JPS6030444A - Idle revolution control device for engine - Google Patents

Abstract

PURPOSE:To effectively prevent the number of idle revolutions from dropping by allowing an external load to be substantially applied to an engine while delayed by prescribed time after turning a load operation switch on upon operating the engine with small fine low speed torque. CONSTITUTION:When, during a two cylinder operation, a cooler is operated by turning a load operation switch 24 on, a secondary target P22 of a bypass valve 16 is computed by employing a primary target position P21 of the bypass valve 16 and a correction amount DELTAP22 of the valve 16 yielded by previously anticipating the number of idle revolutions dropping by the cooler operation so as to correct said number to permit a final target value P0 of the valve 16 to be computed by said computed value and a correction amount DELTAP21 yielded on the basis of the number of revolutions. Based on this P0, the valve 16 is controlled, and further an initial value of a delay timer is decremented. A series of controls are repeated till the timer value reaches 0, and upon reaching 0, a solenoid clutch 25 is connected to operate the cooler. Hereby, the cooler is operated delayed by prescribed time after turning the switch 24 on, so that when the cooler load is actually connected, the number of idle revolutions has been already increased by the prescribed value. Thus, there is no dropping of the number of idle revolutions.

Description

Detailed Description of the Invention (Industrial Field of Application) The present invention constantly converges the idle speed of an engine to a target idle speed through feedback control, and simultaneously controls the engine's idle speed when an external load such as a cooler is activated. In order to prevent a temporary drop in the engine idle speed due to the operation of the external load, a so-called estimated correction is performed to increase the idle speed at once by a pre-estimated amount according to the external load. Buoy
It is designed to prevent the idle speed from temporarily dropping due to the delay in the operation of the Dopatsu 1TG control (Special Publication No. 1: JShoj-1I-11372!), but in this way, when the external load is activated, For example, in an engine with eccentric port number control in which the number of operating cylinders is switched between two-cylinder operation and two-cylinder operation depending on the operating condition of the engine, the slight engine speed torque is small even if a predetermined estimated correction is performed. When cylinder operation is being performed, the engine is operating at high efficiency and therefore the external load is reduced! ! ! Therefore, no matter how the estimated correction amount is set, there is a period when the idling rotation speed temporarily drops when an external load is applied.

(Object of the Invention) The present invention enables the external load to be applied to the engine substantially after a predetermined time delay after the load activation switch is turned on, thereby applying the external load during operating conditions where very low speed torque is small. The object of this invention is to provide an engine idle rotation side 811 device that can effectively prevent the drop in engine idle rotation speed that occurs when the engine is idle.

(VJ construction of the invention) As shown in the ma block diagram shown in FIG. a load operation switch 21I that detects the rotation speed of the engine, an engine rotation speed detection means A that detects the rotation speed of the engine, and a seventh control based on a comparison value between the rotation speed detected by the engine rotation speed detection means A and the target idle rotation speed. Signal and the load body movement switch 21I
control signal output means B for outputting a second control signal for increasing the intake air amount to the engine l by a predetermined amount at the same time as the input of the engine l;
and the above-mentioned No. 1. an intake air amount adjusting means C which adjusts the suction chamber 'AWL supplied to the engine l during idling in response to a second control signal; Kot
load operation timing correction means for correcting the operation timing of the external load, 2t, so that the external load 2t acts, and the 2nd and 2ff'fU signals from the control signal output means B are simultaneously applied when the load operation switch 2t is turned on. Based on the above intake air amount lol! The i adjustment means C increases the amount of intake air to correct the expected idle speed of the engine, while the load operation timing correction means increases the engine speed at a predetermined time 11f+ after the load operation switch 211 is turned on. The present invention is characterized in that an external negative force H2 is substantially applied to the engine, thereby effectively preventing a momentary drop in the idle speed when an external load is activated.

(Actual Wi example) Figure 2 shows a so-called trachea number Mfin method, which switches the i@ air number to 2 air and l cylinder depending on the operating condition of the engine. The idle rotation side 8W mounting case 2 according to the actual example M of the present invention has been removed.

The engine l is the intake valve of a predetermined l cylinder among the cylinders! II'Kiben! A control circuit is located in the middle of the rocker arms 6 and 6, which are respectively engaged with the rocker arms 6 and 6. It has a support part 10 that is moved forward and backward in response to the control signal, and when the support member 10 is in the protruding state, the rhythmic movement of the rocker arm T is enabled, and when the support member 10 is in the retracted state, the operation of the rocker arm B is disabled. The rocker arm support part f! '(Attach t and r, respectively, and install each rocker arm support ff!f, za...
・By controlling M according to the m-rotation state of the engine, it is possible to return the engine's remote @rm to two operating modes, full-cylinder operation and reduced-cylinder operation, λ0-ζ. . Incidentally, in FIG. 2, the number 7 is a camshaft.

In addition, the engine is equipped with an air cleaner puffer, an air flow meter 13, a throttle valve L2, and a fuel injection valve 7 in order from the intake upstream side to the intake downstream side, and the throttle valve 7.2. Bypass passage l! The bypass passage/! A bypass valve lt is installed which acts to control the idle speed of the engine by observing the passage area (NJ, amount of bypass air). A cooler (not shown) is attached to this engine as an external load via an electromagnetic clutch and a clutch, and the cooler is activated or deactivated by the ON/OFF operation of the load activation switch 21I. It is said that

Furthermore, in the control circuit 20 which constitutes the main body of the idle rotation control device Z of the present invention, the current engine rotation speed is detected from the rotation speed sensor (engine rotation speed detection means) 2/ as a control factor, and the current engine rotation speed is detected from the gear switch 2/. The gear position of the transmission gear is determined by the vehicle speed sensor, and the current vehicle speed is determined by the engine l.
The engine cooling water temperature is measured from the water temperature sensor/9 attached to the
The current amount of intake air is measured from the air flow meter /3, and the idle switch /1 installed on the throttle valve /,2 shows whether the throttle valve / is currently idling or not. The 0N-OFF state of the zero-load operation switch 211- is input from ≠, and the ffff of the fuel injection valve/7 is input based on these input signals.
The selection of the valve time and valve opening time (fuel control), the opening degree of the bypass valve (idle adjustment), the air rotation n'Er, and the operation timing of the external load, which is the main focus of the present invention, are controlled respectively.

Is this idle rotation control device +? ′! When the external load is not operating, z is the opening degree of the bypass valve/O through feedback control based on the current engine speed and target idle speed! lli! While the engine speed is brought to the target idle speed by S, the external load of 41! At 4 o'clock, at the same time as the load operation switch 21 is turned on, the opening of the bypass valve /J is opened to a predetermined value to perform a so-called anticipatory correction to increase the idle rotation speed. The load is substantially applied.

The side method of controlling the idle rotation speed using this idle rotation control device GLtz will be explained using the flowchart shown in FIG. 3 and g ≠ When the external load is activated while the engine is running, the actual fat-making time of the external load is set to reach a predetermined time from the time when the load activation switch is turned on only in case C, that is, when the idle speed drops. In other cases (N1, a case where the idle speed hardly drops), an external load is applied to the engine at the same time as the load control switch is turned on.

Now, in Figure 4, as shown in the emotional gland diagram φ, b, the reduced tube (2
To explain the case where an external load is applied during operation (cylinder), first, step S of the flowchart in FIG.
In L, the current engine operating data, that is, engine speed, number of cylinders, intake port pressure, bypass valve position (rJrJ degrees), cooling water temperature, throttle valve /, 2
The opening degree, gear position, etc. are input to the control circuit 20. Next, in steps S and L, the current required number of cylinders is determined based on the engine speed and intake negative pressure of the input data, and the cylinder number system #m is output (step St).

Next, in step S4, it is determined whether the engine is currently idling based on the engine speed, throttle valve opening, and transmission gear position, and if it is not idling, the process returns to step S1 without any +III control operation. If the engine is idling, proceed to step S and perform a predetermined idling rotation. There are four possible operating conditions for the engine that performs this idle link rotation side. That is, there is a first operating state in which the cylinder is running at high speed and the cooler is not operating, a second operating state in which the - cylinder is operating and the cooler (external i load) is operating, and a second operating state in which the cylinder is running at high speed and the cooler (external i load) is operating. A third operating state in which the cooler is not operating, and an eleventh operating state in which the cooler is operating in FFM operation. There is a driving state. The idle rotation control method for each of these operating conditions will be explained below.

First, since the current operating state is the first operating state as described above, the process proceeds from step S5 to step S7, and in step S7, the primary target position (II , when the target idle speed corresponding to the current engine temperature during two-cylinder operation is, for example, IOOrpm, the basic position of the bypass valve/4 that can realize this target idle speed is:
Calculate P,7. In addition, this - big target body-wearing PI
The calculation of I is also performed during the second rotation state. Also, the 3rd and 1st I3 which are passed through the G cylinder! ! In the 1st rotation state, in step 34, the primary target position of the bypass valve/B when operating the 1st cylinder (jl[i, the target idle speed corresponding to the current engine temperature when operating the 2nd cylinder is set to, for example, 4j orpm). In this case, the basic position of the bypass valve lt that can realize this target idle speed) P7. Calculate.

Next, in step 59 the load activation switch 211
As a result, since the load excitation switch 2≠ is not currently turned on, in step Sy, the electromagnetic clutch 2! for connecting the cooler (not shown) is activated. At the same time, a delay timer that acts as a load production timing correction means is set to an initial value (fi). The ω period value (1) of the delay timer is decremented by a predetermined value in the steps described below,
It is updated and set to the initial value (n) every time it passes through steps S and c. Therefore this timer value is the load activated switch. 2
1/, which is not input, will change periodically between the initial value n and the value n1 decremented once,
When the load operation switch 211 is turned on, the time to turn on the cooler is set substantially based on this once-decremented value n.

Having set the initial value of the delay timer in step Sle, he proceeds from step Sli to step S/&, and sets the idle rotation speed ro.

At step 517, as RP starvation begins, the bypass valve/l correction amount △P, 1 (hereinafter referred to as the rotation speed-based correction amount) is determined based on the deviation between the current engine zero speed and the target idle speed. Further, in step S1, the rotation speed based correction amount ΔP is calculated.

The final target position P6 of the bypass valve 7g is calculated from the above-mentioned large target position P, and the opening degree of the bypass valve/B is determined based on this final target position P. [
(Step S, 1). In diameter adjustment for each bypass valve, since the delay timer value has not yet reached O, the process advances from step S2 to the step frame, decrements the initial JPJ value (fi) - times, and returns to step SI again. This series of controls is repeated until the operating state of the engine changes from the first operating state to another operating state. That is, in this first operating state, the estimated idle speed is not corrected, and only the difference between the target idle speed and the current speed is corrected by feedback control. The change state of the rotation speed etc. during this first rotation state is the fourth one! In the figure +l111 form! It is shown closed.

Incidentally, in the third operating state, in step S7, ? Instead of calculating the primary target position P during tracheal operation, in step S6, the primary target position R', 1-2g is calculated during cylinder operation, and in step StA+.
Instead of calculating the rotation speed-based correction block 1Δr at S+7 and based on this in step S1, calculating the target position in 9 at the time of turning the 2-kilometer path, step 5 (HeS+
1 calculates the correction amount ΔP417 based on the number of times 1111, and based on this calculates the target position 9 for the 1-cylinder operation in step S1. Feedback control of idle rotation is performed using exactly the same steps as for the I hand condyle. The state of change in the rotational speed 7 during this third operating state is shown as control type page n1 in FIG.

On the other hand, in the middle of every l operating state, the load activation switch 21I is turned on, and when the rolling state changes from the first arresting state to the R state by fN,2, step s5;
Proceeding from Step S++ to Step S and U, in Step S1, the bypass valve is set in advance to compensate for the primary target position of the bypass valve (calculated in Step S7) and the number of idle times that decrease due to cooler operation. The estimated correction amount for the bypass valve L (hereinafter referred to as the load-based correction amount)
From Δt to the secondary target position of the bypass valve 1. Calculate this secondary giant tree body image t and step S, 7
The final target position P of the bypass valve is calculated by taking into account both the load-based correction amount and the rotational speed-based correction amount based on the rotation speed-based correction amount ΔP,l. Calculate. Based on this final target position P, the bypass valve/B is controlled, furthermore, the initial value of the delay timer (substantially) is decremented, and step S is again performed. Return to This series of controls is repeated until the delay timer value reaches O. If the delay timer value reaches O after the control is repeated several times, proceed from step Sa) to step 5.3, connect the electromagnetic clutch, and actuate the cooler. (substantial rhythmic onset of external r1 load). That is, after the load operation switch Koda is turned on, the cooler is activated with a delay of a predetermined time (fi). The change state of rotation speed etc. in this case is the fourth one! This is shown as control mode I in the figure. In this way, if the timing at which the cooler load is actually connected to the engine is delayed by a predetermined period of time from when the load operation switch 21/- is turned on, by the time the cooler load is actually connected, the idle speed of the engine has already been adjusted due to the estimated correction. Since the number is increased by a predetermined value, the target idle speed (f 00 r
pm).

In the ff1Il operating state, the process proceeds from step sI+ to step S1, and in step S1, the primary target position P41 calculated in the above-mentioned step S6 and lI
The secondary target body position vagina is calculated from the load-based correction amount ΔP and Y at the time of Qi FTF feedback, and furthermore, the delay timer value is set to 0 in step s1μ. Further, from step S, proceeding from step s11 to step sIy, the rotation r&I'vI based correction amount ΔP□7 is calculated, and in step Spa, the rotation speed based correction amount △P6゜ and step S, l c'n are calculated. The final target position P is calculated from the next target position, and the idle rotation speed is adjusted by controlling the bypass valve lB based on the final target position. Also, for this warming step S1. Since the delay timer value has already been set to 0 in step S, the process proceeds directly from step S to step 2, where the electromagnetic clutch and 2 are connected to operate the cooler. That is, when this 11th operating condition hits, the load operation switch, 2! At the same time as I is turned on, the cooler is excited to 4''F!.The state of change in the number of rotations, etc. during this 3rd rotation state is shown by the part form ■ in Fig. ψ. Since the very low-speed torque is relatively large in the ψ stall state, there is almost no drop in the idle speed even if the cooler is activated at the same time as the cargo operation switch 2II is turned on.

In the above embodiment, by delaying the connection of the electromagnetic clutch for a predetermined period of time, the external load is substantially applied to the engine with a delay of a predetermined period of time after the load 40-operation switch is turned on, but the following may also be used. . In other words, the timing to start applying 'ff11' to the electromagnetic clutch in order to connect the electromagnetic clutch is synchronized with the turning on of the load operation switch.
I! The Im flow may be initially set to a small value and gradually increased over time, so that the external load acting on the engine is substantially delayed with respect to the activation of the zero-load operation switch.

(Effects of the Invention) The engine idle speed control device of Kihaguchi l is an idle speed control device that prevents a drop in the idle speed by performing estimated correction when an external load of a cooler is activated. In the 9th case when the engine is idling in an operating region with small low-speed torque, that is, when the load operation switch is at a temperature where a drop in the number of idling times occurs when external load is activated, no matter how you set the estimated correction amount, the load operation switch is When the external load is turned on, there is a delay of a predetermined time after the load operation switch is turned on, in other words, the external load is substantially activated when the predetermined estimated rotational speed correction is completed. This has the effect that it is possible to more effectively prevent the idle switch from momentarily dropping when the engine is activated.

[Brief explanation of the drawing]

Fig. 1 is a block diagram of the engine idle speed control device according to the present invention, and Fig. 2 is a block diagram of the engine idle speed control device according to the present invention. The system diagram of the engine idle rotation control device according to the Ii1 example, the ttEJ diagram is a pro chart, and the φ diagram is a flil+ control characteristic diagram. /-M-Engine 2...Intake passage...Intake valve...! ...-〇・Exhaust valve t...Rocker arm support device l'2...Throttle valve/3...Central air flow meter/j...Bypass i path/l...Bypass Valve 17...Fuel injection valve ir-φ...Idle switch 19@...Water temperature sensor 0...Control 11 circuit 2/...Rotation speed sensor, 22...Neutral switch 23... ...Vehicle speed sensor, 21/, ...Load operation switch 2...Electromagnetic clutch B...External load A...Engine speed detection means B...Control J Signal output means C...Intake air mu adjustment means D...Load operation timing correction means

Claims (1)

[Claims] /・ An f4W activation switch that controls the activation/deactivation of an external load such as a cooler connected to the engine, an engine rotation speed detection means that detects the engine rotation speed, and the engine rotation speed detected by the engine rotation speed detection means. control signal output means for outputting a first M control signal based on a comparison value between the rotation speed and a target idle rotation speed and a second control signal for increasing the amount of intake air to the engine by a predetermined amount at the same time as the load operation switch is turned on; Previous Ef5/, drunkenness, 2 The amount of intake air supplied to the engine during idle link in response to the fi control signal!
1%, and a load operation time rule correction means for correcting the operation timing of the external air load so that the external load substantially acts on the engine after a predetermined period of time after the load operation switch is turned on. An engine idle rotation control device characterized by being equipped with [! ! .