JPS6022039A - Feedback control method for idling speed of internal- combustion engine - Google Patents

Abstract

PURPOSE:To prevent abrupt drop of the engine speed at the time when electric accessories such as head lamps and a radiator fan are turned OFF, by supplying air at the rate corresponding to the load acted actually to an engine when the electric accessories are turned OFF. CONSTITUTION:In an apparatus, in which a valve 6 for controlling the flow rate of auxiliary air is disposed at a portion of an air passage 8 connected to an intake passage 3 on the downstream side of a throttle valve 5 and the idling speed of an engine is controlled by controlling the valve 6 by an ECU9, the ECU9 is designed to control the quantity of operation of the control valve 6 according to the correction value detected from the ON/OFF conditions of electric means 16- 18 such as head lamps of a vehicle. Further, the value of load parameter of the electric means 16-18 which are turned ON before causing ON-OFF switching of the same is detected and it is compared with a reference value. In case that the former value is greater than the latter, the quantity of operation of the control valve 6 is corrected by a second correction value corresponding to the rate of change in the correction value at the time when the electric means 16-18 are switched from ON to OFF.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an idle rotation speed fee 1 to back control method for an internal combustion engine, and in particular, it suppresses changes in engine rotation speed when the electrical load on the engine decreases during feedback control, and improves control accuracy. This invention relates to an improved idle speed feedback control method.

Conventionally, a target idle speed is set, the difference between this target idle speed and the actual engine speed is detected, and the amount of air sucked into the engine is adjusted according to the size of the difference so that this difference becomes zero. An idle speed feedback control method is used in which the engine speed is adjusted to keep the engine speed at a target idle speed.
No. 6119, JP-A-56-126634). In such a method, when an electric device such as a headlight is activated, a generator that supplies power to the electric device is activated7, and this operation creates a load on the engine and reduces the engine speed, so the effect of increased load is reduced. The applicant has proposed an idle speed feedback control method that increases or decreases the amount of air taken into the engine by a predetermined amount in response to the on/off state of an electrical device before it appears in the engine speed. -066928).

However, if the required power of the electrical equipment exceeds the generating capacity of the generator, the power shortage is compensated for by the electric power generator, so the off state of the electrical equipment and the full load state of the engine do not correspond. A case may arise. That is, for example, when power is supplied from the battery to an electrical device and the battery becomes exhausted below the battery voltage Vo or a predetermined voltage VBL:G, the generator will maintain full power generation even after the electrical device is turned off. to charge the battery, the engine is still loaded by the generator even when the electrical equipment is turned off. Therefore, if the amount of intake air is reduced immediately when the electrical device is turned off, the engine will not be supplied with the amount of air commensurate with the load, and as a result, the engine speed will suddenly decrease.
Thereafter, the engine speed is gradually returned to the predetermined speed by the fee 1 to back control. This sudden decrease in engine speed not only causes discomfort to the driver, but also delays charging of the engine, and there is a risk of engine stalling if the clutch is engaged when the engine speed suddenly decreases.

The present invention has been made in view of the above-mentioned points, and avoids a sudden decrease in engine speed when the electrical device is turned off by supplying the engine with an amount of air corresponding to the load actually applied to the engine. The purpose is to In order to achieve this object, the present invention sets an operating claw of a control valve that adjusts the intake air amount of an internal combustion engine that is equipped with a plurality of electrical devices and a generator and a battery that supplies power to these devices to one eye. The engine rotation speed is controlled according to the difference between the actual engine rotation speed when cruising and the target engine rotation speed.
- In the pack control method, detecting the on/off state of each electrical device; the load of the electrical device in the on state before the change in the on-off state of the electrical device; A parameter value is determined and the load parameter value is compared with a predetermined value, and when the load parameter value is larger than the predetermined value, a second correction amount corresponding to the degree of change in the first correction amount is applied. The present invention provides an idle rotation speed feedback control method for an internal combustion engine that corrects an operating claw.

An embodiment of the method of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram schematically showing the entire engine speed control device for an internal combustion engine to which the method of the present invention is applied.
An air cleaner 2 is installed at the end of the track (J') and an intake passage (hereinafter referred to as "intake pipe") 3 is connected to an exhaust pipe 4. A throttle valve 5 is arranged in the middle of the intake pipe 3. An air passage 8 that opens in the intake pipe 3 downstream of the throttle valve 5 and communicates with the atmosphere is provided.Air 3ffl
Air cleaner 7 is installed at the open end of i'88 on the atmosphere side]
In addition, an auxiliary air amount control valve (
A control valve (hereinafter simply referred to as a "control valve") 6 is arranged. This control valve 6 is a normally closed solenoid valve, and is composed of a solenoid 6a and a valve 6b that opens an air passage 8 when the solenoid 6a is subdivided. (referred to as CU J) 9.

A fuel injection valve 10 is provided between the engine J of the intake pipe 3 and the opening 8a of the air passage 8, and this fuel injection valve 10 is connected to a fuel pump (not shown). ECU! electrically connected to J.

A throttle valve opening sensor 11 is connected to the throttle valve 5, and an I intake pipe absolute pressure sensor 13 communicating with the intake pipe 3 via a pipe 12 is located downstream of the open LI8a of the air passage 8 of the intake pipe 3, or an engine An engine cooling water temperature sensor 14 and an engine rotational angle position sensor 15 are respectively installed in the engine, and each sensor is electrically connected to the ECU 9.

Reference numerals IG, 17 and 18 indicate first, second and third electrical devices such as a headlight 1-, flake lamp, radiator fan, etc. 2, first, second and third electrical devices 16;
．． 17 and 18 are switches 16a and 17a, respectively.

], 8a, and battery 1 via connection point 19a
9 and directly connected to E C and TJ 9, respectively. An alternator 20 is connected to the connection point 19a, and a battery output voltage detector 2I is also connected to the connection point 19a.
This voltage detector 21 is connected to the EC[J 9 and the detected output voltage value signal of the battery 19 is supplied to the ECU 9. Further, a regulator 20a is connected in parallel to the first generator 20, and controls the field current of the generator 2° according to the output voltage value of the battery 19.

The generator 20 is mechanically connected to an output shaft (not shown) of the engine 1 and is driven by the engine 1 .

Then, each switch 16a, 17a, 18a is closed (on), and power is supplied from the generator 20 to each electric device 1.6, 17°18. Each electrical device 1G, ]
7.18 The total power required to operate is the power generation I.
When the power generation capacity of a20 is exceeded, the regulator 20a operates to increase the field current to the maximum rated current and bring the generator 20 into a full power generation state.

Even so, the power that is still insufficient is compensated for by the battery 19,
The battery 19 is exhausted and the output voltage value of the battery 19 V I
I decreases from the predetermined value II+':G. Therefore, when the battery 19 is exhausted, even if some or all of the switches 16a, 17a, and 18a are opened (off), the load of the generator 20, which is in full power generation state, is applied to the engine 1. It will continue to cost JJ 10.

Engine operating state parameter signals from the throttle valve opening sensor 11, absolute pressure sensor 13, cooling water temperature sensor 14, and engine rotational angle position sensor 15 and output voltage from the voltage detector 21 (No. 0 is supplied to the ECU 9) and the ECU 9 inputs the values of these engine operating condition parameter signals and the first, second and third electrical devices 16.17.1.
The engine operating state and engine load state are determined based on the electric load state signal from A 8 and the signal from the voltage detector 21, and the amount of fuel supplied to the engine 1, that is, the fuel amount, is determined according to the determined state. The valve opening time of the injection valve]O and the operation amount of the control valve 6 (in this embodiment, the valve opening time of the control valve 6) are respectively calculated, and the fuel is injected according to each calculated value. A driving pulse signal for operating the injection valve 10 and the control button t6 is supplied to each of them.

The solenoid 6a of the control valve 6 is energized for a valve opening time corresponding to the calculated value, opens the valve 6b, and opens the air passage 8, so that a predetermined amount of air corresponding to the valve opening time is supplied to the air passage 8. and the engine via the intake pipe 3.

The fuel injection valve 10 is opened for a valve opening time according to the above-mentioned calculated value and injects fuel into the intake pipe 3, and the injected fuel is blended with the intake air to maintain a predetermined air-fuel ratio (for example, stoichiometric air-fuel ratio). The air-fuel mixture (fuel ratio) is supplied to engine 1.

When the amount of auxiliary air is increased by lengthening the opening time of the control valve 6, the amount of air-fuel mixture introduced to the engine increases, the engine output increases, and the engine speed increases. Conversely, control valve 6
If the valve opening time is shortened, the amount of air-fuel mixture supplied will decrease and the engine speed will drop.

The engine speed can be controlled by controlling the amount of auxiliary air in this manner, that is, the opening time of the control valve 6.

Figure 2 is a diagram showing the circuit configuration inside the ECU 9 in Figure 1.
The output signal from the engine rotational angular position sensor 5 shown in FIG.
2 and is also supplied to the Me counter 903. The Me counter 903 indicates the current time ']' from the time when the previous TDC signal was input from the engine rotation angle position sensor 15.
The time interval until the input of the DC signal is the number n-1, and the divisor Me is proportional to the reciprocal of the engine rotation speed Ne. The M'e counter 903 supplies this count M e to the CPU 902 via the data hub 904 .

Detection signals from various sensors such as the valve opening sensor 11, intake pipe absolute pressure sensor 13, and water temperature sensor 4 in FIG. After the voltage is corrected to a predetermined voltage level by the multiplexer 90G, the A/D converter 9
Supplied on 07 h.

The Δ/D converter 907 connects each of the aforementioned sensors 11°+3.
]/] and detector 2] are sequentially converted into digital signals, and the digital signals are supplied to the CPU 902 via the data bus 904.

1 shown in FIG. 2nd and 3rd electrical device] 6゜17.
The on-off signals from each of the 18 switch controllers a,] 7a and 18a are corrected to a predetermined voltage level by a level correction circuit 908, and then the data is converted to a predetermined voltage level by a level correction circuit 908.
is converted into a predetermined signal by the CP via the data bus 90'l.
Supplied to U902.

The CPtJ 902 is further connected to a read-only memory (hereinafter referred to as rROMJ) 91 via a data string 2.904.
0, is connected to random access memory (R, AM) 91.1 and drive circuits 912, 91.3, and ROM9
10 temporarily stores calculation results etc. in the CPU 902;
ROM 9 ] 0 stores the control programmer 11 and the like executed by the CPU 902 .

The CPU 902 determines the engine operating state and the engine load state according to the aforementioned various engine parameter signals and battery voltage value signal according to the control program stored in the ROM 910, and controls the control valve 6 to control the amount of auxiliary air.
The valve opening duty ratio U) out is calculated, and a control signal corresponding to this calculated value is supplied to the drive circuit 912.

The calculation of this valve opening ratio D out is given by the following equation (1) as described later.

Do u t =Dp + n, +Dc n...=l
l) Here, DE is controlled by a value set corresponding to the load size of each electrical device (hereinafter referred to as electrical load term): JL6
This corresponds to the first correction amount for correcting the operating claw.

D p In is a feedback class, and the foot puncture term D p + n is further given by the following equation (2).

Dp + n = Dp In + Dp T n - (2) Feedback type IT here) p r n is eye 4 vote eye 1
It is set for each TDC signal depending on the magnitude of the difference between the engine speed and the actual engine speed. D E T
n is a value that is set according to the load condition of the generator applied to the engine when the electric device is turned from on to off, as will be described later, and is the second correction amount for correcting the operating claw of the control valve 6. handle.

The CPU 902 further calculates the fuel injection time T out of the fuel injection #rlO, and supplies a control signal based on this calculated value to the drive circuit 913 via the data bus 904 . The drive circuit 913 operates the fuel injection valve 1 according to the calculated value.
The drive circuit 912 supplies the control valve 6 with an on-off drive signal that turns the control valve 6 on and off.

Figure 3 shows the electric load term D E n and the intex number 72 representing the load parameter value of the electric load applied to the engine.
111'l) This is a flowchart of an arithmetic program for calculating n.
Executed for each signal.

When this calculation processor 11 is called (step 1 in FIG. 3), first, DEn and 7"I I N' o n
The stored value of is reset to zero (step 2). Next, it is determined whether or not the switch 16a of the first electric device 16 shown in FIG. If the determination result is affirmative (vIEs) in step 3, the stored value of DEn is set to the predetermined MDE corresponding to the electrical load of the first electrical device 16.
Add I and use this added value (DE n + DEL) as the new +: n memory value, and then 7'l + ++ o
A value corresponding to the load of the first electrical device 16 is added to the stored value of n, and this added value is converted into a new 7? +u o n as the stored value (step 4). The value corresponding to the load of the first electrical device 16 may be a numerical value representing the power consumption of the device 16, or may be a predetermined value set according to the power consumption of the electrical device. In this embodiment, the first. index number 7'l for the second and third electrical devices 1.6.1.7.1.8 respectively;
The case where 4, 2, and 1 are set as I N on will be explained. In this case, in step 11, 7'(
! 4 will be added to the stored value of uDn.

Next, the switch 17 of the second electrical device 17 is set as described above.
The on-off state of a is determined (step 5), and if it is not on, the process proceeds to step 7, and if it is on, Dc
A predetermined amount DE2 corresponding to the electrical load of the second electrical device 17 is added to the stored value of n, and 1=force 11i value (Drn+DL
2) is set to a new stored value, and the index number 2 set corresponding to the second electrical device 17 is set to 7'.
Add to the stored value of I + ++ On.

This added value (721*Ion+2) is converted into a new 7?
+p+' o n is set as the stored value (step 6). Furthermore, as described above, the switch 1.8a of the third electrical device 18
The on-off state of It (step 7) is determined, and if it is in the on state (the process proceeds to step 9, which will be described later, and if it is in the on state, it is L), the stored value of En is set to the electricity of the third electrical device 18. A predetermined amount D E 3 corresponding to the load is added, and this added value (D E n + D E 3 ) is used as a new stored value of Q E n, and the value set for the third electrical equipment [18] is index] is added to the stored value of 72 + +Io, and this added value (771N D n + 1') is set as the new stored value of 7 I NDn (step 8).

Next, the process proceeds to step 9, where it is determined whether the stored value of DEn is larger than the predetermined maximum value DEMAX, and if the determination result is negative (NO), the execution of the current loop of the program is ended, and the Apply the stored values as electrical loads. If the determination result in step 9 is affirmative (YES), that is, if the stored value of DEn is larger than the maximum value DEMAX, the process proceeds to step 10, and the maximum value DIEMAX is set to a new value DEMAX.
The current loop execution of the program is ended with the stored value of n, and the maximum value DI': MAxf! :Applied as an electrical load term. This value DEMAX is a value according to the maximum load of the generator 20 applied to the engine, and
If the field current is at the maximum rated current value, no greater load will be applied to the engine, so it is preset to a value commensurate with this load.

FIG. 4('a) shows the value D corresponding to the second correction claw mentioned above.
This calculation program calculates I:Tn, and is executed for each TDC signal within this calculation program ECL19.

When this calculation program is called (step IJ)
, First, the difference ΔDE n=DEn between the electrical loads Dpn calculated by the program shown in FIG. 3 at the current TDC signal and the electrical loads I) En -H calculated at the previous TDC signal.
−DE n −1 is the difference ΔD t: It is determined whether n is 0 or more or not (1rs) (step 12). If this determination result is positive (YES).

That is, if the current electrical load is the same as the previous time or increased from the previous time, the valve is opened according to the D E T n value.

- DE because there is no need to correct the tee ratio D out
With Tn=o, step 13) ends the execution of the current loop of the program.

If the determination result in step 12 is negative (NO), that is,
If the electrical load this time has decreased from the previous time, the process advances to step 14 and the average value V B of the output voltage Vo of the battery 19 is determined as a parameter value representing the power generation state of the generator 20.
It is determined whether or not X is greater than a predetermined value V o Ea. This average value V n x is calculated each time the TDC signal is generated, for example, in the V B X calculation subroutine shown in FIG. 4(b). That is, the output voltage Vn of the battery 19 is detected by the voltage detector 2I (step 2I), then step 2
2, the average value V a x of the battery voltage is calculated based on the detected value Vn. This calculation is performed, for example, using the following equation.

Here, X is a constant value of 1-255, and V[]xn
-+ is the average value determined last time, and V n n is the current detected value of the battery voltage.

The reason why the average value VBx of the voltage detection value Vo is used as the value to be compared with the predetermined value VnEa in step 14 is because the charging voltage of the battery by the alternator 20 is pulsating and the battery is not accurate due to noise etc. This is because the voltage value V n cannot be detected, and the X value in the arithmetic expression (2) is set based on the magnitude of the influence of these noises. Further, the predetermined value Br: a is a preset value that is used as a criterion for determining whether or not the operation of the generator 20 applies a high load to the engine, as described above.

Returning to FIG. 4(a), the determination result in step 14 is the previous run (Y
ES), that is, battery power < ? If the load of the generator 2o, which is in full power generation state, is applied to the engine as described above even though it is worn out and the electrical load has been reduced, proceed to step I5 and D c for the reason described later.
T
1) and terminates the execution of the current loop of the program.

If the determination result in step 14 is negative (NO), that is,
If it is determined that the battery voltage is higher than the predetermined value VBEa, the process proceeds to step 16, where the previous value nlNDn- of the index number 7'lINo calculated using the program shown in FIG. 1 to determine the engine load condition. Battery voltage is a predetermined value V 11 F
The reason why the engine is determined to be fully loaded by using the Intex number 721 N Dn when it is determined that it is high is as follows. Whether or not the generator 2o is in a full power generation state can be accurately determined by detecting the output current of the generator or the magnitude of the field current that correlates with the output current. In order to accurately detect the magnitude of the field current, an expensive device must be used, and such a device is large, making it inconvenient to mount it on a vehicle.

On the other hand, since battery voltage can generally be detected relatively easily with a small and inexpensive detector, the state of the generator 20 can be determined by detecting the battery voltage with the voltage detector 2J instead of detecting the field current described above. This is advantageous in terms of cost and in-vehicle installation. but,
The battery voltage Ve is set to a predetermined value V as the charging of the battery 19 progresses.
As the output voltage approaches BEG, the change in the output voltage becomes smaller, making it difficult to accurately detect the output voltage value V[1. Also.

If the characteristics of the voltage detector 21 change due to temperature, for example, it becomes difficult to accurately detect the output voltage value Vo. Furthermore, since the control voltage of the regulator similarly changes depending on the temperature, if the predetermined value V e E a is to be fixed, it must be set small in anticipation of the temperature change in the control voltage. Therefore, even if it is determined that the generator 20 is not in the full power generation state based on the detection result of the voltage detector 2 (the determination in step 14 is negative), the battery voltage VB is actually low and the generator 20 is in the full power generation state. In some cases, or even if it is determined that the battery voltage Vn is actually higher than the predetermined value V e E c, it may occur that the full power generation state continues. Therefore, in step 16, when any one of the electrical devices turns off, it is detected, and the index number used in the previous loop is used to determine whether or not the generator 20 was operating at full power generation state before the detection. 711, N on -1 is greater than 5, for example. If this determination result is affirmative (Y) ΣS), that is, even if it is determined in step 14 that the battery 19 is not exhausted, if the generator 20 was in a full power generation state until the previous loop, then in the current loop Since there is a possibility that the load of the generator 20 in the full power generation state continues to be applied to the engine, in this case, the process proceeds to step 17, and for the reason described below, step 1. )E
The T n value is the difference ΔDcn determined in step J2 above (
-1) and then set to a value that is further multiplied by a predetermined coefficient value XET, and the execution of the current loop of the programmer 11 is completed. This predetermined coefficient value XEX is 0≦XET・≦
For example, the value of XET is set to 0.6.

If the determination result in step]6 is negative (NO), that is,
If it is determined that the battery voltage has recovered during the current loop, and furthermore, it is determined that the generator 20 was not in a full power generation state during the previous loop, it is determined that the load of the generator 20, which was in a full power generation state during the current loop, is not being applied to the engine. Since this is possible, set Dcrn=0 (step 18), and end the execution of the current loop of the program.

Figure 5 shows the electrical load terms DE n, DE ]■l
value and feedback type D calculated as described below
This is an arithmetic program that calculates the valve opening duty ratio D o u L from p + n, and this arithmetic progera 11 is also an EC program.
The TDC signal is executed within U9.

When this blockram is called (step 31 in Figure 5)
), first, a number M proportional to the reciprocal of the actual engine speed Ne
Determine whether e is smaller than the number Ms corresponding to the reciprocal of the upper limit value No of the target idle rotation speed (step 32).
. If this determination result is negative (NO) (that is, N
e≦Nl4), proceed to step 33 and check whether the number Me is larger than the number Mt corresponding to the reciprocal of the lower limit value NI- of the target idle rotation speed! 1'1 separate. When the determination result in step 33 is negative (NO), that is, when it is determined that the engine rotation speed Ne is between the upper limit value of the target idle rotation speed, the lower limit value No, and NL according to the determination results in step 32 and step 33, the actual Since there is no need to increase or decrease the engine speed Ne, the deviation value ΔMn is set to zero (step 34), and the value of the feedback type D p 111 is set to the value of the previous loop Dp+n-+ (step 35).
Proceed to step 36.

The above-mentioned values Mu, M+- may be determined depending on the exhaust gas characteristics, the fuel efficiency characteristics, or the optimal fuel consumption characteristics depending on the water temperature signal from the cooling water temperature sensor and the engine load of the electrical devices 16 to 18, etc., for example. It is set so that

When the determination result in step 33 is affirmative (YES), it is determined that the actual engine speed Ne is smaller than the lower limit value NL, and in step 37, the deviation value ΔMn (in this case, ΔMn is a positive value) is determined. The integral control term ΔD+ is calculated by multiplying this deviation value ΔMn by a constant number (step 38).

Next, the difference between the deviation value ΔM n determined in step 37 and the deviation value ΔM n −1 in the previous loop, that is, the acceleration deviation value ΔΔ~1n is determined (step 39), and a certain number is added to this acceleration deviation value ΔΔM Tl. K p is calculated and the proportional control term △
Dp is determined (step 40). The value obtained by adding the control value D p + n −) of the previous loop to the integral control term ΔD+ and proportional control term ΔD1) determined in this way is set as the current feedback type D P Ir+ (
Step 41), then proceed to step 36.

If the determination result in step 32 is affirmative (YES), the actual engine speed Ne is the upper limit value N of the target idle speed.
It is determined that the value is larger than o, and the deviation value ΔMn (at this time, ΔMn becomes a negative value) is determined in step 42. Similarly, in step 38, the integral control term 80 +
, in step 40, the proportional control term ΔI)p and in step 41, the current feedback type Dp+n is determined, and the process proceeds to step 36.

Next, the value obtained by adding the DETn value to the D P I n value determined in step 35 or 41 is set as the new p, +n value (step 36), and then the second Dp+n (directly adding the electrical load term Dtn) is set as the new p, +n value. The value is set to the valve opening duty ratio DO11t (step 43), and the execution of the current loop of the program is ended. As a result, L') IET n =
If it is set to 0 (step 1 in Figure 4(a)
3.18) The Dout value is the sum of the D p + n value calculated in step 35 or 41 and the electrical load term D E I+ during the current loop. Also, ID[tn=ΔDpn
If it is set as (=-DCn+Dgn-1) (
Step 15 in FIG. 4(a) is Dout=Dp+n+D
The generator 20 becomes En-1 and is maintained at the value before the reduction in electrical load, and remains in full power generation state even after the electrical equipment is turned off.
In this example, the amount of auxiliary air is determined by the engine speed, D IET n = N E
When T (-AD E 11 ) is set (step 17 in FIG. 4(a)), D out =
D p 1 rl + D E n +X r,: t゛・(D E n-1−D E n), and as mentioned above, if X, E ・r = 0.6, the valve opening duty ratio D out is The value is obtained by adding 60% of the difference (-8DEn) in the electrical load terms between the previous loop and the current loop to the sum of the feedback type Dp+n and the electrical load term D[n during the current loop. Therefore, as mentioned above, if there is a possibility that the load of the generator 20 in full power generation state is continuously applied to the engine during this loop, 60% of the difference (-ΔD E Il ) in this electrical load term is Since the control valve 6 is controlled by the added valve-opening ratio DouL, the risk of the engine speed decreasing to 1 J is avoided.

Also, the Dp+n value set in step 36 is used as the Dp+n-1 value for the next loop (step 35
Or 41) Therefore, from the next time onward, the value of D o u for one life will gradually change from the value of D o u at this time according to the integral term ΔD1 and the proportional term ΔDp in steps 38 and 40, Sudden changes in engine speed Ne can be avoided.

In the above embodiment, the auxiliary air control valve 6 disposed in the air passage 8 is controlled to adjust the intake air amount of the engine, but the present invention is not limited to this. Any method may be used as long as the amount can be adjusted with high precision.For example, the opening degree of the throttle valve may be directly controlled. Further, instead of controlling the operating claw of the control valve as the duty ratio of the valve opening time of the control valve as in the above embodiment, the valve opening degree may be controlled.

As explained above, according to the present invention, the operation amount of the control valve that adjusts the intake air amount of the internal combustion engine, which is equipped with a plurality of electrical devices and a generator and a battery that supplies power to these devices, is adjusted during idling. In an idle rotation speed feedback control method that performs control according to the difference between an actual engine rotation speed and a target engine rotation speed, the on-off state of each of the electrical devices is detected, and the operating amount is determined based on the detected on-off state. A first correction amount is determined to correct the actuation pawl, and when the at least one electrical device changes from on to off, a change amount in the first correction basis is determined, and the amount of change in the first correction base is determined, A load parameter value of the electrical device in the on state before the change in the on-off state of the electrical device is determined and the load parameter value is compared with a predetermined value, and when the load parameter value is larger than the predetermined value, the first correction is performed. The above-mentioned work by the second correction amount according to the personality of the amount of change in the base! By correcting RIIffi, it is possible to supply the engine with the amount of air that corresponds to the load actually applied to the engine when the electrical equipment is turned off, which prevents the engine speed from suddenly decreasing when the electrical equipment is turned off. You can avoid that.

[Brief explanation of drawings]

Fig. 1 is an overall configuration diagram of an internal combustion engine control device to which the control method of the present invention is applied, Fig. 2 is an electric circuit diagram inside the electronic control unit 1 to (ECU) shown in Fig. 1, and Fig. 3 is an electric load Term Dcn and number of indexes 721 N o n
Flowchart 1-1 Fig. 4 (,
) is a flowchart 1-5 showing the calculation progera t1 of the second correction value DETn. FIG. 4(b) is a flowchart of the subroutine for calculating the average value of the battery voltage, and FIG. This is a calculation program for the valve duty ratio Dout. DESCRIPTION OF SYMBOLS 1... Internal combustion engine, 3... Intake passage, 5... Throttle valve (throttle valve), 6... Auxiliary air control valve, 8... Air 3m path, 9... Electronic controller 1 to roll unit, 10
・・Fuel injection valve, 16.17.18・・Electrical device, j9
9. Battery 520...1 ff unit, 21 - Battery output voltage detector, "Vn...Battery output voltage value, Vnx...Average value, vB Ea...Predetermined value'
,' D p + n...Feedbacks, D E
n...Electric load term, Dout...Valve opening duty ratio, 721 N o n-index number/applicant
Honda Motor Co., Ltd. Agent Patent Attorney Toshihiko Okibe 174 (b) Envy 5

Claims (1)

[Claims] ■ An internal combustion engine equipped with a plurality of electrical devices and a generator and battery for supplying electric power to these devices. In an idle speed feed hack control method that controls according to the difference between an actual engine speed and a target engine speed, an on-off state of each of the electrical devices is detected, and the operation is performed based on the detected on-off state. A first correction amount for correcting the pawl is determined to correct the actuation amount, and when the at least one electrical device changes from on to off, a change in the first correction amount is determined, The load parameter value of the electrical device in the on state before the change in the on-off state jlI+ is determined and the load parameter value is compared with a predetermined value, and when the load parameter value is larger than the predetermined value, the first A method for feedback controlling an idle rotation speed of an internal combustion engine, characterized in that the actuation pawl is corrected by a second correction amount depending on a magnitude of change in the correction amount. 2. The idle speed feedback control method for an internal combustion engine according to claim 1, wherein the load parameter value of the electrical device is determined by the sum R1 of power consumption for each electrical device in an on state. . 3. The idle rotation of the internal combustion engine according to claim 1, wherein the load parameter value of the electrical device is determined based on a predetermined value set corresponding to each electrical device in an on state. Number feedback control method. 4. The idle speed of the internal combustion engine according to any one of claims 1 to 3, wherein the second correction amount is multiplied by a predetermined coefficient value to correct the correction amount. Feedback control method. 5. Detecting a parameter value representing the power output from the generator, comparing the detected value with a first predetermined value, and performing the second correction when the detected value is smaller than the first predetermined value. 2. A method for feedback controlling the idle speed of an internal combustion engine according to claim 1, wherein the idle speed feedback control method for an internal combustion engine comprises modifying the idle speed of the engine. 6. The parameter value representing the amount of power output by the generator is the output voltage value of the battery, and when the battery voltage exceeds a first predetermined value, it is determined that the output of the generator is smaller than the predetermined value. A method for controlling an idle speed feedbank of an internal combustion engine according to claim 5.