JP2903891B2 - Rotation speed control device for internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an idle speed control device for an internal combustion engine.

[0002]

2. Description of the Related Art As an idle speed control device, the present applicant has filed an application for an idle speed control device for a diesel engine in Japanese Patent Application No. 3-130007. The above technique will be described below. When the engine speed is in the normal idle state, the target speed is calculated according to the operating state of the engine. Next, in order to make the actual rotational speed coincide with the target rotational speed, an integral correction amount NII, which is a rotational speed value corresponding to a deviation between the target rotational speed and the actual rotational speed, is calculated. Then, the fuel injection amount command value is determined based on the integral correction amount NII, and the fuel injection actuator is driven according to the fuel injection amount command value. Then, by repeating the above operation, the actual rotation speed is feedback-corrected to the target rotation speed. For example, when the engine speed shifts from the normal idle state to the idle-up state in order to improve the effectiveness of the air conditioner in the idle state, the target rotation speed in the idle-up state is calculated. Then, in order to quickly match the actual rotation speed with the target rotation speed in the idle-up state, a prospective correction value that is a predetermined rotation speed value according to a deviation between the target rotation speed in the idle-up state and the actual rotation speed. Calculate the quantity NIP. Then, the fuel injection amount command value is determined based on the expected correction amount NIP and the integral correction amount NII, and the fuel injection actuator is driven according to the fuel injection amount command value. Here, when the actual rotation speed approaches the target rotation speed in the idle-up state, the fuel injection amount command value is determined based on the expected correction amount NIP, and the fuel injection actuator is driven in accordance with the fuel injection amount command value. Then, a shock due to the change in the rotation speed is given to the occupant. For this purpose, in the above-described technology, the estimated correction amount is gradually increased with time, and the fuel injection amount command value is determined stepwise based on the estimated correction amount gradually changed over time, and the stepwise fuel injection amount is determined. By driving the fuel injection actuator in accordance with the command value, the rotational speed is gradually increased to reduce the change in rotational speed. By the way, when the engine fuel injection system deteriorates with time, when the fuel viscosity changes due to the change in the fuel temperature, when the fuel properties change, etc., the actual fuel injection amount with respect to the fuel injection amount command value is reduced. Because of the change, the integral correction amount NII for correcting the deviation has a large value. This causes a problem such as a decrease in torque because the required fuel injection amount cannot be obtained with respect to the fuel injection amount command value regardless of the idle state and the non-idle state. In order to solve the above-described problem, generally, an integral correction amount NII is learned, and a learning correction amount of the integral correction amount NII and an integral correction amount NII are calculated.
It is conceivable to correct the fuel injection amount command value based on II.

[0003]

As described above, when shifting from the normal idle state to the idle-up state, the expected correction amount is gradually increased with time to suppress the change in the rotational speed, and the integral correction amount. When the technology for learning the integral correction amount NII is applied to the technology for performing feedback correction based on NII, the deviation between the target idle speed and the actual idle speed is large at the initial stage of transition from the normal idle state to the idle-up state. Therefore, the feedback correction amount based on the integral correction amount NII changes gradually and greatly. For this reason, if the integral correction amount NII is learned during the transition from the normal idle state to the idle-up state, a change in the integral correction amount NII accompanying a stepwise change in the expected correction amount NIP is learned. . If the learning condition is not satisfied during the learning under such conditions (for example, the accelerator is turned on), the correction of the fuel injection amount command value is performed by the erroneously learned learning correction amount, and the torque correction is performed. It is conceivable that problems may occur such as a decrease and an increase in black smoke emission. In the present invention, not only in the diesel engine but also in the gasoline engine, at the time of the transition from the normal idle state to the idle-up state and the return from the idle-up state to the normal idle state, the learning of the integral correction amount NII for a predetermined period is stopped. It is intended to prevent a decrease in torque, an increase in emission of harmful components such as emissions, and the like.

[0004]

According to the present invention, as shown in FIG. 1, a rotational speed detecting means M1 for detecting the rotational speed of an engine is provided.
And rotation speed adjusting means M2 for adjusting the rotation speed of the engine.
Operating state detecting means M3 for detecting the operating state of the engine
A target rotation speed setting unit M4 for setting a target rotation speed according to the operating state of the engine detected by the operation state detection unit M3; a target rotation speed and a rotation speed detection unit set by the target rotation speed setting unit M4 a rotation speed deviation calculation means M5 for calculating a deviation of the actual rotational speed detected by M1, feedback correction for feedback correction so as to approach the rotational speed deviation calculated to zero by rotating the speed deviation calculation means M5 Feedback correction amount calculating means M7 for calculating the amount, feedback correction amount learning means M8 for learning the feedback correction amount calculated by feedback correction amount calculating means M7 and storing it as a learning value , and feedback correction amount calculating means M7. driving the rotational speed adjusting means M2 based on that feedback correction amount In the rotation speed control apparatus for an internal combustion engine having a second rotational speed control means M9, the operating state detection
Target rotation in the idling state of the engine by the output means M3
Change in target rotation speed set by speed setting means M4
Is detected by the operating state detecting means M3.
Set by target rotation speed setting means M4 in dollar state
From the point at which the change in target rotation speed
The rotation speed is set by the target rotation speed setting means M4
Rotation speed adjustment means so as to gradually approach the target rotation speed
A first rotation speed control means M6 for driving the M2, eyes in the idling state of the engine by the operation state detecting means M3
When a change in the target rotation speed set by the target rotation speed setting means M4 is detected, the feedback correction amount learning means M
8. A rotation speed control device for an internal combustion engine, comprising: a feedback correction amount learning stop unit M10 for stopping learning of the feedback correction amount by a predetermined period of time.

[0005]

The target rotation set by the target rotation speed setting means in the idling state of the engine by the operating state detection means.
When a change in the speed is detected, learning of the feedback correction amount calculated by the feedback correction amount calculation means by the feedback correction amount learning means is stopped by the feedback correction amount learning stop means for a predetermined period.

[0006]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below. FIG. 2 shows a diesel engine 2 to which the method for controlling an internal combustion engine according to the present invention is applied, a distribution type fuel injection pump 1 for injecting fuel into the diesel engine 2, and a control of the fuel injection pump 1 to the diesel engine 2. It is a schematic structure figure showing a fuel injection quantity control device which adjusts a fuel injection quantity.
As shown in FIG. 2, the fuel injection pump 1 includes a drive pulley 3 that is drivingly connected to a crankshaft 40 of the diesel engine 2 via a belt or the like. The fuel injection pump 1 is driven by the rotation of the drive pulley 3, and the fuel is injected under pressure to a fuel injection nozzle 4 provided for each cylinder of the diesel engine 2 to perform fuel injection. The drive shaft 5 is connected to the drive pulley 3. The drive shaft 5 is provided with a vane type fuel feed pump 6 (developed at 90 °) and a disk-shaped crank rotation angle pulser 7 having a plurality of teeth on the outer peripheral surface. The base end (right end in the figure) of the drive shaft 5 is
It is connected to the cam plate 8 via a coupling (not shown). Crank rotation angle pulser 7 and cam plate 8
And a roller ring 9 is interposed therebetween.
Is mounted with a plurality of cam rollers 10 facing the cam face 8a of the cam plate 8. The cam plate 8 is constantly biased and engaged with the cam roller 10 by the spring 11. A plunger 12 for fuel pressurization is attached to the cam plate 8 so as to be integrally rotatable, and the rotational force of the drive shaft 5 is transmitted to the cam plate 8 via a coupling, whereby the cam plate 8 and the plunger 12 are rotated. Are reciprocated in the horizontal direction in the figure while rotating. The plunger 12 is fitted into a cylinder 14 formed in the pump housing 13, and is connected to a tip end face (right end face in the figure) of the plunger 12.
A high-pressure chamber 15 is formed between the inner wall and the inner bottom surface. The same number of intake grooves 16 and distribution ports 17 as the number of cylinders of the diesel engine 2 are formed on the outer periphery of the distal end of the plunger 12. Also, corresponding to the suction groove 16 and the distribution port 17,
A distribution passage 18 and a suction port 19 are formed in the pump housing 13. When the fuel feed pump 6 is driven based on the rotation of the drive shaft 5, fuel from a fuel tank (not shown) is supplied into the fuel chamber 21 via the fuel supply port 20. Also, plunger 1
In the suction stroke in which the high pressure chamber 15 is depressurized by moving (returning) to the left in the figure, one of the suction grooves 16 communicates with the suction port 19, and fuel flows from the fuel chamber 21 to the high pressure chamber 15. be introduced. On the other hand, in the compression stroke in which the plunger 12 moves to the right in the drawing (forward movement) and the high-pressure chamber 15 is pressurized, fuel is fed from the distribution passage 18 to the fuel injection nozzles 4 of each cylinder to perform injection. Done. Pump housing 13
Is formed with a spill passage 22 for communicating the high-pressure chamber 15 with the fuel chamber 21, and an electromagnetic spill valve 23 is provided in the middle of the spill passage 22. The electromagnetic spill valve 23 is a normally-open type valve,
When the coil 24 is not energized (off), the valve 25 is opened, and the fuel in the high-pressure chamber 15 overflows to the fuel chamber 21. When the coil 24 is energized (on), the valve 2
5 is closed, and the overflow of fuel from the high-pressure chamber 15 to the fuel chamber 21 is stopped. Therefore, by controlling the energization timing of the electromagnetic spill valve 23, the electromagnetic spill valve 23 is controlled to open and close, and the overflow rate of fuel from the high-pressure chamber 15 to the fuel chamber 21 is adjusted. By opening the electromagnetic spill valve 23 during the compression stroke of the plunger 12, the high-pressure chamber 15 is opened.
The pressure of the fuel inside is reduced, and the fuel injection from the fuel injection nozzle 4 is stopped. That is, even when the plunger 12 moves forward, the high-pressure chamber 1 remains open while the electromagnetic spill valve 23 is open.
The fuel pressure in the fuel injection nozzle 5 does not increase, and the fuel injection from the fuel injection nozzle 4 is not performed. In addition, while the plunger 12 is moving forward, the amount of fuel injection from the fuel injection nozzle 4 is controlled by controlling the timing of opening and closing the electromagnetic spill valve 23. Below the pump housing 13, a timer device (deployed 90 degrees in the figure) 26 for controlling the fuel injection timing is provided. The timer device 26 is operated by hydraulic pressure, and the timer housing 27
A timer piston 28 fitted in the timer housing 27, and a timer spring 31 for pressing and urging the timer piston 28 toward the other pressure chamber 30 in the low pressure chamber 29 on one side of the timer housing 27. It is composed of The timer piston 28 is connected to the roller ring 9 via a slide pin 32. The fuel pressurized by the fuel feed pump 6 is introduced into the pressurizing chamber 30 of the timer housing 27. The position of the timer piston 28 is determined by the balance between the fuel pressure and the urging force of the timer spring 31. The position of the roller ring 9 is determined by determining the position of the timer piston 28, and the reciprocating timing of the plunger 12 via the cam plate 8 is determined. In order to control the fuel pressure of the timer device 26, a communication passage 32 that connects the pressurizing chamber 30 and the low-pressure chamber 29
Is provided with a timing control valve 33. The timing control valve 33 is an electromagnetic valve whose opening and closing are controlled by a duty-controlled energization signal, and the fuel pressure in the pressurizing chamber 30 is adjusted by controlling the opening and closing of the timing control valve 33. Then, the lift timing of the plunger 12 is controlled by the fuel pressure adjustment, and the fuel injection timing from each fuel injection nozzle 4 is adjusted. The electromagnetic spill valve 23 and the timing control valve 33 are an electronic control unit (hereinafter, “ECU”).
71, and their driving timing is EC
It is controlled by U71. As a sensor for detecting the operating state of the diesel engine 2, the rotation speed sensor 35 including an electromagnetic pickup coil attached to the outer peripheral surface of the crank rotation angle pulser 7 and the air cleaner 64 suck the air into the intake pipe. An intake air temperature sensor 72 for detecting the temperature of the air, an accelerator opening sensor 73 for detecting an accelerator opening ACCP corresponding to the load on the diesel engine 2 from the open / close position of the throttle valve 58, and a water temperature for detecting the cooling water temperature of the diesel engine 2. Sensor 75,
The rotation reference position of the crankshaft 40 (in this embodiment,
A crank angle sensor 76 for detecting a rotational position of the crankshaft 40 with respect to the top dead center of a specific cylinder, an intake pressure sensor 74 for detecting a supercharging pressure in the intake port 53, and a transmission gear (not shown) in synchronization with rotation of a transmission gear. A vehicle speed sensor 77 and the like for detecting a vehicle speed by turning a reed switch 77b on and off by a rotating magnet 77a are provided. The sensors described above are connected to the ECU 71, and the ECU 71 controls the electromagnetic spill valve 23, the timing control valve 33, and the like based on signals output from the sensors. Further, besides the various sensors, an air conditioner switch 65 for detecting the operation state of the air conditioner (air conditioner) and a neutral switch 6 for indicating that the range position of the automatic transmission (torque converter) is neutral.
6. An idle-up switch 67 that is turned on or off when changing from the normal idle state to the idle-up state or from the idle-up state to the normal idle state is provided. In this embodiment, the air conditioner switch 65, the neutral switch 66, and the water temperature sensor 75 constitute an operating state detecting means, and the idle up switch 67 constitutes a mode change detecting means. Next, the configuration of the ECU 71 will be described with reference to the block diagram of FIG. The ECU 71 includes a rotation speed detection unit, a rotation speed adjustment unit, a load state detection unit, an operation state detection unit, a target rotation speed setting unit, a rotation speed deviation calculation unit, a first rotation speed control unit, a feedback correction amount calculation unit, A central processing unit (hereinafter, “CPU”) 81 that constitutes the second rotation speed control unit, the feedback correction amount learning unit, and the feedback correction amount learning stop unit, a read-only memory (hereinafter, referred to as “CPU”) in which a predetermined control program, a map, and the like are stored in advance. ROM ") 82, a random access memory (hereinafter referred to as" R
AM ") 83, a backup RAM 84 for storing previously stored data, an input port 85, and an output port 86
Are connected as a logical operation circuit by a bus 87. An intake port temperature sensor 72, an accelerator opening sensor 73, an intake pressure sensor 74, and a water temperature sensor 75 are connected to the input port 85 via buffers 88, 89, 90, 91, a multiplexer 92, and an A / D converter 93. ing. Further, the input port 85 is connected to the rotation speed sensor 35, the crank angle sensor 76, and the vehicle speed sensor 77 via a waveform shaping circuit 95. Then, the CPU 81 reads a detection signal of each sensor input via the input port 85 as an input value. The output port 86 is connected to the electromagnetic spill valve 23, the timing control valve 33, and the like via a drive circuit 96. The CPU 81 controls the electromagnetic spill valve 2 based on the input value read from each sensor.
3. The timing control valve 33 and the like are suitably controlled.

Next, the operation of the embodiment constructed as described above will be described with reference to the flowchart shown in FIG. First, in step 101, for example, a start increasing amount state,
Alternatively, it is determined whether or not the feedback control execution condition is satisfied, such as whether or not the warm-up state is being increased. If it is determined in step 101 that the feedback execution condition is satisfied, the actual rotation speed NE is calculated by the rotation speed sensor 35 in step 102. Next, step 103
It is determined whether the idle-up control execution condition is satisfied. That is, for example, it is determined whether or not the idle up switch 67 is turned on to improve the effectiveness of the air conditioner. If it is determined in step 103 that the condition for executing the idle-up control is satisfied, then in step 104, the target rotation speed NTRG1 in the idle-up state is calculated. Then, in step 105,
A deviation NEDL between the actual rotation speed NE calculated in step 102 and the target rotation speed NTRG1 in the idle-up state calculated in step 104 is obtained. Next, at step 106, an expected correction amount NIP for a load change caused by a load change of the neutral switch 66, the air conditioner switch 65, and the like is calculated. In step 107, the Δintegration correction amount NII is calculated by a map or calculation based on the NEDL calculated in step 105. In step 108, the Δintegral correction amount NII calculated in step 107 is added to the previous integral correction amount NII (i-1) to obtain the present integral correction amount NII (i). Subsequently, in step 109, the update amount ΔNIPAC of the expected correction amount for the idle-up is calculated. Here, the expected correction amount for the load change is the generation of the driving force of the air conditioner or the like, and the expected correction amount for the idle-up is the cooling capacity of the air conditioner. Next, at step 110, the previous estimated correction amount NI
The update amount ΔNIPAC calculated in step 109 is added to PAC (i−1). Then, this update amount ΔNIP
The value obtained by adding AC is used as the current expected correction amount NIPAC (i).
And In step 111, a comparison is made between the current expected correction amount NIPAC (i) calculated in step 110 and a predetermined expected correction amount NIPACMX based on the coolant temperature and the like detected by the water temperature sensor 75. If it is determined in step 111 that the predetermined expected correction amount NIPACMX is larger than the current expected correction amount NIPAC (i),
In step 112, the current estimated correction amount NIPAC (i) is set as the estimated correction amount NIPAC. Step 1
If it is determined in step 11 that the predetermined estimated correction amount NIPACMX is smaller than the current estimated correction amount NIPAC (i), the predetermined estimated correction amount NIPACMX is set as the estimated correction amount NIPAC in step 113. After the processing of steps 112 and 113, it is determined in step 114 whether or not a predetermined time T has elapsed after the conditions for executing the idle-up control are satisfied. Note that the predetermined time T is set to a time until the normal idle state shifts to the idle-up state, that is, a time until the expected correction amount NIPAC has finished increasing to the target value. Step 11
If it is determined in Step 4 that the predetermined time T has elapsed after the idle-up control execution condition has been satisfied, in Step 115, a flag N for indicating whether or not the learning control execution condition described later has been satisfied has been satisfied.
Is set to 1 to indicate that the execution condition of the learning control is satisfied.
Set to. If it is determined in step 114 that the predetermined time T has not elapsed after the idle-up operation condition has been satisfied, a flag N for indicating whether the learning control execution condition has been satisfied in step 116 is set to a flag N for learning control. Set to 0 to indicate that the execution condition is not satisfied. Thereafter, in step 117, the corrected rotation speed NEISC is calculated based on the equation (1). NEISC = NE− (NIP + NIPAC + NII) (1) After calculating the corrected rotation speed NEISC, in step 118,
Based on the accelerator opening ACCP by the accelerator opening sensor 73 and the corrected rotational speed NEISC, the fuel injection amount Q is obtained by map search or calculation. Thereby, the apparent governor pattern is shifted in the direction of the rotational speed axis by NIP + NIP.
That is, the translation is performed by AC + NII. Next, in step 119, the injection amount command value QF corrected by the learning correction amount NIIGQ described later is obtained, and this is output to the drive circuit 96 of the electromagnetic spill valve 23 to drive the electromagnetic spill valve 23. Thereafter, the control execution routine ends. If it is determined in step 103 that the condition for executing the idle-up control is not satisfied, then in step 12
At 0, the target rotation speed NTRG2 in the normal idle state is calculated based on the intake air temperature sensor 72, the accelerator opening sensor 73, the intake pressure sensor 74, the water temperature sensor 75, and the like. In step 121, a deviation NEDL between the actual rotation speed NE calculated in step 102 and the target rotation speed NTRG2 in the normal idle state calculated in step 120 is obtained. In step 122, an expected correction amount NIP for a load change caused by a load change of the neutral switch 66, the air conditioner switch 65, and the like is calculated. Next, at step 123, the NE calculated at step 121 is obtained.
A map based on DL or a Δ integration correction amount N by calculation
Calculate II. In step 124, the Δ integral correction amount NII calculated in step 123 is added to the previous integral correction amount NII (i-1) to obtain the present integral correction amount NII (i). Next, at step 125, the update amount ΔNIPAC of the expected correction amount for the idle-up stop is calculated. And
In step 126, the previous estimated correction amount NIPAC (i-1)
From the update amount ΔNIPAC calculated in step 125
Is subtracted. Then, a value obtained by subtracting the update amount ΔNIPAC is set as the current expected correction amount NIPAC (i). Next, at step 127, it is determined whether or not the current expected correction amount NIPAC (i) calculated at step 126 is equal to or less than zero. If it is determined in step 127 that the current correction amount NIPAC (i) is equal to or less than 0, the correction amount NIPAC is set to 0 in step 128. In step 127, the current estimated correction amount NIPA
If it is determined that C (i) is not less than 0, step 12
In step 9, the current estimated correction amount NIPAC (i) is set as the estimated correction amount NIPAC. Subsequently, at step 130, it is determined whether or not a predetermined time T has elapsed since the idle-up control execution condition was not satisfied. The predetermined time T is set to a time from when the idle-up state shifts to the normal idle state. If it is determined in step 130 that the predetermined time T has elapsed since the idle-up control execution condition was not satisfied, a flag N for indicating whether the learning control execution condition was satisfied in step 131 is set to a learning control execution condition. Is set to indicate that has been established. If it is determined in step 130 that the predetermined time T has not elapsed after the idle-up control execution condition is not satisfied, step 1 is executed.
At 32, a flag N for indicating whether or not the execution condition of the learning control is satisfied is set to 0 to indicate that the execution condition of the learning control is not satisfied. Thereafter, the processes of steps 117 to 119 are performed, and the control execution routine ends. If it is determined in step 101 that the feedback control execution condition is not satisfied,
In step 133, a flag N indicating whether the learning control execution condition is satisfied is set to 0 to indicate that the learning control execution condition is not satisfied, and the control execution routine ends. By repeating the above processing, the actual rotational speed NE becomes the target rotational speed NTRG1 in the idle-up state and the target rotational speed NT in the normal idle state.
Feedback control is performed by RG2.

FIG. 5 shows a learning term NII of the integral correction amount NII.
5 is a flowchart illustrating an operation of GQ learning control. First, in step 201, it is determined whether a learning control execution condition is satisfied. If it is determined in step 201 that the learning control execution condition is satisfied, then in step 2
At 02, it is determined whether or not a flag N for indicating whether or not the execution condition of the learning control is satisfied is set to 1.
If it is determined in step 202 that the flag N is set to 1, in step 203, the process proceeds to step 10
The current integral correction amount NII (i) calculated in steps 7 and 121
Is compared with the learning term NIIGQ of the integral correction amount NII. If it is determined in step 203 that the learning term NIIGQ is larger than the integral correction amount NII, step 204
Then, a predetermined amount A is subtracted from the learning term NIIGQ to obtain the latest learning value NIIGQ. If it is determined in step 203 that the learning term NIIGQ is smaller than the integral correction amount NII, a predetermined amount B is added to the learning term NIIGQ in step 205 to obtain the latest learning value NIIGQ. After performing the learning term NIIGQ learning control as described above, this routine ends. This routine is also terminated when it is determined in step 201 that the learning control execution condition is not satisfied, and when it is determined in step 202 that the flag N is set to 0.

As described above, in the idle-up state, the rotational speed is increased by using the estimated correction amount NIPAC. In addition, since the rotation speed is not increased rapidly but is increased gradually with time, a shock due to unnecessary vibration due to the rotation speed fluctuation during idle-up is not given to the occupant. In the idle-up stop state, the rotational speed is decreased using the estimated correction amount NIPAC. In addition, since the rotation speed is not lowered rapidly but gradually lowered with time, shock due to unnecessary vibration due to the rotation speed fluctuation of the idle-up stop is not given to the occupant.

Since the learning of the integral correction amount NII is prohibited from the time when the idle-up operation execution condition is satisfied to the end of the idle-up operation, the change amount of the integral correction amount NII is not learned, and the fuel injection amount for the next and subsequent times is prevented. Correction can be performed accurately. In addition, from the time when the idling-up operation execution condition is not satisfied until the end of idling-up stop, the integral correction amount N
Since the learning of II is prohibited, the amount of change in the integral correction amount NII is not learned, and the fuel injection amount correction for the next and subsequent times can be accurately performed.

In this embodiment, the control of the rotational speed of the diesel engine has been described. However, the present invention can also be applied to a gasoline engine, in which case the rotational speed of the engine is adjusted by the amount of intake air.

[0012]

According to the present invention, the target rotation speed setting means in the idling state of the engine is set by the operating state detection means.
When a change in the target rotation speed is detected, learning of the feedback correction amount calculated by the feedback correction amount calculation means by the feedback correction amount learning means is stopped by the feedback correction amount learning stop means for a predetermined period . Therefore , the target rotation is controlled by the first rotation speed control means.
Drive the rotation speed adjusting means to gradually approach the speed
Changes in the feedback correction amount caused by the
Learning by feedback correction amount learning means
Without, thus lowering the torque, it is possible to prevent causing an increase or the like of harmful components emissions emissions and the like.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to claims.

FIG. 2 is a schematic diagram of a diesel engine to which the present invention is applied.

FIG. 3 is a block diagram showing a configuration of an ECU.

FIG. 4 is a flowchart of a feedback control execution routine.

FIG. 5 is a flowchart of a learning control execution routine.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Distribution type fuel injection pump 2 ... Diesel engine 3 ... Drive pulley 4 ... Fuel injection nozzle 5 ... Drive shaft 6 ... Fuel feed pump 7 ... Crank rotation angle pulser 8 ... Cam plate 9 ... Roller ring 10 ... Cam roller 11 ... Spring 12 ... Plunger 13 ... Pump housing 14 ... Cylinder 15 ... High pressure chamber 16 ... Suction groove 17 ... Distribution port 18 ... Distribution passage 19 ... Suction port 20 ... Fuel supply port 21 ... Combustion chamber 22 ... Spill passage 23 ... Electromagnetic spill valve 24 ... Coil 25 ..Valve element 26 ... Timer device 27 ... Timer housing 28 ... Timer piston 29 ... Low pressure chamber 30 ... Pressure chamber 31 ... Timer split Grayed 32 ... communicating passages 33 timing control valve

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F02D 41/00-41/40 F02D 29/00-29/06

Claims (1)

(57) [Claims] A rotational speed detecting means for detecting a rotational speed of the engine; a rotational speed adjusting means for adjusting a rotational speed of the engine;
Operating state detecting means for detecting the operating state of the engine, target rotational speed setting means for setting a target rotational speed according to the operating state of the engine detected by the operating state detecting means, and target rotational speed setting means and rotational speed deviation calculating means for calculating a deviation of the actual rotational speed detected by the target rotation speed rotational speed detecting means, the feedback rotational speed deviation calculated by the rotational speed difference calculation means as close to 0 correction Feedback correction amount calculation means for calculating a feedback correction amount for performing the feedback correction amount calculation, feedback feedback amount learning means for learning the feedback correction amount calculated by the feedback correction amount calculation means and storing it as a learning value , and feedback correction amount calculation means. driving the rotational speed adjusting means based on the feedback correction amount calculated In the rotation speed control apparatus for an internal combustion engine and a second rotation speed control means, the eyes in the idling state of the engine by operating condition detecting means
The change of the target rotation speed set by the target rotation speed setting means
When engine operation is detected, engine operating
Set by the target rotation speed setting means in the
From the point at which the change in the target rotation speed is detected, the engine speed
Target rotation speed whose degree is set by the target rotation speed setting means
Drive the rotation speed adjustment means so that it gradually approaches
The first rotation speed control means and the target rotation speed setting means in the idling state of the engine by the operating state detection means
A rotation speed control device for an internal combustion engine, comprising: a feedback correction amount learning stop unit that stops learning of the feedback correction amount by a feedback correction amount learning unit for a predetermined period when a change in a set target rotation speed is detected.