JPS61294153A - Engine revolution speed adjustor in idle operation of internal-combustion engine - Google Patents

Abstract

PURPOSE:To easily adjust an idle adjusting screw to an optimum position by transmitting the instruction value given into a control valve for controlling the idle revolution speed in idle operation, after the fact that the feedback control term reaches a predetermined range is detected. CONSTITUTION:When it is judged that an engine is in idle operation after the completion of warming, from each output of an idle revolution speed feedback mode judging means 101, warming completion judging means 102, power steering operation judging means 103, air conditioner operation judging means 104, and a D-range judging means 105, and further a power steering apparatus and an air conditioner are not in operation, and an AT is in D-range, an AND circuit 106 is opened. The output of an Ifbn (feedback control term) detecting means 107 is supplied into the first and the second judging means 110 and 111, and if Ifbn>=Iledh (upper limit), a lighting circuit 55 is operated, and if Ifbn<=Iledh (lower limit), a flashing circuit 56 is operated, and an idle adjusting screw 1 is manually adjusted according to the lighting state of an LED 9.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine speed adjustment device during idling operation of an internal combustion engine. The intake of the internal combustion engine is controlled by setting the control valve provided in the bypass passage that communicates the upstream and downstream of the engine to a predetermined opening degree, and by setting the idle adjuster screw installed in parallel with the throttle valve in an R-circle. This invention relates to an engine speed adjustment device during idling operation of an internal combustion engine that controls the amount of air so as to reduce control (1) during feedback control of the scheduled idle speed by 1q.

(Prior art) Conventionally, a bypass passage that connects the upstream and downstream of the throttle valve has been installed in the intake passage of an internal combustion engine. The intake air amount of the internal combustion engine is controlled by the provided control valve, thereby controlling the idle speed of the internal combustion engine.

However, due to initial variations in control valve characteristics or changes in mechanical characteristics, the control amount during engine speed control during idle operation in a no-load state after warm-up is Feedback control to obtain the rotational speed (idle rotational speed) results in a different value. Therefore, in order to keep this value within an appropriate value, the idle adjustment screw is manually adjusted.

The idle adjustment screw is provided in a bypass passage that is separate from the bypass passage in which the control valve is provided and communicates between the upstream and downstream sides of the throttle valve.

Also, when using an internal combustion engine, and therefore a vehicle equipped with this engine, when used at high altitudes, the control valve must be controlled to open more in order to obtain the same engine speed than when used at low altitudes. There is a need. This is because the mass flow rate of the intake air amount decreases at high altitudes where atmospheric pressure is low.

In this way, even if the control valve responds to changes in atmospheric pressure, its control amount will be different. Therefore, by adjusting the idle adjustment screw, the control valve can be controlled regardless of the atmospheric pressure at one location. It is desirable to adjust the amount to an appropriate value at standard atmospheric pressure (atmospheric pressure on flat land).

By the way, there are two methods for controlling the idle rotation speed in a no-load state after warm-up is completed: (a) and (g) below.

(b) By cutting off the control signal of the control valve whose opening degree changes proportionally, the opening degree is brought to the full open state, and then, by manually adjusting the idle adjustment screw, the planned engine How to set the rotation speed.

(0) The control signal of the control valve whose opening degree changes proportionally is controlled by a known appropriate method to fix the opening degree of the control valve to, for example, 20% of the fully open state, and then the idle adjuster 1 - Method of setting the planned engine speed by manually adjusting the screw.

In addition, in the case of the latter method, compared to the method (a), the scheduled engine speed is set higher by the amount that the control valve is being listened to.

However, in both methods, feedback control of the control valve is stopped to adjust the engine speed.

(Problems to be Solved by the Invention) The above-mentioned conventional techniques had the following problems.

(1) In the conventional adjustment of the engine speed during idling operation, which is in a no-load state after completion of warm-up, atmospheric pressure conditions were not particularly taken into account.

For this reason, the above (a) and (b) are recommended at high altitudes with low atmospheric pressure.
When the idle adjustment screw is adjusted to set the engine speed to the scheduled engine speed using the method described above, the opening degree of the screw becomes larger than when the idle adjustment screw is adjusted on a flat ground.

Therefore, when the vehicle is used on level ground, the idle speed in a no-load state after warm-up does not fall to the expected idle speed even if the control valve is fully open.

(2) Furthermore, in the method (a), the combustion state of the engine becomes unstable because the set rotation speed is adjusted to be lower than the idle rotation speed, and accurate adjustment cannot be performed.

The present invention has been made to solve the above-mentioned problems.

(Means J3 and action for solving the problem) Solve the above problem! In particular, the present invention detects a feedback control term of a solenoid current command value that determines the excitation current of a solenoid that controls the opening degree of a control valve during idle operation, and the current command value of the feedback control term is Adjustment of the adjuster screw 1: The configuration allows the idle adjustment screw to be adjusted to the optimum position regardless of changes in atmospheric pressure by detecting when the current command value is within the range of the planned current command value. It is characterized by the fact that

As will be described later, the feedback control term for the solenoid current command value is a proportional (P term), an integral (1st term) is a PTD feedback control term that performs differential (D term) control. Further, the solenoid current command value is calculated from the feedback control term and an atmospheric pressure correction term separate from this, as will be described later.

(Example) The present invention will be described in detail below with reference to the drawings.

FIG. 2 is a schematic diagram of an embodiment of the present invention.

In the same figure, when the throttle valve 32 reaches an opening degree close to fully open, the intake air amount in the intake manifold 33 at this time is equal to The control valve 30 is controlled by the control valve 30 ( ).

The opening degree of the control valve 30 changes proportionally depending on the current flowing through the solenoid 16.

Further, the idle adjustment screw 1 is disposed in a bypass passage 3 which is provided separately from the bypass passage 31 in which the control valve 30 is stepped and communicates between the upstream and downstream sides of the throttle valve 32. .

By manually adjusting this idle adjuster screw 1, the amount of intake air fed to the intake manifold 33 during idling operation can be set to a scheduled value, and the number of idle rotations can be obtained as planned. belongs to.

The amount of fuel injected from the injection nozzle 3/I is determined according to the amount of intake air in the intake manifold 33 by known means. In addition, screw 1 inside the cylinder 35
The heng 38 repeatedly reciprocates to apply rotational force to the crankshaft 36.

The engine speed sensor 2 detects the engine speed using any suitable method and supplies a digital engine speed signal corresponding to the detected engine speed to the electronic control device/10. Slot□
The throttle opening sensor 4 converts the opening signals of the throwers 1 to 32 into digital signals and supplies them to the electronic control device 40 .

The engine temperature sensor 5 supplies, for example, an engine cooling water temperature signal to the electronic control device 40 as a digital signal. Further, the power steering sensor (P, S sensor) 6 supplies a power steering inoperation signal to the electronic control device 40 when the power steering is not in operation.

The air conditioner sensor (AC sensor) 7 supplies an air conditioner inoperation signal to the electronic control unit H40 when the air conditioner is not operating. The AT position indicator 8 supplies a D range non-detection signal to the electronic control unit 40 when the selector position of the automatic transmission AT is not in the drive (D) range. An atmospheric pressure sensor (Pa sensor) 80 supplies an atmospheric pressure detection signal to the electronic control unit/IO.

The electronic control unit/IO (later) controls the current flowing to the solenoid 16, and also determines whether the opening degrees of the idle adjusters 1 to 10 are appropriate.
/i, and when it is not appropriate, outputs a signal that causes 1-FD9 to continuously light or blink to the LED 9.

FIG. 3 is a circuit diagram showing an example of an internal configuration of the electronic control device 40 of FIG. 2. As shown in FIG. In the figure, the same reference numerals as in FIG. 2 represent the same or equivalent parts.

The electronic control unit/IO includes a central processing unit (CPU) 50,
A microcomputer 5 consisting of a storage device (memory) 51 and an input/output signal processing circuit (interface) 52
L'E D 9 LFD blinking circuit 56 that drives blinking, Onibi l-E l-
), an OR circuit 57 that supplies the output of either the IED flashing circuit 56 or the LED lighting circuit 55 to the LED 9;
It is composed of.

In FIG. 3, during idling operation when the throttle valve 32 (FIG. 2) is almost fully open, the solenoid current command value 1 cmd calculated by the CPU 50 is determined by the interface 52 according to equation (1), which will be described later. The signal is output from the control valve drive circuit 54 to the control valve drive circuit 54.

Icmd = < xr6n +)e +rps+ I
at+Ihac)X K pad
...(1) The contents of each term in equation (1) are as follows.

Jfl)n...Proportional (P term) based on the deviation between the target idle speed, which is a function of engine temperature, and the actual engine speed detected by the engine speed sensor 2.
, integration (1st term), differential D term) P■D for performing control'
Feedback control term (basic control term).

7e...Load of alternating current generator (ACG), i.e. AC
An addition correction term that adds a scheduled value according to the G field current.

11) S: Addition correction term that adds a scheduled value when power steering is activated.

■at: Addition correction term that adds a scheduled value when the selector position of the automatic transmission BiAT is in the drive (D) range.

Thac: Addition correction term that adds a scheduled value when the air conditioner is activated.

K pad: A multiplication correction term by which a scheduled value is multiplied according to atmospheric pressure.

=14- It should be noted that the method for calculating the current command value of the I fbn term is detailed in the application filed June 11, 1985 entitled "Internal Combustion Engine Rotational Speed Control Method-1", so it will be omitted here.

Also, obtain each term in equation (1) above, and set l cmd to CPU
In order to calculate with 50, use the senryi class 2 and 4 shown in the diagram.
. However, since this is natural and well known to those skilled in the art, illustration of these senna is omitted.

T cmd calculated by the above equation (1) is supplied to the control valve drive circuit 57'I via the interface 52. The control valve drive circuit 54 outputs a control signal that adjusts the current flowing through the solenoid 16 according to the Icmd. That is, the opening degree of the control valve 30 (FIG. 2) is
It will be controlled according to cmd.

In addition, in this example, J: sea urchin, which will be described later, and l c
If the current command value of the Ifl+n term of md is greater than or equal to the upper limit of the planned value range, the LED lighting circuit 5
A drive command signal is output to 5. Therefore, in this case, since the IED lighting signal is supplied to the LED 9 via the OR circuit 57, the LED 9 is in a continuous lighting state.

On the other hand, if the current command value of the I fbn term is below the lower limit of the scheduled value range, the L F D blinking circuit 56
Outputs a drive command signal to. Therefore, in this case, the IFD blinking signal is supplied to the lFD9 via the OR circuit 57, so that the LED9 is in a blinking state.

Hereinafter, with reference to the flowchart of FIG. 4, an explanation will be given of the adjustment operation of the engine speed during idling operation when the engine is in a no-load state after completion of warm-up.

FIG. 4 is a flow chart explaining the operation of the microcomputer 53.

The 70-diaert operation is activated to star 1 by an interrupt signal synchronized with the engine speed.

Step S1: Determine whether or not the excitation current control of the solenoid 16 is in feedback mode.

Specifically, the opening signal supplied from the throttle opening sensor 1 indicates that the throttle valve 32 is almost fully open, and the engine rotation speed signal supplied from the engine rotation speed sensor 2 indicates that the throttle valve 32 is approximately fully open. When the rotation speed is within a predetermined rotation speed range set based on the idle rotation speed, it is determined that the feedback mode is in effect, and otherwise it is determined that the feedback mode is not in effect.

In addition, in the feedback mode, the solenoid 16,
Therefore, the opening degree of the control valve 30 (Fig. 2) is as described above (1).
It is proportionally controlled according to the formula I cmd.

When the determination in step S1 is established, the process proceeds to step S2, and when the determination is not established, the process proceeds to step S8.

Step S2...Engine temperature It is determined whether the engine temperature detected by the temperature signal supplied from the Renry-5 has reached the expected warm-up completion temperature. If the determination is true, the process advances to step S3; if not, the process advances to step $8.

Step S3: Based on the presence or absence of a power steering inoperation signal supplied from the PS sensor 6, it is determined whether the power steering is in operation.

If the determination is not established, the process proceeds to step S4, and if the determination is established, the process proceeds to step S8.

Step S4: Based on the presence or absence of the air conditioner inoperation signal supplied from the AC sensor 7, it is determined whether the air conditioner is in operation. When the determination is not established, the process proceeds to step S5, and when the determination is established, the process proceeds to step S8.

=18- Step $5... Based on the presence or absence of the D range detection signal supplied from the AT position indicator 8, it is determined whether the automatic transmission AT is in the Dll range.

When this determination is not established, it is assumed that the engine is in a no-load state and the process proceeds to step S6. Further, when the determination is established, it is determined that there is a load and the process proceeds to step S8.

Step S6... The current command value fbn of (cmd) of the above equation (1) supplied to the control valve drive circuit 54 is relative to the full-open current command value necessary to fully open the control valve 30, etc.
It is determined whether the planned ratio (for example, 4% to 6% of the full open current command value) is equal to or higher than the upper limit value 11edh (6%). Note that a current command value corresponding to 4% to 6% of the full-open current command value is stored in the memory 51 in advance.

When the upper limit value I1edh is exceeded, it is determined that the idle adjustment screw 1 (FIG. 2) has been tightened too much, and the process proceeds to step S9.

Moreover, when it is lower than the limit value 1ledh, the process advances to step S7.

It should be noted that when step S6 is established, the idle adjuster 1-/screw 1 is over-tightened because the upper limit value 11ed is set in order to increase the planned engine speed by 1 g.
This is because if I fbn is set to 11 or more and the opening degree of the control valve 30 is largely stagnant, it can be said that the opening degree of the idle adjustment screw 1 is relatively small.

Step S7... It is determined whether the above-mentioned {circle around (2)} [bn is less than or equal to the lower limit value Tledl (/1%) of the planned ratio. If it is less than the lower limit value 11e, it is determined that the idle adjustment screw 1 is listening too much, and the process proceeds to step 810.

Also, when 1 rbn is higher than the lower limit l1edlJ:
That is, for example, when it is within a range of approximately 5% of the full open current command value, the opening degree of the idle adjustment screw 1 is determined to be appropriate, and the process proceeds to step S8.

Step S8...The drive command signal generated and output in step S9 and step S10, which will be described later, is canceled. Therefore, at this time, as is clear from the explanation regarding FIG. 3, the FD 9 is in the off state. Processing then returns to the main program.

Step S9: Generate and output a drive command signal to be supplied to the LED lighting circuit 55. Therefore, at this time, as described above, the LED 9 is lit continuously to indicate that the idle adjustment screw 1 is over-tightened. Then return to the main program.

Step S10: Generate and output a drive command signal to be supplied to the LED blinking circuit 56. Therefore, at this time,
As mentioned above, during idling operation, L E D 9 flashes to indicate that the strike screw 1 is overloaded.
ru. Then return to the main program.

As can be easily understood from the above explanation of the operation, adjustment of the engine rotation speed during idle operation in a no-load state after completion of warm-up in this embodiment, that is, idle adjust
Adjustment of screw 1 is performed as follows.

First, it is confirmed that the operating state of the engine is in the engine speed feedback mode after a scheduled time has elapsed since the completion of starting, and that the engine is in a no-load state. When the engine operating state is in this state, the intake air amount of the internal combustion engine is adjusted by the opening degree control of the control valve 30 based on the 1 cmd.

Next, manually rotate the idle adjustment screw 1 to increase or decrease its opening, and then
is in a blinking or continuous lighting state. After that, rotate the idle adjustment screw 1 in the opposite direction to turn the LFD 9 off.

By doing this, Idol Aji 17 St.
The degree of opening of the screw 1 is adjusted so that the degree of opening of the control valve 30 corresponds to approximately 5% of the fully open current command value of 1 fbn. Also, at this time, the engine speed is the scheduled idle speed.

In addition, in this embodiment, as is clear from the explanation regarding FIG. 4, the L F
D9 is turned off. However, as described above, once the LED 9 is turned on continuously or blinks, and then turned off, it can be confirmed that the opening degree of the idle adjustment screw 1 has become an appropriate opening degree and the LFD 9 has turned off.

Although such a situation is almost unthinkable, if the determinations in steps S1 and S2 in FIG. When the condition is established, the ED9 turns off, and there is a risk of misjudgment as to whether the adjustment has been properly completed.

However, if necessary, such a situation can be easily resolved by displaying the improper adjustment status of the idle adjustment screw 1, as shown by the broken line in Fig. 4. .

Next, a functional block diagram of the present invention is shown in FIG. 1, and will be explained.

Feedback mode determination means 101 outputs a feedback mode determination signal (logical value II 1 , +1 signal) when the operating state of the internal combustion engine during idling is a feedback control state of the engine rotational speed.

Warm-up completion determination means 102 outputs a warm-up completion signal 8 (signal with logical value II 1 II) when the engine is in a warm-up completion state.

The power steering operation determining means 103 outputs a power steering inoperation signal (a signal with a logical value of 111 II) when the power steering is not operating.

The air conditioner operation determining means 104 outputs an air conditioner inoperation signal (a signal with a logical value of ``1'') when the air conditioner is not operating.

The AT-D range determining means 105 determines whether the automatic transmission AT is D.
D range non-detection signal (logical value If
I II signal) is output.

The AND circuit 106 supplies an engine operating state signal (a signal with a logical value of 111 II) to one terminal of the second AND circuit 109 when the 111 +1 signal is supplied from each of the aforementioned determination means. As a result, the second AND circuit 109 becomes open.

The I fin detection means 107, for example, performs the calculation of the above equation (1) and generates cmd.
fin is detected and supplied to the other terminal of the second AND circuit 109.

I fbn 2 T 1edh determination means 110 determines whether I fbn that has passed through the second AND circuit 109 has a scheduled full-open current command value necessary to fully open the control valve 30 (see FIG. 2). When it is determined that the ratio is equal to or higher than the upper limit value 11ed11, a drive command signal is output to the LED lighting circuit 55.

Moreover, Ifbn(Ile old determination means 111
If it is determined that Ifbn passed through the AND circuit 109 is less than the lower limit value He of the predetermined ratio, a drive command signal is output to the LED blinking circuit 56.

The LED lighting circuit 55 has the above-mentioned 1fbn>I
In response to a drive command signal from the 1edh determination means 110,
The LFD lighting signal is supplied to the LED 9 via the OR circuit 112.

Therefore, at this time, as in the previous example) 41, it is assumed that the idle adjustment φ screw 1 is the tightening bolt, and the LF
D9 is in a continuous lighting state. Therefore, at this time, Tfb
If the idle adjustment screw 1 is manually adjusted in the opening direction, it will be fine.

In addition, the LED blinking circuit 56 is configured to
In response to the drive command signal from the old determination means 111, L E
The D blinking signal is supplied to the LED 9 via the OR circuit 112.

Therefore, at this time, as mentioned above, it is determined that the idle adjustment screw 1 is too close, and the LED 9
is in a blinking state. Therefore, at this time, it is necessary to manually adjust the idle adjustment screw 1 in the closing direction so that If'bn becomes large.

In addition, in the above, two determination means 110 and 111 and two L corresponding to said determination means 110 and 111 are described.
Although the FD circuits 55 and 56 are provided, L[E
With the D circuit as one, the determining means 110 or 111
For example, when there is an output from J:, even if LED 9 is always turned on.

However, in this case, it is not clear whether the idle adjuster 1 to the screw 1 must be rotated in the left or right direction to reach the proper adjustment state.

In short, in the present invention, the feedback control term 11b of the solenoid current command value 1 cmcl supplied to the solenoid 16 that controls the opening degree of the control valve 30 during idle operation.
By detecting n and detecting that the 1fbn is within the range scheduled for adjustment of the idle adjust screw 1, the idle adjust screw 1 can be adjusted to the optimum position regardless of changes in atmospheric pressure. This allows for adjustments to be made.

(Effects of the Invention) As is clear from the above description, according to the present invention, the following effects are achieved.

(1) Regardless of changes in atmospheric pressure, it is possible to properly adjust the engine speed during idling operation, that is, to properly adjust the idle adjuster.

(2) Since the low engine speed, which causes unstable engine operation, is not used to adjust the idle adjustment screw, it is possible to adjust the engine speed during idle operation with even higher precision.

[Brief explanation of drawings]

FIG. 1 is a functional block diagram of the present invention, FIG. 2 is a schematic configuration diagram of an embodiment of the present invention, FIG. 3 is a circuit diagram showing an example of an internal configuration of the electronic control device in FIG. Figure 4 is a flowchart +7- explaining the operation of the microcomputer in Figure 3.
1~.

Claims (3)

[Claims] (1) A feedback control term calculated based on the deviation of the actual engine speed from the target idle speed,
and a control valve controlled based on a correction term corresponding to changes in atmospheric pressure, and a manual adjustment means provided separately from the control valve, to control the amount of intake air supplied downstream of the throttle valve of the internal combustion engine. In the engine speed adjustment device during internal combustion engine idling operation, it is determined whether the feedback control term is within a predetermined numerical value range, and when it is determined that the feedback control term is not within the predetermined numerical value range, a display means drive command signal is sent. means for outputting, in response to said display means drive command signal, display means for indicating that said feedback control term is outside a predetermined numerical range; and a state in which said internal combustion engine is suitable for adjustment of said manual adjustment means. an engine rotation speed adjusting device during idling operation of an internal combustion engine, comprising means for determining that the display means is not in the idling state and prohibiting driving of the display means. (2) The display means drive command signal output means outputs a first display means drive command signal when determining that the feedback control term is greater than or equal to the upper limit of the scheduled numerical range; The engine speed during idling operation of the internal combustion engine according to claim 1 is configured to output the second display means drive command signal when it is determined that the engine speed is below the lower limit value. Adjustment device. (3) The fact that the internal combustion engine is not in a state suitable for adjustment by the manual adjustment means is characterized in that at least one of the following conditions (a) to (e) is not satisfied. An engine rotation speed adjusting device during idling operation of an internal combustion engine according to claim 1 or 2. (B) The control valve is under feedback control (B) The internal combustion engine has been warmed up (C) The power steering is not in operation (D) The air conditioner is not in operation (E) The select position of automatic transmission AT is not in D range.