KR970011340A - How to control the amount of air flowing into the engine when the car is idle - Google Patents

Abstract

The present invention is to provide a method for controlling the amount of air flowing into the engine during idle of the vehicle to maintain the idle speed of the engine in any state, so that the fuel can be used efficiently, QA = gb + gl + gsw + gfb -grec + gdp, where gb is the base air volume, gl is the load compensation air amount when the electronics are running, gsw is the air compensation amount at startup, gfb is the feedback air compensation amount, and grec is the return air loss compensation air amount, and gdp is the RPM during deceleration while driving. In the case of the fall prevention air amount, in the above, the idle speed control feedback region, gfb = gfb [i-1]-(dglrn / ctha * catp) + TMPGFB + TISWD + KISWD, where i = gfb at this stage. , glren: learning correction factor, ctha: intake temperature correction factor, TMPGFB: gfb gain value, TISWD: air weight at startup, 0 at gsw = 0, KISWD: air weight constant at startup (0.57㎏-h), gsw = When 0, the idle speed control valve is opened and closed by using the equation 0. By increasing or decreasing the feedback amount of air input, it calculates the total amount (QA) of air flowing into the engine, calculate the duty values for the test revolution speed control according to the total amount of air flowing into the engine output.

Description

How to control the amount of air flowing into the engine when the car is idle

As this is a public information case, the full text was not included.

2 is a flow chart of a method for controlling the amount of air flowing into an engine when the vehicle is idle according to the present invention;

3 is a graph showing the temperature relationship between the amount of correction and the amount of cooling water at the time of starting air mass correction.

Claims (4)

Setting a target rotational speed of the engine at idle; Detecting the amount of air flowing into the engine according to the state of the vehicle; Comparing the target rotational speed with the rotational speed of the engine during actual idling; Increasing and decreasing the amount of feedback air flowing into the engine by opening and closing the idle speed control valve according to the comparison result; Calculating a total amount QA of air flowing into the engine by the following equation; And calculating a duty value for controlling a test idle speed according to the calculated amount of air flowing into the engine. QA = gb + gl + gsw + gfb-grec + gdp, gb: basic air quantity, gl: load correction air quantity when operating the electronics, gsw: air correction amount at startup, gfb: feedback air correction amount, grec: return air loss correction air quantity, gdp : The amount of air to prevent the RPM from lowering during deceleration while driving, wherein the idle speed control feedback correction amount gfb = gfb [i-1]-(dglrn / ctha * catp) + TMPGFB + TISWD + KISWD, where i = at this stage. , Gfb, glrn: learning correction coefficient, ctha: intake temperature correction coefficient, TMPGFB: gfb gain value, TISWD: air weight at startup, 0 at gsw = 0, KISWD: air weight constant at startup (0.57㎏-h), 0 when gsw = 0. The feedback air correction amount gfb = gfb- [i-1]-{ctha + catp * ga-glck-gfb + glrn / ctha according to claim 1 in the case of chta + cath * ga-glck-gfb + glrn <0. + catp}, where ga is the total bypass air amount, and glck is the lock prevention factor. 2. The engine of claim 1, wherein the feedback air correction amount gfb is zero when shifted from the driving stage of the automatic transmission to the neutral stage, when the air conditioner is stopped, when the power steering is stopped, or when the test switch is on. How to control the incoming air volume. The method according to any one of the preceding claims, wherein the range of gfb lies in the range of TIFBMN (gfb minimum) &lt; gfb &lt; KIFBMN (9.96 kg-h). ※ Note: The disclosure is based on the initial application.