in B-21, input Tr to the timer Ta of the solenoid of the first solenoid valve 32 (hereinafter referred to as "first solenoid"), and
-22, T is set to the timer Tb of the solenoid of the second solenoid valve 34 (hereinafter referred to as "second solenoid").
(T, ≦Tr) or O, and the other I is Δp<o.
) When decreasing the valve opening degree, input Tr to the timer Tb of the second solenoid at B-23, and input TO or O to the timer Ta of the first solenoid at B-24. The characteristics of the drive time (valve opening 30-hours) ta+tb of each timer Ta and Tb are shown in Fig. 10 (
a) As shown in l(b).

In this way, the first solenoid and the second solenoid are driven. At this time, the first solenoid V is activated by the timer Ta.
The first solenoid valve 32 is energized only for the driving time ta given by
The solenoid valve 32 is closed, while the second solenoid is de-energized only at 1tltb when driven by the timer Tb, opens the second solenoid valve 34, and is energized at other times to close the second solenoid valve 34. It is supposed to be done. Therefore, when ΔP>0, Fig. 10 (c
), the opening time ta(
The value of the timer Ta) is larger than the opening time tb of the second solenoid valve 34' (the value of the timer Tb), and the inside of the pressure chamber 26 changes to ΔP according to the difference Δt between the two valve opening times, = ta - tb.
, and the bypass valve 20 is driven in the opening direction.

On the other hand, when ΔP<0, the second
Opening time tb of the solenoid valve 34 (value of timer Tb)
is the valve opening time ta (timer Ta) of the first solenoid valve 32
value), the difference between both valve opening times △t2=tb-ta
Accordingly, the pressure inside the pressure chamber 26 is increased by ΔP, and the bypass valve 2
0 is driven in the closing direction.

The ΔP characteristic inside the pressure chamber 26 that changes in this way is shown in FIG. 10(e).

After that, in B-25 and B-26, Ta
The first and second sole fluids are driven until Tb=O and Tb=O.

By the way, if it is determined in B-19 that =1, a process is performed in B-27 to indicate that the third solenoid valve 37 will not be operated in the next routine (expressed as =O for convenience). Then, at B-28, the solenoid of the third solenoid valve 37 (hereinafter referred to as "third solenoid")
That's what it means. )'s timer Tel: Tr, and B-29
The third solenoid is driven until Tc=0.

Next, the rotation speed setting 70-0 shown in FIG. 5 will be explained. First, in C-O, it is determined whether ISC is specified, and if ISO is not specified,
Return without doing anything. On the other hand, if TSC is instructed, the actual rotational speed Nr of the engine E is read in C-1, and it is determined in C-2 whether a two-cylinder operation instruction has been issued.

In the case of two-cylinder operation, it is determined in C-3 whether a predetermined time has elapsed after switching from 4 to 2, and if not, in C-4, the control amount △ for opening and closing the bypass valve is determined. Set φn to 0.

On the other hand, if the predetermined time has elapsed, the second target rotation speed N2 for two-cylinder idling operation is read in C-5, and the actual engine rotation speed N'' and the second target rotation speed N2 are read in C-6. A rotational speed deviation ΔN2 from the target rotational speed N2 is calculated.

Then, in C-7, it is determined whether the deviation ΔN2 is larger than a predetermined number ε2 (width of the dead zone), and if ΔN
2 is within the dead zone (ΔN2≦ε2), the control amount Δφn is set to O in C-8, and when ΔN2 is outside the dead zone (ΔN2>ε2), the control amount Δφn is set to O in C-9.
In this step, a control amount Δφn corresponding to ΔN2 is set.

33- Also, in the case of 4-cylinder operation, the first target rotation speed N4 for 4-cylinder idling operation is read in c-io, and the actual engine rotation speed Nr and the first target rotation speed are read in C-11. A rotational speed deviation ΔN from N is calculated.

Then, in C-12, the deviation ΔN4 is a predetermined number ε4(
If Δ
If N4 is within the dead zone (ΔN4≦ε), in C-13, the control amount Δφn is set to 0, and ΔN.

If is outside the dead zone (ΔN, > ε4), then C
-14, the control amount Δφn corresponding to ΔN is set.

Note that the control amount Δφn (now referred to as Δφn2) set in C-9 is set to twice the control amount Δφn (now referred to as Δφn) set in C-14. has been done.

In other words, if the rotation speed deviation is the same, Δφn4 > △
Set k so that φn2.

And C-4, C-8, C-9, C-13, C-14
When the above processing is completed, in C-15, Δφ=Δφ
34− +△φ1] is performed, and this △φ is the aforementioned 70
-B 3-71) 3-8. Used for B-11 etc.

In this way, the "1 target rotation speed setting means" for setting the first target rotation speed N4 for the 4-cylinder idle operation and the second 11 target rotation speed N2 for the 2-cylinder idle operation; This (') is the first set by the target rotation number setting means.
Or the second target rotation speed N = , N2 and the ignition device
14, 1) Compare the detected actual rotation speed Nr of the engine E and determine the actual rotation speed Nr and @1 or the second target rotation speed N.
,, a deviation information calculating means for calculating deviation information Δφn21△φn4 related to the rotational speed deviation ΔN41ΔN2 with respect to N2, and a first target for 4-cylinder idling operation based on the calculation result from this deviation information q small means. A target opening setting means for setting the opening or a second 11 mark degree for two-cylinder idle operation, and a target opening setting means that sets the opening degree during idle operation according to a signal from the operating cylinder number control means. The first or second 11 mark opening degree is compared with the actual opening degree Pr of the bypass valve 20 detected by the position sensor 38 so that the actual opening degree is controlled to the first or @2 target opening degree. An actuator control means for outputting a control signal for driving the first, third, and second solenoids for driving the pressure-responsive device 22 is provided. -, but its control block diagram is shown in Fig. 2. This 21st evening 11
Here, the control cycle of the part surrounded by the square symbol hi is 11, and the control cycle of the part surrounded by the symbol N is 8.

In this way, this device updates the control amount Δφ according to the engine rotational speed every time t, and
Although the control amount (valve opening time) t corresponding to the opening degree of the bypass valve is updated every 115· to 1/4 time period t1 from 11i t 2, engine rotational speed control cannot be performed.

Since the engine speed control device of the present invention is configured as described in 1-1, for example, during 4-cylinder idling operation,
After the operating state is determined at 70-8 shown in FIG. 3, the actual rotational speed Nr and the first target rotational speed Nr during four-cylinder idling operation are determined at each time t, as shown in FIGS. 2 and 5. .

A control amount △φn4 is set according to the six deviations from the control amount, and as shown in FIG. The deviation △P between this addition result and the actual opening degree Pr of the bypass valve 20 is determined by the time 1 + (at this time, 11tl t, l is 115 to 1 of t2).
/4), and the valve opening time t is updated according to this △P.
actuates the pressure-responsive device 22 to open the bypass valve 2.
0 is performed. As a result, the engine E reaches the first target rotation speed N4 for 4-cylinder idling operation.
Rotate with. In this way, the bypass valve opening in feet′
Since it has a double feedback loop of feedback of the engine rotation speed and engine rotation speed, and these foot rotation periods V1+Lz are different, it is difficult to set the engine E to the first target rotation speed. This can be done quickly, thereby ensuring stable engine operation.

In addition, during two-cylinder idle operation, after the operating state is similarly determined by 70-A shown in FIG. A control amount Δφn2 (<Δφn4) is set according to the deviation ΔN2 between Nr and the second target rotational speed N2 (>N, ), and as shown in FIGS. 2 and 4, this control amount Δφn
237-, the second basic target opening degree P2 for two-cylinder operation. Necessary.

Add the corresponding correction value △φ2 and compare this addition result with bypass valve 2.
The deviation △■) from the actual opening degree Pr of 0 is updated every time t, and the pressure response device 22 is operated according to the valve opening time ■ corresponding to this △P, thereby operating the bypass valve 20. It is done. As a result, the engine E rotates at the second target rotation speed N2 for two-cylinder idle operation.

In this case as well, the dual feedback loops with different update periods allow the engine E to quickly settle to the second target rotational speed, thereby ensuring stable engine operation.

As described above, according to this embodiment, the position sensor 38 is provided to detect the opening degree of the bypass valve 20, and the position sensor 38 is set based on the actual opening degree Pr detected by the sensor during idling operation of the engine and the rotation speed deviation. The opening degree of the valve 20 (1 As a result, rotation speed control suitable for both 4-cylinder idling operation and 2-cylinder idling operation can be performed extremely quickly, reducing problems such as engine stall during idling. By reliably preventing this, it has the effect of suppressing the problem.

Also, if the rotation speed deviation is the same, △φn4 and △φ11
Since the values are set to be different from 2 (specifically, Δφn<>Δφn2), engine rotational speed control can be performed under optimal conditions for four-cylinder or two-cylinder operation.

Furthermore, when switching from 4 to 2, the engine speed is brought close to the second target speed N2 during 2-cylinder idling operation before the switch is completed, which reduces engine vibration and prevents engine stall. can be measured.

Furthermore, in the above embodiment, when a sudden change in engine speed occurs during ISC, a larger correction opening is set according to the amount of change and the opening of the bypass valve 20 is controlled, thereby quickly resolving the sudden change. Then, 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. By quickly eliminating fluctuations in the number of rotations, the idling speed can be stabilized extremely quickly.

Furthermore, according to the above embodiment, the position sensor 38 corresponds to the initial opening position (fully closed position) of the bypass valve 20.
The device is equipped with means for A/D converting the output of the bypass valve 20 and reading it into the computer 40 as initial position information of the bypass valve 20, and the opening degree of the bypass valve 20 is controlled based on this initial position information. Unlike the conventional method, it is not necessary to input the initial position information of the bypass valve into a computer for each engine during engine manufacture, and the work effort during engine assembly is greatly reduced.

Further, according to the above embodiment, the address A of the RAM 62. 0
φmin and φ are determined based on the initial position information input into the ROM 64 and the information φband and rotation stored in the ROM 64.
max is set, and the opening degree of the bypass valve 20 is slightly opened more than the mechanically set minimum opening degree (fully closed state).
The bypass valve 20 is configured to be controlled within a range from n to φmax, which is slightly closed than the mechanically set maximum opening (fully open state), and the opening of the bypass valve 20 is controlled by the pressure response device 2.
The bypass valve 20 is uniquely set at the equilibrium point between the magnitude of the negative pressure in the pressure chamber 26 of No. 2 and the biasing force of the spring 36, so that the bypass valve 20 can be displaced from any opening position to any other opening position. Even if the displacement is caused by the solenoid valve 32
, 34, 37, the pressure inside the pressure chamber 26 is quickly controlled, and delays in opening degree control are prevented.

Furthermore, in the above embodiment, a check valve 33 is disposed in the negative pressure passage 28 to allow fluid to move only from the first solenoid valve 32 side to the intake passage 8 side, so that the manifold negative pressure is small and fluctuates. Even during a large startup cranking, when the absolute value of the negative pressure is relatively large, the gas in the pressure chamber 26 is sucked into the intake passage 8 side via the first solenoid valve 32, and this state is maintained by the check valve 33. Therefore, a relatively large negative pressure is applied in the pressure chamber 26 even during starting 41-cranking, and it is possible to improve the startability of the ennon.

Furthermore, in the above embodiment, the manifold negative pressure conducted to the pressure chamber 26 is controlled by the first solenoid valve 32, the atmospheric pressure conducted to the same pressure chamber 26 is controlled by the second solenoid valve 34, and the bypass valve Since the pressure inside the pressure chamber 26 according to the opening degree of the solenoid valve 20 is set based on the difference in drive time of both the solenoid valves 32 and 34,
The limit on the minimum driving time, which was a problem when driving with a single solenoid valve, has been removed, and even if the opening deviation is minute, the pressure chamber 26 can be adjusted accurately in response to the minute deviation.
By controlling the internal pressure, that is, the opening degree of the bypass valve 20, the rotation speed can be quickly stabilized in the ISC, and on the other hand, the opening degree of the bypass valve 20 can be quickly optimized in the opening degree control. It has the effect of being irritated.

Further, a third solenoid valve 37 is interposed in the auxiliary atmosphere passage 31 without an orifice, and this third solenoid valve 37 opens the auxiliary atmosphere passage 31 when switching from 2 to 4.
Since air is introduced into the pressure chamber 26 for rapid fermentation, stain-free operation can be achieved when switching from 2 to 4.

Furthermore, in the starting embodiment, the idling operating state of the engine in the vehicle stop state i is detected based on the outputs of the idle switch 4.8 k and the medium speed sensor 54, and the idle state of the engine is detected when the vehicle is in the stopped state i. Jl (
Based on this, the idling operating state of the Ennon while the vehicle is running is checked in one cell, and the ISC is performed in both cases, making it possible to stabilize the idling speed not only when the 111 vehicle is stopped but also when the vehicle is running. This has the effect of preventing engine stall while the vehicle is running.

In addition, if a pressure-responsive device that drives the bypass valve 20 to the open side when the atmosphere acts on the pressure chamber is used as an actuator, an auxiliary negative pressure without an orifice in the negative pressure passage can be used instead of the auxiliary flame passage 31. A passage (fi) is provided in the same manner as in the previous embodiment, and a third solenoid valve is interposed in this auxiliary negative pressure passage.

Further, in the above embodiment, the pressure response device 22, that is, the negative pressure motor, which operates based on the pressure difference between the intake negative pressure and the atmospheric pressure, was used as the actuator, but the I)C motor was used as the actuator, and the The rotational force of the DC motor is transferred to the bypass valve 20 via a speed device.
The bypass valve 20 may be driven by transmitting the signal to the bypass valve 20.

Furthermore, in the above embodiment, the throttle valve 10 is manually operated.
A bypass passage 18 is provided to bypass the engine, and a bypass valve 20 installed in the passage 18 is driven to perform comprehensive output control of the automobile engine including the ISC. When only idling is considered, an actuator is provided that changes the minimum opening position of the throttle valve that is artificially operated, and the minimum opening of the throttle valve as described in -1- is controlled during idling. The configuration may be such that the ennon rotation speed is adjusted.

Furthermore, in the embodiment 1-, automatic lubricant is used as rotation speed control.
Although the engine engine speed control device of the present invention is shown when the engine engine for i is idling, a plurality of target rotation speeds are set according to the load condition, and the engine's actual rotation speed is adjusted to the same plurality of target rotation speeds. The present invention can also be applied to, for example, a cylinder enclosure for agricultural machinery, etc., which performs control as close as possible to the number of cylinders. In this case, since the throttle valve is usually not operated manually, the throttle valve can be used as an intake flow rate control valve.

(hereinafter) - As described in detail, according to the engine speed control device of the present invention, in an engine that can perform all-cylinder operation or partial mode operation in response to a signal from the operating cylinder number control means depending on the operating state, , a bypass passage that communicates and connects each part of the intake passage on the upstream and downstream sides of the throttle valve disposed part, and the bypass valve 1RG1 is installed and driven by an actuator to control the intake air in the bypass passage. Equipped with a control valve to control the flow rat, -
An idle sensor for detecting the idling state of the engine, a bon 45-tion sensor for detecting the actual opening of the control valve, and a rotational speed sensor for detecting the actual rotational speed of the ennon are provided. 1-Setting a first target rotation speed for full-cylinder idle operation and 1) setting a second target rotation speed for one-cylinder idle operation; The first or second target rotation speed set by the target rotation speed setting means is compared with the actual engine rotation speed detected by the rotation speed sensor. Actual rotation speed and first or second IT! A deviation information calculation means for calculating deviation information related to the target rotational speed rotational speed deviation, and a first target opening for all cylinders idling operation as described in h. target opening degree setting means for setting a second target opening degree for the above-mentioned partially idle idle operation; The first or second target opening degree set by the face-to-face degree setting means is compared with the actual opening degree of the control valve detected by the position sensor to determine whether the actual opening degree is the same as the first or second target opening degree. A drive control signal 4 is sent to the actuator so that the actuator is controlled to the first or second target opening degree.
With a simple configuration in which an actuator control means for outputting Moreover, it is possible to quickly set the engine speed to each target rotation speed, which has the advantage of ensuring stable engine operation.

[Brief explanation of drawings]

The drawings show an engine speed control device as an embodiment of the present invention. Fig. 1 is a schematic explanatory diagram showing its overall configuration, Fig. 2 is a control block diagram thereof, and Figs. 3 to 6 are all 70-chart for explaining its action, Fig. 7 is its target rotation speed - water temperature characteristic diagram, Fig. 8 is its basic target opening - water temperature characteristic diagram, Fig. 9 is its engine output characteristic diagram,
0 Figures (a) to (e) are all that'? 11(a) to 11(d) are timing diagrams for explaining the operation, and FIG. 12 is a schematic diagram for explaining the operation. 2.-Engine body, 4φ exhaust manifold, No. 6. Intake manifold 1ζ, 8.. Intake passage, 10.. Throttle valve, 12.. Fuel injection device, 13.. Solenoid valve, 14..
Air 70-meter, 16...Air cleaner, 18...Bypass passage, 20...Bypass valve as a control valve, 22
...Pressure response device as an actuator, 24..Guia 7 ram, 26..Pressure chamber, 28..Negative pressure passage, 30
... Atmospheric passage, 31... Auxiliary atmospheric passage, 32... fIS
1 solenoid valve, 33... check valve, 34... second solenoid valve, 35a, 35b... orifice, 36... spring, 37... third solenoid valve, 38... position sensor, 40... computer, 42... Air flow sensor, 44... Ignition device as rotation speed sensor, 46
・・Cooling water temperature sensor, 48・・Idle switch as idle sensor, 51・・Oil control valve, 54・・Vehicle speed sensor, 56・・Slon) small opening sensor, 57・・Battery, 58・・Input waveform shaping circuit, 60
・・CPU, 62・・RAM, 64・・ROM, 66・
・Output waveform shaping circuit, E...Ennon. RHI UHN Figure 7 Cooling water temperature TW------ Figure 8 Cooling water temperature TW □ Figure 9 (a) (C) 10 Figure (b) (d)

Claims (1)

[Scope of Claims] In an engine capable of operating all cylinders or some cylinders in response to a signal from a control means for the number of activated cylinders depending on the operating state, the intake passage upstream and downstream of the throttle valve disposed part of the engine It is equipped with a bypass passage that communicates and connects each part of the side, and a control valve that is installed in the bypass passage and driven by an actuator to control the intake flow rate of the bypass passage. The actual rotation speed is controlled to a first target rotation speed, and the actual rotation speed during partial cylinder idling operation of the engine is controlled to a second target rotation speed different from the first target rotation speed. In order to achieve this, an idle sensor that detects the idle operating state of the engine, a position sensor that detects the actual opening degree of the control valve, and a rotation speed sensor that detects the actual rotation speed of the engine are provided, and all the cylinders are Target rotation speed setting means for setting a first target rotation speed for idle operation 1 and a second target rotation speed for the above-mentioned - evil cylinder idle operation; The first* or second target rotation speed and the actual rotation speed of the engine detected by the rotation speed sensor are compared to determine the actual rotation speed and the first or second target rotation speed. and a deviation information calculation means for calculating deviation information related to the rotation speed deviation of the first target opening degree for the all-cylinder idling operation or the first target opening degree for the all-cylinder idling operation based on the calculation result from the deviation information calculation means. a target opening setting means for setting a second target opening for operation; and the first or 2nd! 7) Compare the target opening and the actual opening of the control valve detected by the position sensor so that the actual opening is controlled to the first or second target opening. An engine rotation speed control device comprising actuator control means for outputting a drive control signal to the actuator. 2-