JPS61104131A - Control device for number of revolutions of engine - Google Patents

Abstract

PURPOSE:To prevent temporary deceasing of the number of revolutions of an engine, by providing a field current regulating means which controls a field current control means so that the value of a field current is maintained at a value before input of an electric load. CONSTITUTION:An alternator 16, which forms a power feed source to a load 22, is provided. A load correcting circuit 24 determines the correction amount of the suction amount of an engine to feed it to a control circuit 28 for the number of revolutions of an engine. A field current regulating means 31 controls the working condition of a field current control means 33 so that the value of a field current is maintained at a value before input of an electric load. This prevents the occurrence of a production lag in a load during input of an electric load, and also enables prevention of a decrease in the number of revolutions of an engine.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention is an engine equipped with an alternator that prevents the engine speed from decreasing when an electrical load is applied. This is related to numerical control devices.

(Prior art) Conventionally, in automobiles, the engine speed is controlled to a constant value by detecting the input timing of an engine load such as an air conditioning compressor during idling operation, and correcting the intake air amount, fuel, etc. accordingly. There is an engine speed control device designed to do this.

Among these, in particular, attempts were made to prevent a drop in engine speed when the engine load suddenly increased due to an official operating an air conditioning compressor or switching the shift lever of an automatic car. 98413
There are others shown in the publication.

In this conventional technology, in order to speed up the response on the engine side, a separate intake control valve is provided to forcibly correct the intake air amount directly to C via a normal engine control loop, and this valve is connected to the air conditioning compressor. It is designed to operate according to load input timing such as turning on or switching the knot lever.

However, in the case of this conventional technology, even if the amount of air supplied to the engine is corrected promptly at the timing of load input, it still takes a certain amount of time before the engine can actually respond. is necessary, which inevitably causes a tracking delay. As a result, drawbacks such as a momentary drop in engine speed and stalling cannot be completely eliminated. Therefore, in order to solve this problem, we first detect the input timing of the above load, and from the time of detection until the engine side actually takes action (until the rotation speed increases), the above load is not operated. There was one that applied a delay to prohibit .

However, with this configuration that delays the operation of the load, although it is possible to prevent a temporary drop in engine speed,
A delay in the operation of a load is by no means desirable, and the above configuration may not be applicable depending on the type of load, as in the above-mentioned case of switching the knot lever.

(Object of the Invention) The present invention has been made in view of the above-mentioned points. In particular, in a device in which an alternator is driven by an engine, it is possible to avoid causing a delay in the operation of the load when an electrical load is input. It is an object of the present invention to provide an engine rotation speed control device that can prevent even a temporary decrease in engine rotation speed.

(Means for Achieving the Object) In order to achieve the above object, the present invention provides a battery that serves as a power supply source for the load when the generated voltage of the alternator is lower than the load voltage, and the generated voltage is lower than the battery voltage. In an engine equipped with an engine-driven alternator that serves as a power supply source for the load when the electrical load is large, load input detection means for detecting that an electrical load is input; an engine control means for correcting an increase in the intake air amount; a field current control means for controlling the field current of the alternator according to the input load current value of the electrical load; and a load input of the load input detection means. Controls the operating state of the field current control means so as to operate upon detection and maintain the value of the field current controlled by the field current control means within a predetermined time at the value of ii7 to which the electrical load is input. 74. Field 74 flow adjustment means.

(Function) According to the above configuration, when an electrical load is input in the idling operating state, first, the intake air amount to the engine is increased 5th++ positive, and at the same time (the engine speed corresponds to the correction amount). The value of the field current is maintained at the input power value of the load until it reaches a predetermined value.

Therefore, from when the electric load is input until the engine speed reaches a sufficient corresponding value, there is no increase in f-field current, and the alternator no longer becomes a cause of low engine speed. On the other hand, voltage is supplied from the battery to the electrical load at the same time as the electrical load is input, and the electrical load immediately enters the operating state.

(Example) In the drawings, FIGS. 1 to 3 show a first embodiment of the present invention, and FIGS. 4 to 6 show a second embodiment of the present invention.

First, the first embodiment shown in FIGS. 1 to 3 will be explained.

First, FIG. 2 is a block diagram showing a schematic configuration of the engine speed control device in the first embodiment, FIG. 1 is an electric circuit diagram of the main part thereof, and FIG. 1
This is a time chart of the signals in the main part of the figure.

In Fig. 2, numeral 1 is the engine, 2 is Norinoda, and 3 is the engine.
4 indicates an intake pipe, and 4 indicates 1 exhaust pipe. In the intake pipe 3, there is an intake air temperature sensor 6 located in the air cleaner section 5, an air 70 meter 7 on the intake downstream side of the air cleaner section 5, and a throttle valve 8 and a throttle opening sensor 9 on the intake downstream side. are provided respectively, and the other exhaust pipe 4 is provided with 0. A sensor 10 is provided. Further, the symbol I+ indicates a fuel injector 12 provided at the engine side end of the intake pipe 3.
13 is a solenoid valve for controlling the intake air amount, and I4 is an air valve for fast idle up.

The solenoid valve 13 and the fast idle up air valve 14 are each provided in a bypass passage 41 that bypasses the throttle valve 8 in the intake pipe 3 . Further, reference numeral 15 is a pressure sensor that detects negative pressure within the intake pipe 3, and reference numeral 16 is an alternator driven by the engine.

Each of the above-mentioned members indicated by reference numerals 6 to I6 is connected to the engine electronic control device 17, and is controlled based on a predetermined control program in accordance with the operating state and load amount of the engine. It has become.

On the other hand, the engine electronic control unit 17 is further connected to a load input detection p-stage 20 for detecting input of an electrical load such as a distributor 18 for engine ignition, an igniter I9, and a headlight. In addition, the code|symbol 21 is a battery.

Here, to explain the basic operation of the engine 1 shown in FIG. Also serves as engine rotation speed detection means in the scope of claims)18
The engine speed signal from the engine electronic control unit 17
, and if it is determined that the engine l is in the idle operating state, the bypass passage 41 is
The intake air amount is controlled by a general solenoid valve (corresponding to the engine control means in the claims) +3, and at the same time, the fuel injection amount is also controlled and the idle speed is controlled. .

That is, when the engine I is in an idle operating state, if the rotational speed of the engine I deviates from the set idle rotational speed due to ON/OFF of various loads, the opening degree of the solenoid valve 13 is feedback-controlled, and accordingly. The intake air amount and fuel injection amount are controlled so that the engine speed converges to the target speed. In this case, the loads that cause the engine speed to fluctuate include mechanical loads such as air conditioning compressors, and electrical loads such as headlamps and power window motors. Even if the load is 1, when the engine speed during idling operation deviates from the set idling speed due to ON/OFF of the load, the above-mentioned feedback control of the speed is performed. In addition, the air valve 1 for fast idle up is provided in parallel with the solenoid valve 13.
4 is when the engine is in a low temperature state, such as immediately after starting (
(detected by the water temperature signal from the water temperature sensor 12),
It is maintained at a constant opening regardless of the solenoid valve 13, and functions to maintain the idle speed of the engine 1 at a predetermined speed or higher, which is higher than the normal idle speed.

Next, the control circuit of the main part related to the present invention, which is behind the engine control system shown in FIG. 2, will be explained with reference to FIG. 1.

In FIG. 1, reference numeral 20 is the load input detection means described above, which detects when a load switch 23 of an electrical load 22 such as a headlight or a motor for a power notebook is turned on.
3(a)) and generates a predetermined load detection signal consisting of, for example, a differential pulse (see FIG. 3(b)).
occurs. This load detection signal is transmitted to the load correction circuit 2 provided in the control circuit of Entsuno shown in FIG.
4, the battery voltage comparison circuit 25, the engine rotation speed detection circuit 26, and the switching circuit 27. The load correction circuit 24 operates in response to the input of the load detection signal and adjusts the amount of correction (increase) of the amount of intake air supplied to the engine. ) and
An output corresponding to the correction amount is generated and supplied to the engine rotation speed control circuit 28. The engine rotation loss control circuit 28 controls the solenoid valve 13 (Fig. 2) according to the above correction amount.
It operates to control the opening degree of the engine and increase the engine speed.

The battery voltage comparison circuit 25 compares the actual battery voltage at the time of load input with reference to the limit value of the battery voltage required for normal operation of the electronic control device 17, and when the actual battery voltage is equal to or higher than the reference value. An H output is generated to set the timing adjustment circuit 29 at the next stage, while an L output is generated to reset the timing adjustment circuit 29 when the actual battery voltage is below the reference value.

In addition, the engine speed detection circuit 26 detects whether or not the load on the engine side due to the operation of the load correction circuit 24 is taken care of, that is, detects the engine speed corresponding to the load amount. It is determined whether or not the town is in the corresponding state, and an output is generated (in the embodiment shown in FIG. 1, 11 outputs are generated if the above-mentioned corresponding state is met or not).

The timing adjustment circuit 29 has a function as, for example, an AND circuit, and generates an output at the timing when the outputs of the battery voltage comparison circuit 25 and the engine rotation speed detection circuit 26 are both in the 1 state, and the switching circuit 27 Switch the movable terminal 30 from the contact 27a side to the contact 27b side.

On the other hand, the contact 27a of the switching circuit 27 is directly connected to the monostable multivibrator circuit 32, and the other contact 27b is connected to the monostable multivibrator circuit 32 via the field current adjusting means 31. Therefore, the load detection signal of the load input detection means 20 converted into a differential pulse is
As mentioned above, when the load is input, if the actual battery voltage is higher than the reference voltage required for the operation of the electronic control unit 17 and the engine speed d does not correspond to the load, the field current adjustment means 3I is activated. During the time required to respond to the engine (increase in engine speed), the field current is adjusted to the value before the load input and then supplied to the monostable multivibrator circuit 32 as a trigger signal, and the actual battery voltage is adjusted to the reference voltage. Even if it is lower than the voltage, if the engine speed sufficiently corresponds to the load, it will be directly supplied to the monostable multivib break circuit 32 as a trigger signal. On the other hand, the monostable multi-bi break circuit 32 is supplied with an engine rotation speed detection circuit as a variable duty pressure signal of the oscillation output from the engine rotation speed detection circuit 26, and pulses with a duty ratio according to the signal value. A signal (see FIG. 3(e)) is generated.

That is, the field current adjustment means 31 drives the monostable multi-vibration circuit 32 so as to maintain the value of the field current supplied to the field coil 35 of the alternator 16, which will be described later, at the value before the load input. Then, an output pulse corresponding to the field current application time corresponding to the load is obtained (see FIG. 3(c)), and this pulse signal is used to newly control the field current control means 33.
and control field current in response to load input.

On the other hand, in a normal state in which the movable terminal 3o of the switching circuit 27 is on the contact 27a side, the field current adjusting means 31 is cut off, and normal field current control is performed in accordance with the load current.

Next, numeral 34 is a voltage regulating circuit (IC regulator) for the generated voltage of alternator I6, numeral 35 is a field coil of the alternator 16, and numeral 36 is a diode trio circuit for three-phase full-wave rectification of the alternator 16. Then, the L terminal of the voltage distribution adjustment circuit 34 is connected to one side of the field coil 35 and the load side, and also to the [? The terminals are connected to the capacity side of the field coil 35, and the E terminal is connected to the ground side. In this example,
The field current control means 33 includes, for example, resistors R1 and R2.
Drives a transistor Q inserted on the ground side of a voltage divider circuit consisting of:

The voltage generated across the resistor R7 (the voltage applied to the Zener diode ZD) is controlled in relation to the L point voltage depending on the conduction state of the resistor R7.

That is, considering the low-speed rotation state, under normal conditions, transistor Q is ON, and in that case, as is well known, the generated current from alternator I6 is transmitted to the field via auxiliary diodes D to D3. It is supplied to the coil 35 and the F terminal, and is also supplied to the resistors R1 and Rs on the Zener diode ZD side through the L terminal. If the engine speed is still low and the Zener diode ZD is not conductive depending on the value of the current flowing through the resistor R2, the current flowing through the field coil 35 increases as the engine speed increases. do. Then, when the voltage across the resistor R1 rises to a value sufficient to make the Zener diode ZD conductive, the conduction of the Zener diode ZD causes the transistor Q to become
On the other hand, since transistors Q+ and QJ (turn OFF), the field current rapidly decreases, and the alternator 16
The generated voltage also decreases. After that, when the voltage across the resistor llt decreases, the Zener diode ZDh<OF
F, and the above operation is repeated again.

Now, for example, in the above state, a predetermined control output (for example, L
When the output (output) occurs, the transistor Q is turned off, and the field current of the voltage adjustment circuit 34 is held at the previous value (see FIG. 3(d)). This holding state is such that the movable terminal 30 of the switching circuit 27 is switched to the contact 27a side, that is, the engine speed corresponds to the negative input! 1! (This process continues until reaching (see FIG. 3(e), (D)).

In this case, if another load is input outside the field current adjustment time, the corresponding load input detection means 20 generates a differential pulse at the rising edge each time, and at that point From then on, the field current adjustment means 3dl is configured to operate anew.

Therefore, with the above configuration, even if an electrical load such as a headlamp or power note motor is input, the field current will not increase at all until the engine is able to adequately respond to it. does not act as a factor to reduce engine speed 11,
The engine speed does not decrease when the electrical load is input.

During this time, the input electrical load is
A current is supplied from the electrical load, and the electrical load becomes operational at the same time as the input. Note that the operation of the electrical load by the battery 21 is a temporary reduction until the engine is able to respond to the electrical load (the engine speed actually increases), and normally the time is less than 1 second at most. It is.

When the engine speed increases to a predetermined set speed to correspond to the electrical load, a field current corresponding to the electrical load current is supplied as described above. In that case,
The engine output required to drive the alternator 16 increases, but at that time the engine speed is increased to a speed that can sufficiently handle the electrical load, so the idle speed due to the input of the electrical load increases. Problems such as malfunctions and engine stalls are prevented.

In addition, in the above explanation, the field current adjustment time is determined by detecting the engine rotation speed.
This may be done by setting a predetermined time using a timer.

Next, a second embodiment of the present invention shown in FIGS. 4 to 6 will be described. This second embodiment realizes the same functions as the first embodiment described above as a control program for an electronic control device. FIG. 4 shows a block diagram of the control circuit of the engine speed control device according to the second embodiment, FIGS. 5(A) and 5(B) show a flowchart of its control operation, and FIG. shows a time chart of the operation signals of the control circuit shown in FIG. 4 when y≦.

First, in FIG. 4, reference numeral 37 indicates the load switch 23.
This is a differential circuit which serves as a load input detection means to obtain a differentiated pulse in the rising state (see FIG. 6(b)) when it is energized by the input (see FIG. 6(a)), and its output pulse is a trigger signal. be supplied to the monostable multivibrator circuit 38 as . Monostable multivibrator circuit 3
8 is triggered by the above-mentioned differential pulse, and its transmission time constant is made variable by an engine rotation speed detection signal supplied from an engine electronic control device 39, which will be described later, and the pulse width is determined according to the engine rotation speed. An output pulse (see FIG. 6(C)) (which is larger as the rotational speed is lower) is generated, and this pulse signal is input to the engine electronic control device 39.

The engine electronic control unit 39 is further supplied with a field current (
(see FIG. 6(d)) is detected and supplied, and
On the other hand, a battery voltage detection signal is supplied from the battery voltage detection circuit 40.

In addition, in FIG. 4, the voltage adjustment circuit indicated by the reference numeral 36, the alternator 16, the field coil 35,
Portions such as the printer 21 have exactly the same configuration as those of the first embodiment shown in FIG. 1, and operate in the same manner.

Next, the above control operation will be explained.

FIG. 5(A) shows the first control operation that performs an interrupt operation by turning on or off the field current detection signal, and FIG. 7 is a flowchart showing each second control operation for performing an interrupt operation.

Now, if the Zener diode ZD of the voltage adjustment circuit 36 in FIG. 4 is ON, the transistors Q t and Q
Since s is OFF, no field current flows, and the field current detection signal becomes H, and this H signal indicates whether the field current is OFF. On the other hand, when the Zener diode ZD is OFF,
Since transistors Q* and Q- are ON, the field 14 current detection signal is active, and the field current is O.
N, and the detection signal is
becomes a continuous signal (see FIG. 6(d)).

Then, when the field current is turned on,
,.

The control program of the engine electronic control device 39 is interrupted and a first control operation is started.

Then, when the control operation starts, first step S,
In step S, a predetermined interrupt time is set in consideration of the engine response time, and in the next step S, it is determined whether the field current is rising or falling. According to the determination result, in the case of a rise, the L level time (OFF time) from the load input time of the field current to a predetermined time before that is counted (step S3). Next, each period (O
FF time) is calculated separately (step S,).

Then, the average value of the OFF time is calculated by dividing the total value by the number of pieces (step SS).
.

On the other hand, if the determination result in step S is falling, first, in step S6, the existence time (ON time) of the H level signal from the time of load input to a predetermined time before that is determined.
, and then their individual times are counted in step S7. Then, in step S, the above step S
, calculate their average value in the same way as in the case of , and perform step S
In step 11, the duty ratio of both is calculated.

Finally, step S. The past duty ratio calculated separately in a similar manner is replaced as the current duty ratio. The control operation then returns to the warehouse condition.

On the other hand, a second control operation is performed in parallel to the first control operation. In this second control operation, as in the case of the first embodiment, the battery voltage is first detected, and the interrupt operation is started on the condition that the detected voltage is equal to or higher than a certain value.

That is, first, in step S L+, it is determined whether the battery voltage is above a certain value, and if it is below the certain value, the duty pressure generating operation of the first control operation is reset (step S1, 14- with step S If
The field current control signal (see FIG. 6(e)) is always maintained in the H state (normal charging state).

On the other hand, if the battery voltage is above a certain value as a result of the battery voltage determination, the output signal (sixth Figure (c
)), the interrupt operation is started, and first in step S14 it is determined whether the signal is rising or falling. In the case of falling, there is no load input and step S is performed in the same manner as in the case where the battery voltage is below a certain value.
+z.

Transistor Q1 is turned on by S13.

On the other hand, when the output of the monostable multivibrator circuit 38 is rising, the data signal (shown in FIG. 6(d)) replaced with the past (before load input) duty ratio calculated in the first control operation described above is (see (T)) is supplied to the transistor Q as a field current control signal. Transistor Q is turned on and off depending on the duty ratio of this signal.
Viewed as an average value within a predetermined period of time until the engine is activated, the field current will eventually be maintained at a constant value at the load input level.

Therefore, even when an electrical load is input, the alternator 16 itself does not immediately become a cause of a decrease in engine speed, and the engine speed does not decrease. Therefore, the field current corresponding to the load ru current is actually applied only after the intake air amount correction on the engine side has been completed and the engine is in a state where it can sufficiently respond to the load.
The decrease in engine speed during the second energization can also be sufficiently suppressed. During this time, voltage is supplied from the battery 21 to the electrical load, so it is needless to say that the electrical load itself becomes operationally deaf at the same time as the voltage is input.

(Effects of the Invention) As explained above, the present invention provides a battery that serves as a power supply source for the load when the generated voltage of the alternator is lower than the load voltage, and 1- when the generated voltage is higher than the battery voltage. In an engine equipped with an engine-driven alternator that serves as a power supply source for a load, there is a load input detection means for detecting that an electrical load is input. an engine control means that performs an increase correction; a field current control means that controls a field current of the alternator according to the input load current value of the electrical load; and a field current control means that operates when the load input detection means detects a load input, field current adjusting means for controlling the operating state of said field current controlling means so as to maintain the value of the field current controlled by said field current controlling means at the value before said electrical load was inputted; It is characterized by being prepared.

Therefore, according to the present invention, even during idling operation, it is possible to operate the electrical load at the same time as the electrical load is input, and the engine side corrects the intake air amount accordingly. The field current is held at the value before the load input until the engine side takes action against the electrical load.

Therefore, even if an electrical load such as a headlight or power motor is applied during idling, the alternator itself will not cause a drop in engine speed, and the engine speed will not drop when the load is input. . In addition, when the field current is finally applied in accordance with the load current value, the engine has already adequately responded, so the drop in engine speed in that case can be suppressed to a minimum, and the engine is idling. Problems such as rotational problems and engine stalling during operation can be prevented.・

[Brief explanation of drawings]

FIG. 1 is a control circuit diagram of the main parts of the engine speed control device in the first embodiment of the present invention, and FIG. 2 is the entire control circuit of the engine speed control device in the above embodiment. FIG. 3 is a time chart of the signals of the main parts of the control circuit of FIG. 1, and FIG.
FIGS. 5(A) and (IJ) are control circuit diagrams of main parts of an engine rotation speed control device according to a second embodiment of the present invention, and are for explaining the control operation of the control circuit shown in FIG. 4. The flowchart, FIG. 6, is a time chart of signals of the main parts of the control circuit of FIG. 1... Engine 16... Alternator 17... Engine electronic control device 20... Load input detection means 21... Battery 22... Electric load 24... Load correction circuit 28... Entsuno rotation speed control circuit 3I... Field current adjustment rod means 32.38 ・
... Monostable multi-bi break circuit 35, capital φ, field coil Q, ... transistor

Claims (1)

[Claims] 1. Equipped with a battery that serves as a power supply source for the load when the generated voltage of the alternator is lower than the load voltage, and an engine-driven alternator that serves as the power supply source for the load when the generated voltage is higher than the battery voltage. In the engine, load input detection means detects that an electrical load is input; engine control means corrects an increase in engine intake air amount when the electrical load is input; and the input electrical load field current control means for controlling the field current of the alternator according to the load current value of the alternator; and field current adjusting means for controlling the operating state of the field current controlling means so as to maintain the operating state of the field current controlling means at the value before the electrical load was input.