JPH0826799B2 - Idle speed control device for internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of use] The present invention relates to an idle speed control device for an internal combustion engine, which is effective in suppressing idle speed fluctuations caused by an external load of the internal combustion engine.

[Prior Art] Conventionally, there is known a technique of controlling an idle rotation speed of an internal combustion engine to a target idle rotation speed to improve idle stability of the internal combustion engine. As such, for example, the following technologies have been proposed. That is, (1) When the rotation speed of the internal combustion engine is lower than the idling set rotation speed when the vehicle equipped with the internal combustion engine is started, the ignition timing is advanced and the output torque of the internal combustion engine is increased. Ignition timing control device for engine "
No. 52-140734).

(2) Means for generating a signal representative of an error between the actual engine speed and the desired idling speed, and ignition timing control connected to the error signal for varying the engine ignition timing according to the error signal. Means and air supply means connected in a controlled manner in response to the time integration of the error signal for controlling the air supply to the engine air intake manifold. "Control method and control system for idling speed of internal combustion engine" for controlling generation within a range that can be allowed in a transient period (Japanese Patent Laid-Open No. 56-121843).

(3) The generated voltage of the generator driven by the engine is adjusted so that the generated voltage is high when the engine speed is high and the generated voltage is low when the engine speed is low, in accordance with the engine rotation fluctuation, Of the power generated by the engine, adjust the power consumed by the generator,
"Vehicle generator control device" that suppresses engine rotation fluctuations (Japanese Patent Laid-Open No. 60-35926).

[Problems to be Solved by the Invention] However, the related art has the following problems. That is, (1) as shown in FIG. 24, in order to sufficiently correct the rotational speed fluctuation, for example, the amount of decrease in rotational speed (indicated by the broken line in the figure) due to the power steering (PS) operation during stationary steering. Therefore, it is necessary to advance the ignition timing considerably.
Further, for example, the amount of decrease in the rotational speed (shown by the one-dot chain line in the figure) associated with the operation of the air conditioner (A / C) mounted on the vehicle is so large that it cannot be suppressed only by the advance control of the ignition timing. Further, as shown in FIG. 25, the idle stability tends to deteriorate as the ignition timing is advanced. Figures 24 and 25 above
As shown in the figure, for example, the ignition timing advance amount required to correct the amount of decrease in rotational speed due to the power steering (PS) operation during stationary steering is the ignition timing advance amount corresponding to the idle stability allowable value. Is almost equal to. As described above, the rotational speed fluctuation that can be sufficiently suppressed only by the ignition timing control is a relatively small fluctuation. For example, the power steering (P
Large rotation speed fluctuations due to so-called external loads such as S) operation and in-vehicle air conditioner (A / C) operation cannot be sufficiently suppressed, and there is also a problem that idle stability is deteriorated. This deteriorates so-called drivability and gives the driver discomfort.

(2) Further, in the technique of suppressing the rotational speed fluctuation by suppressing the increase / decrease in the bypass air flow rate, a considerable time delay occurs after the air supply means is activated until the bypass air flow rate actually changes. For example, as shown in the timing chart of FIG. 26, the air conditioner switch (A / C SW) signal corresponding to the increase in the external load amount is low level (OF
Even if it changes from F) to the high level (ON), the bypass air flow rate actually increases from the time T81 above about 1.5 [se
c] It is time T82 after a lapse of time. Therefore, as shown in the figure, immediately after the increase of the external load amount, the rotation speed greatly decreases. As described above, the responsiveness of the bypass air flow rate control is extremely poor, and the rapid change in the external load cannot be dealt with promptly.

(3) Further, a technique for adjusting the field current of the generator according to the engine speed to suppress the engine rotation fluctuation is:
The so-called feedback control is performed in which the field current of the generator is changed after the engine speed actually changes due to an external load. Therefore, after the engine speed has once departed from the target speed due to the change in the external load,
Since the control is started for the first time, the control accuracy is deteriorated due to the response delay of the control and the occurrence of over-control, and it is not yet sufficient as a measure for suppressing the rotation speed fluctuation.

SUMMARY OF THE INVENTION It is an object of the present invention to provide an idle speed control device for an internal combustion engine, which is highly responsive to changes in the rotation speed of the internal combustion engine when the external load amount changes and can be sufficiently suppressed.

Configuration of the Invention [Means for Solving the Problems] The present invention made to solve the above problems, as illustrated in FIG. 1, shows the amount of power generation of a generator M2 driven by an internal combustion engine M1, Power generation amount adjusting means M3 for adjusting according to a command from the outside, ignition timing of the internal combustion engine M1, ignition timing adjusting means M4 for adjusting according to a command from the outside, and an operating state including at least the rotational speed of the internal combustion engine M1. An operating state detecting means M5 for detecting, and based on the detection result of the operating state detecting means M5, increase / decrease of an external load amount acting on the internal combustion engine M1 during idling operation of the internal combustion engine M1 and an external amount detecting the increase / decrease amount thereof. When the increase in the external load amount is detected by the load amount detecting means M6 and the external load amount detecting means M6, the predetermined estimated power generation correction amount corresponding to the increase amount detected by the external load amount detecting means M6 is used. Power generation The power generation amount controlling means an instruction to reduce change the power generation amount of M2
When the external load amount detecting means M6 outputs a decrease to the external load amount, the generator outputs only a predetermined estimated power generation correction amount according to the decrease amount detected by the external load amount detecting means M6. When the increase in the external load amount is detected by the external load amount detecting means M6 and the power generation amount correcting means M7 which outputs a command to increase the generating amount of M2 to the power generation amount adjusting means M3, the external load A command for advancing the ignition timing of the internal combustion engine M1 by a predetermined estimated ignition timing correction amount according to the increase detected by the amount detecting means M6 is output to the ignition timing adjusting means M4, and the external load amount detecting means M6. When a decrease in the external load amount is detected by the above, a command to retard the ignition timing of the internal combustion engine M1 by a predetermined estimated ignition timing correction amount according to the decrease amount detected by the external load amount detecting means M6 is issued. Ignition timing adjuster And ignition timing correcting means M8 for outputting to M4, the idle speed control apparatus for an internal combustion engine characterized by comprising a one in which the subject matter.

The power generation amount adjusting means M3 is for adjusting the power generation amount of the power generator M2 driven by the internal combustion engine M1 according to a command from the outside. For example, it can be realized by a contact regulator or an IC regulator that controls the voltage generated by an alternator driven by the engine to an appropriate value.

Ignition timing adjusting means M4, the ignition timing of the internal combustion engine M1,
It is adjusted according to an external command. For example,
It can be realized by an igniter that inputs an ignition signal transmitted from the outside and determines an ignition advance angle and an energization time.

The operating state detecting means M5 detects an operating state of the internal combustion engine M1 including at least the rotational speed. For example,
It can be realized by a rotation angle sensor that detects a rotation speed, an idle switch that detects an idle state, an air conditioner switch that detects start / stop of an air conditioner or a power steering device, a power steering switch, and the like.

The external load amount detection means M6, based on the detection result of the operating state detection means M5, the increase or decrease of the external load amount that acts on the internal combustion engine M1 during internal combustion engine M1 in idle operation, and detects the increase or decrease amount. is there. Here, the external load amount is a mechanical load that acts on the internal combustion engine M1, and is a load caused by starting / stopping the compressor of the air conditioner or starting / stopping the vane pump of the power steering device. is there. For example, when the output signal of the air conditioner switch, power steering switch, etc. changes from the stopped state (OFF) to the operating state (ON) during idle operation, the external load increases as the air conditioner or power steering device starts. On the other hand, when at least one of the above signals changes from the operating state (ON) to the stop state (OFF), the external load amount has decreased due to the stop of the air conditioning system or power steering system. Can be configured to detect. Also, for example, during idle operation, when the rotation speed detected by the rotation angle sensor decreases, it is detected that the external load amount has increased, while when the rotation speed has increased, it is detected that the external load amount has decreased. You can also do it.

When the external load amount detecting means M6 detects an increase in the external load amount, the power generation amount correcting means M7 means the generator M2 by a predetermined expected power generation correction amount corresponding to the increase amount detected by the external load amount detecting means M6. When the external load amount detecting means M6 detects a decrease in the external load amount, it outputs a command to decrease the amount of power generation of the external load amount detecting means M3 according to the decrease amount detected by the external load amount detecting means M6. A command to increase and change the power generation amount of the generator M2 by the predetermined estimated power generation correction amount is output to the power generation amount adjusting means M3. Then, the power generation amount correction means M7 may be configured to gradually decrease the predetermined expected power generation correction amount.

The ignition timing correction means M8 means that when the external load amount detection means M6 detects an increase in the external load amount, the internal combustion engine is a predetermined estimated ignition timing correction amount according to the increased amount detected by the external load amount detection means M6. A command to change the ignition timing of M1 is output to the ignition timing adjusting means M4, and when a decrease in the external load amount is detected by the external load amount detecting means M6, the decrease amount detected by the external load amount detecting means M6. A command for changing the ignition timing of the internal combustion engine M1 by a predetermined estimated ignition timing correction amount is output to the ignition timing adjusting means M4.

The external load amount detecting means M6, the power generation amount correcting means M7 and the ignition timing correcting means M8 can be realized by, for example, independent discrete logic circuits. Further, for example, a configuration may be adopted in which a well-known CPU, ROM, RAM, and other peripheral circuit elements are configured as a logical operation circuit, and the above-described units are realized in accordance with a predetermined processing procedure.

[Operation] In the idle speed control device for an internal combustion engine of the present invention configured as described above, the operating state detecting means M5 is
The operating state including at least the rotational speed of the internal combustion engine M1 is detected, and the external load amount detecting means M6 is based on the detection result of the operating state detecting means M5, and the external load acting on the internal combustion engine M1 during idle operation of the internal combustion engine M1. Increase / decrease in amount and the amount of increase / decrease are detected.

Then, when the increase in the external load amount is detected by the external load amount detecting means M6, the power generation amount correcting means M7 generates the predetermined estimated power generation correction amount according to the increase amount detected by the external load amount detecting means M6. A command to reduce and change the power generation amount of M2,
Output to the power generation amount adjusting means M3 and ignition timing correcting means
M8 outputs a command to the ignition timing adjusting means M4 to advance the ignition timing of the internal combustion engine M1 by a predetermined estimated ignition timing correction amount according to the increase amount detected by the external load amount detecting means M6.

Then, the power generation amount adjusting means M3 reduces the power generation amount of the generator M2 in accordance with the instruction from the power generation amount correcting means M7, and
The ignition timing adjusting means M4 advances the ignition timing of the internal combustion engine M1 according to a command from the ignition timing correcting means M8.

On the other hand, when the external load amount detection means M6 detects a decrease in the external load amount, the power generation amount correction means M7 generates a predetermined estimated power generation correction amount according to the reduction amount detected by the external load amount detection means M6. A command to increase the power generation amount of M2 is output to the power generation amount adjusting means M3, and the ignition timing correcting means M8
However, it outputs to the ignition timing adjusting means M4 a command to retard the ignition timing of the internal combustion engine M1 by a predetermined estimated ignition timing correction amount according to the reduction amount detected by the external load amount detecting means M6.

Then, the power generation amount adjusting means M3 increases the power generation amount of the generator M2 in accordance with the command from the power generation amount correcting means M7, and
The ignition timing adjusting means M4 retards the ignition timing of the internal combustion engine M1 according to the command from the ignition timing correcting means M8.

That is, in the internal combustion engine idle speed control device of the present invention, when the external load amount that acts on the internal combustion engine M1 during idle operation increases, the generator M2
When the amount of external load acting on the internal combustion engine M1 during idling is decreased, the power generation of the generator M2 is reduced according to the amount of decrease. The amount is increased and the ignition timing of the internal combustion engine M1 is retarded.

According to such an idle speed control device for an internal combustion engine of the present invention, when the amount of external load acting on the internal combustion engine M1 increases, the amount of power generation of the generator M2 is reduced and the internal combustion engine
As the load on M1 is reduced and the ignition timing is advanced to increase the output (torque) of internal combustion engine M1 itself, it is possible to reliably prevent the idle rotation speed from decreasing, and conversely, the external load amount decreases. Occasionally, the amount of power generated by the generator M2 is increased to increase the load on the internal combustion engine M1, and the ignition timing is retarded to decrease the output of the internal combustion engine M1. it can.

As shown in the timing chart of FIG. 2, the ignition timing control is performed after about 50 [msec] has elapsed from the output of the ignition signal, and the power generation amount control is performed after about 100 [msec] has elapsed from the output of the alternator control signal. Operating state of the internal combustion engine M1,
In particular, it is reflected in the rotation speed with good responsiveness. By the way, just by controlling the bypass air flow rate by the idle speed control valve (ISCV), it will be delayed by several hundred [msec]. Further, when the power generation amount of the generator M2 is controlled, as shown in FIG. 3, for example, when the output voltage is kept constant and the alternator output current is increased / decreased, this changes to the internal combustion engine.
The load change is sufficient for M1, and the amount of rotation speed change greatly changes. By the way, if the alternator stops generating electricity when the internal combustion engine M1 is idle, the rotation speed will be about 140
[R.pm.] Rise.

Therefore, according to the idle speed control device for an internal combustion engine of the present invention, it is possible to reliably and reliably suppress fluctuations in the idle speed that occur due to changes in the external load amount during idle operation.

[Embodiment] Next, a preferred embodiment of the present invention will be described in detail with reference to the drawings. FIG. 4 shows the system configuration of the engine idle speed control device according to the first embodiment of the present invention.

As shown in FIG. 1, an engine idle speed control device 1 includes an engine 2, a charging device 3, and an electronic control device (hereinafter simply referred to as an ECU) 4 that controls these.

The engine 2 forms a combustion chamber 8 from a cylinder 5, a piston 6 and a cylinder head 7, and an ignition plug 9 is arranged in the combustion chamber 8.

The intake system of the engine 2 includes the combustion chamber 8 and the intake valve.
An intake port 11, which communicates via 10, an intake pipe 12, a surge tank 13 which absorbs the pulsation of intake air, a throttle valve 14 which adjusts the amount of intake air, and an air cleaner 15, and the intake pipe 12 is Throttle valve 14
Is provided with a bypass passage 16, and the bypass passage 16 has an idle speed control valve (hereinafter,
Call it simply ISCV. ) 17 are installed.

The exhaust system of the engine 2 is composed of an exhaust port 19, which communicates with the combustion chamber 8 via an exhaust valve 18, an exhaust pipe 20, and a catalytic converter 21.

The ignition system of the engine 2 includes an igniter 22 that outputs a high voltage required for ignition and a distributor 23 that distributes and supplies the high voltage generated by the igniter 22 to an ignition plug in conjunction with a crankshaft (not shown). .

The fuel system of the engine 2 includes a fuel tank 24 for storing fuel, a fuel pump 25 for pumping the fuel, and an electromagnetic fuel injection valve (fuel injector) 26 for injecting the pumped fuel to the intake port 11. It is configured.

The charging device 3 is composed of an alternator 27 and a regulator 28 and supplies electric power to a vehicle battery 29 and other electric devices.

The engine idle speed control device 1 is a detector, which is provided on the upstream side of the throttle valve 14 of the intake pipe 12 to measure an intake air amount, and an intake air temperature is provided inside the air flow meter 31. Of the intake air temperature sensor 32, the throttle position sensor 33 that detects the opening of the throttle valve 14 in conjunction with the throttle valve 14, the idle switch 34 that detects the fully closed state of the throttle valve 14, and the cylinder block 5a. Water temperature sensor 3 installed in the cooling system to detect the cooling water temperature
5, an oxygen concentration sensor 36 provided in the exhaust pipe 20 for detecting the residual oxygen concentration in the exhaust gas, the above-mentioned distributor
A rotation angle sensor 37 that also serves as a rotation speed sensor that outputs a rotation angle signal for each 1/24 rotation of the camshaft of 23, that is, for each integral multiple of the crank angle of 0 ° to 30 °, a vehicle-mounted air conditioner (not shown) ( An air conditioner switch 38 for detecting the start / stop of the air conditioner) and a power steering switch 39 for detecting the start / stop of an in-vehicle power steering device (not shown) are provided.

The detection signals of the above-mentioned respective sensors and switches are input to the ECU 4, and the ECU 4 controls the engine 2 and the charging device 3. The ECU 4 is configured as a logical operation circuit centering on the CPU 4a, ROM 4b, RAM 4c, and is connected to the input / output unit 4e via the common bus 4d to perform input / output with the outside. The CPU 4a inputs the detection signals of the above-mentioned sensors and switches via the input / output unit 4e, while the igniter 22 via the input / output unit 4e,
Electromagnetic fuel injection valve 26 and regulator 28 of charging device 3
Control signal is output to.

Next, the detailed configuration and operation of the charging device 3 will be described with reference to FIG. As shown in the figure, the charging device 3 includes an alternator 27 that rectifies an alternating current generated by the engine 2 via a belt to generate an alternating current, and outputs the alternating current, and the alternator that fluctuates according to the rotation speed of the engine 2.
It is composed of a regulator 28 that controls the output of 27 to an appropriate value. The output of the charging device 3 is supplied to the battery 29 and an electric load 41 such as various lamps. The alternator 27 includes a rotor coil (field coil) 42 wound around the center of a rotor that rotates integrally with the shaft, a stator coil 43 wound in a groove inside the stator core of the stator and Y-connected, and a rectifying rectifier. (Diode) 44. When the rotor coil 42 is rotated by the driving force supplied from the engine 2, a three-phase alternating current is generated in the stator coil 43, and the rectifier 44 rectifies the three-phase alternating current into a direct current. Battery
The regulator 28, which prevents overcharging of the battery 29,
The field current flowing in the rotor coil 42 is controlled via the power transistor 45 in accordance with the voltage of the above and the control signal from the ECU 4. When the power transistor 45 is turned on (ON), a field current flows through the rotor coil 42, so that the alternator 27 generates electricity. On the other hand, when the power transistor 45 is turned off (OFF), a field current flows through the rotor coil 42. Since the flow stops, the alternator 27 stops power generation. In the regulator control that is normally performed, the power transistor 45 is in a conductive state (ON) and a cutoff state (OFF) so that the battery voltage becomes a predetermined set value (for example, 14.5 [V] in this embodiment). ) Is controlled.

Next, the predictive control processing for the purpose of the idle speed control executed by the ECU 4 will be described with reference to the flowchart shown in FIG. 6, and the predictive amount reduction correction processing with reference to the flowchart shown in FIG.

The probabilistic control process shown in FIG. 6 is that the engine 2 is in the idle operation state by the output signal of the idle switch 34 after the ECU 4 is started, and the air conditioner switch (A / C SW) signal output by the air conditioner switch 38, or , The power steering switch (PS SW) signal output from the power steering switch 39 is started (ON) and stopped (OFF)
If it changes between and, it will start by interrupting.

First, in step 100, the air conditioner switch (A / CS
W) signal or power steering switch signal (P
S SW) is processed to determine whether it has changed from stop (OFF) to start (ON), and if affirmative, step
On the other hand, if the determination is negative at 110, the process proceeds to step 170. In step 110, which is executed when it is determined that the air conditioner switch signal or the power steering switch signal has changed from stop to start, the estimated ignition timing advance amount is set in preparation for an increase in the external load amount acting on the engine 2. A process of calculating θON based on the map shown in FIG. 7 (1) and calculating the alternator expected power generation reduction amount ION based on the map shown in FIG. 7 (2) is performed. In addition,
As shown in the map of FIG. 7 (1), the estimated ignition advance amount θON is set to 10 [° CA] when the air conditioner is started and 5 [° CA] when the power steering device is started. As shown in the map of (2), the alternator expected power generation reduction amount ION is 15 when the air conditioner is started.
[A] is set to 10 [A] when the power steering device is activated. The ECU 4 stores the maps shown in (1) and (2) of FIG. 7 in the ROM 4b in advance. In the following step 120, the ignition timing control amount θ is obtained by adding the estimated ignition timing advance amount θON calculated in step 110 to the basic advance amount θ calculated based on the rotation speed and the load of the engine 2.
A process of calculating 0 is performed. Next, the process proceeds to step 130, and from the current alternator power generation amount I (for example, a value corresponding to the current alternator output current), the above step 110 is performed.
A process of calculating the alternator power generation control amount I0 is performed by subtracting the alternator expected power generation reduction amount ION calculated in. In the following step 140, a process of setting the ignition timing estimated retard angle amount θOFF to the value 0 is performed in preparation for an estimated amount decrease correction process described later. Next, the routine proceeds to step 150, where the current alternator power generation amount I is stored in the ECU 4 in the RAM 4c. In the following step 160, the ignition timing control amount θ
After performing a process of outputting a control signal for controlling the igniter 22 according to 0 and a control signal for controlling the regulator 28 according to the alternator power generation control amount I0, the present predictive control process is temporarily terminated.

On the other hand, in the above step 100, the air conditioner switch signal,
Alternatively, if it is determined that the power steering switch signal has changed from start to stop, step 17 is executed.
At 0, in preparation for the decrease of the external load acting on the engine 2, the ignition timing estimated retard amount θOFF is based on the map shown in FIG. 8 (1), and the alternator estimated power generation increase amount IOFF is shown in FIG. The calculation process is performed based on the map shown in (2). As shown in the map of FIG. 8 (1), the estimated ignition timing advance amount θOFF is set to 5 [° CA] when the air conditioner is stopped and 3 [° CA] when the power steering device is stopped. As shown in the map of Fig. 8 (2), the alternator expected power generation reduction amount IOFF is
It is set to 15 [A] when the air conditioner is stopped and 10 [A] when the power steering device is stopped. The ECU 4 stores the maps shown in (1) and (2) of FIG. 8 in the ROM 4b in advance. In the following step 180, the ignition timing control amount θ0 is calculated by subtracting the estimated ignition timing retard amount θOFF calculated in step 170 from the basic advance amount θ calculated based on the rotation speed and the load of the engine 2. Next, the routine proceeds to step 190, where the current alternator power generation amount I
Is calculated by adding the alternator expected power generation increase amount IOFF calculated in step 170 to the alternator power generation control amount I0. In the following step 195, a process of setting the ignition timing estimated advance amount θON to a value of 0 is performed in preparation for an estimated amount reduction correction process described later. Next, after passing through the steps 150 and 160 already described, the present predictive control processing is once ended. After that, the present predictive control process is repeatedly executed every time the start condition is satisfied.

Next, the estimated amount reduction correction processing will be described based on the flowchart shown in FIG. The expected amount reduction correction process is executed by interrupting the ECU 4 at predetermined time intervals (for example, 4 [msec]). First, in step 205, it is determined whether or not the value of the alternator estimated power generation reduction amount ION calculated in the above-described estimation control process is positive, and if affirmative determination is made, step 210 is made, while negative determination is made. And go to step 245 respectively. In order to prepare for the increase in the external load acting on the engine 2, the target rotational speed NK is set in step 210 when the alternator power generation amount is controlled to decrease by the alternator estimated power generation reduction amount ION. Calculation processing is performed based on the map shown in FIG. As shown in the figure, the target rotation speed when the air conditioner starts
The NK is set to 800 [rpm], and the target rotation speed NK when starting the power steering device is set to 700 [rpm]. ECU
The ROM 4 stores in advance a map as shown in FIG. 10 in the ROM 4b. In the following step 215, a process of reading the current rotation speed Ne is performed. Next, in step 220, processing is performed to determine whether or not the current rotation speed Ne read in step 215 exceeds the target rotation speed NK calculated in step 210, and if an affirmative determination is made, step 22
On the other hand, if the determination is negative, the process proceeds to step 235.
In step 225 that is executed when it is determined that the current rotation speed Ne exceeds the target rotation speed NK, processing for increasing the ignition timing estimated advance amount θON calculated by the above-described estimation control processing by a predetermined angle θK is performed. Done. Continued Step 230
Then, a process of reducing the alternator estimated power generation reduction amount ION calculated by the above-described estimation control process by a predetermined amount IK is performed. Next, the routine proceeds to step 235, where the estimated ignition timing advance amount θON is added to the basic advanced angle amount θ and the estimated ignition timing retard amount θOFF is subtracted to calculate the ignition timing control amount θ0, and the current alternator is further calculated. A process of calculating the alternator power generation control amount I0 is performed by subtracting the alternator expected power generation decrease amount ION from the power generation amount I and adding the alternator expected power generation increase amount IOFF. In the following step 240, a control signal for controlling the igniter 22 according to the ignition timing control amount θ0 obtained in the above step 235 and a control signal for controlling the regulator 28 according to the alternator power generation control amount I0 obtained in the above step 235 are respectively set. After performing the output processing, the expected amount reduction correction processing is once ended.

On the other hand, in step 245, which is executed when it is determined in step 205 that the value of the alternator estimated power generation reduction amount ION is not positive, the value of the alternator estimated power generation increase amount IOFF calculated in the above-described estimation control process is It is determined whether or not it is positive, and if an affirmative judgment is made, the routine proceeds to step 250. On the other hand, if a negative judgment is made, this expected amount decrease correction processing is once ended. In step 250, which is executed when control is performed to increase the alternator power generation amount by the alternator estimated power generation increase amount IOFF in preparation for the decrease of the external load amount acting on the engine 2, the target rotation speed NK is set to the 10th value.
A calculation process is performed based on the map shown in the figure. As shown in the figure, the target rotation speed NK when the air conditioner is stopped is 70
It is set to 0 [rpm]. In the following step 255,
Processing for reading the current rotation speed Ne is performed. Next, the routine proceeds to step 260, where the current rotation speed Ne read at step 255 above is the target rotation speed NK calculated at step 250 above.
A process of determining whether or not it is less than is performed, and if the determination is affirmative, the process proceeds to step 265, and if the determination is negative, the process proceeds to step 235 already described. In step 265 which is executed when it is determined that the current rotation speed Ne is lower than the target rotation speed NK, the ignition timing estimated retard angle amount θOFF calculated in the above-described estimation control process is reduced by a predetermined angle θK. Is done. In the following step 270, the alternator estimated power generation increase amount IO calculated by the above-described estimated control process.
Processing for reducing FF by a predetermined amount IK is performed. Next, after going through the steps 235 and 240 described above, the present expected amount decrease correction processing is once ended. Thereafter, the expected amount decrease correction process is interrupted every predetermined time and repeatedly executed.

In the first embodiment, the engine 2 is the internal combustion engine M1.
In addition, the alternator 27 is the generator M2, the regulator 28 is the power generation amount adjusting means M3, and the igniter 22 is the ignition timing adjusting means M4.
In addition, the idle switch 34, the rotation angle sensor 37, the air conditioner switch 38, and the power steering switch 39 correspond to the operating state detecting means M5. Further, step 100 of the ECU 4 and the processing executed by the ECU 4 is the external load amount detecting means M.
As step 6, the step (110, 130, 160, 170, 190) functions as the power generation amount correction means M7, and the step (110, 120, 160, 170, 180) functions as the ignition timing correction means M8.

As described above, according to the first embodiment, even when the external load amount of the engine 2 changes during idle operation, for example, when the air conditioner or the power steering device is started or stopped, the idle rotation speed is reduced. Can be reduced, and the target idle speed can be promptly converged.

That is, as shown in the timing chart of FIG. 11, when the air conditioner switch (A / C SW) signal changes from the stopped state (OFF) to the activated state (ON) at time T1, the alternator power generation amount is the alternator expected power generation reduction amount. The ignition timing is advanced because the ignition timing is advanced by the estimated ignition timing advance amount as well as the alternator output current is decreased. Therefore, the rotation speed of the engine 2 slightly decreases, but immediately increases, as shown by the solid line in the figure. Eventually, at time T2, the current rotation speed exceeds the target rotation speed, so that the alternator expected power generation reduction amount starts to decrease by a predetermined amount and the ignition timing expected advance amount starts to increase by a predetermined angle. Further, at time T3, the alternator output current increases to a value equivalent to that in the normal time, so that normal regulator control is performed and the ignition timing also becomes a value determined based on the rotation speed and the load. Therefore, as described above, when both the ignition timing control and the alternator power generation amount control are executed, there is little fluctuation in the rotation speed as shown by the solid line in the figure,
Moreover, the target idle speed is converged in a short time after the external load is increased. However, when only the bypass air flow rate control is executed as in the conventional case, the fluctuation of the rotation speed is large as shown by the broken line in the figure, and further it takes a long time to converge.

On the other hand, as shown in the timing chart of FIG. 12, when the air conditioner switch (A / C SW) signal changes from the start state (ON) to the stop state (OFF) at time T11, the alternator power generation amount is the alternator expected power generation increase amount. The ignition timing is retarded because the ignition timing is retarded by the ignition timing expected retardation amount as well as the alternator output current increases. Therefore, the rotation speed of the engine 2 slightly increases, but immediately decreases, as shown by the solid line in the figure. Eventually, at time T12, the current rotation speed falls below the target rotation speed, and therefore the alternator expected power generation increase amount starts to decrease by a predetermined amount, and the ignition timing expected retard angle amount starts to decrease by a predetermined angle. Further, at time T13, the alternator output current decreases to a value equivalent to that in the normal time, so that normal regulator control is performed and the ignition timing also becomes a value determined based on the rotation speed and the load. Therefore, as described above, when both the ignition timing control and the alternator power generation amount control are executed,
As indicated by the solid line in the figure, the fluctuation of the rotation speed is small and the control response is high. However, when only the bypass air flow rate control is executed as in the conventional case, the fluctuation of the rotation speed is large as shown by the broken line in the figure, and the control response is also deteriorated.

In addition, from the viewpoint of responsiveness and drive torque, the engine 2
Since the alternator power generation amount that can be a sufficient load amount is controlled to increase or decrease according to the change of the external load amount, the rotation speed fluctuation is suppressed to a relatively large external load caused by the operation of the air conditioner and the power steering device. Can be fully compensated for.

Further, since the fluctuation of the rotation speed can be suppressed, the idle stability can be improved and the drivability can be improved.

Also, since the alternator estimated power generation decrease amount, the alternator estimated power generation increase amount, the ignition timing estimated advance angle amount, and the ignition timing estimated retard angle amount are used to suppress the rotational speed fluctuation, there is no overcontrol or control response delay. It is possible to realize quick and highly accurate idle rotation speed control.

Further, when the external load changes, the rotation speed control is started with the estimated alternator expected power generation decrease amount, the alternator estimated power generation increase amount, the ignition timing estimated advance amount and the ignition timing estimated retard amount as initial values, and thereafter, the target rotational speed and the current Depending on the deviation from the rotation speed, the initial value is attenuated by a predetermined amount or by a predetermined angle, so that the alternator power generation amount fluctuates, particularly the deterioration of the battery charge balance due to the decrease, or the ignition timing. It is possible to suppress the idle rotation speed fluctuation without causing the adverse effect of the advance / retard control, particularly the deterioration of the idle stability caused by the advance control.

Next, a second embodiment of the present invention will be described in detail with reference to the drawings. The difference between the second embodiment and the previously described first embodiment is that
The second embodiment is to estimate the external load amount on the basis of the deviation between the target rotation speed and the current rotation speed and perform control to suppress fluctuations in the idle rotation speed. Since the system configuration of the device is the same as that of the first embodiment described above,
The same parts are denoted by the same reference numerals and the description thereof will be omitted.

FIG. 13 (1) shows a prospective control process for the purpose of idle speed control executed by the ECU 4 described above in the second embodiment.
A description will be given based on the flowchart shown in (2).

This prospective control process is executed by interrupting at predetermined time intervals after the ECU 4 is activated. First, in step 300, a process of calculating the target rotation speed NK based on the map shown in FIG. 14 is performed. In the following step 305, the current rotation speed N
The process of reading e is performed. Then proceed to step 310,
A process for calculating a change ΔN between the target rotation speed NK calculated in step 300 and the current rotation speed Ne read in step 305 is performed. In the following step 315, a process of calculating the ignition timing correction amount θISC corresponding to the deviation ΔN obtained in the above step 310 is performed based on the map shown in FIG. 15 (1). As shown in the figure, the ignition timing correction amount θISC is set to the advance side when the deviation ΔN is positive, and is set to the retard side when the deviation ΔN is negative. Next, the routine proceeds to step 320, where it is determined whether or not the prospective control flag FP is set to the value 1, and if a positive determination is made, the routine proceeds to step 375, while
If a negative decision is made, the operation proceeds to step 325. In step 325, which is executed when it is determined that the prospective control is not yet performed, the alternator power generation amount correction amount IISC corresponding to the deviation ΔN obtained in step 310 is set to the map shown in FIG. 15 (2). A calculation process is performed based on As shown in the figure, the alternator power generation correction amount IISC
Is set to the decrease side when the deviation ΔN is positive, and is set to the increase side when the deviation ΔN is negative. Next, the process proceeds to step 330, and it is determined whether or not the alternator power generation amount correction amount IISC calculated in step 325 is negative.
On the other hand, if the determination is negative, the process proceeds to step 355.
In step 335 executed when it is determined in step 330 that the alternator power generation correction amount IISC is negative, for example, it is assumed that the external load amount is increased due to activation of the air conditioner or the power steering device. A process of setting the ignition timing estimated control amount θa to the value 10 [° CA] is performed. In the following step 340, the prospective control flag F
The process of setting P to the value 1 is performed. Then step 345
Then, the ignition timing correction amount θISC and the ignition timing estimated control amount θa are added to the basic advance amount θ to set the ignition timing control amount θ0.
In addition to calculating the current alternator power generation amount I, the alternator power generation amount correction amount IISC is added to calculate the alternator power generation control amount I0, and further, the current alternator power generation amount I
Is stored in the RAM 4c of the ECU 4. In the following step 350, the ignition timing control amount θ obtained in step 345 is calculated.
After performing a process of outputting a control signal for controlling the igniter 22 according to 0 and a control signal for controlling the regulator 28 according to the alternator power generation control amount I0 obtained in step 345, the prospective control process is temporarily performed. finish.

In step 355, which is executed when it is determined in step 330 that the alternator power generation correction amount IISC is not negative, it is determined whether or not the alternator power generation correction amount IISC is positive, and a positive determination is made. Then step 360,
On the other hand, if a negative decision is made, the operation proceeds to step 370. In step 360 executed when it is determined in step 355 that the alternator power generation amount correction amount IISC is positive, for example, the external load amount is decreased due to the stop of the air conditioner or the power steering device. A process of setting the ignition timing estimated control amount θa to a value of −5 [° CA] is performed. In the following step 365, after performing the process of setting the prospective control flag FP to the value 1,
After going through 345 and step 350, this prospect control processing is once ended.

In step 355, the alternator power generation amount correction amount I
When it is determined that the ISC is not positive, the process proceeds to step 370, the process of resetting the prospective control flag FP to the value 0 is performed, and then the present predictive control process is temporarily terminated through the steps 345 and 350 described above. To do.

On the other hand, in step 375 executed when it is determined in step 320 that the prospective control has already been performed, it is determined whether or not the alternator power generation amount correction amount IISC calculated in step 325 is negative. If the determination is affirmative, the process proceeds to step 380, and if the determination is negative, the process proceeds to step 415. At step 380 executed when it is determined at step 375 that the alternator power generation amount correction amount IISC is negative, it is determined whether the deviation ΔN obtained at step 310 is positive or not, and a positive determination is made. Then in step 385,
On the other hand, if a negative decision is made, the operation proceeds to step 405. The deviation ΔN is positive, that is, the current rotation speed Ne is the target rotation speed.
In step 385 executed when it is lower than NK, processing for increasing and correcting the alternator power generation amount correction amount IISC by the predetermined amount IK is performed. In the following step 390, processing for increasing and correcting the estimated ignition timing control amount θa by the predetermined angle θK is performed. Next, the routine proceeds to step 395, where it is judged whether or not the alternator power generation amount correction amount IISC is a value 0. If a positive judgment is made, the routine advances to step 400, and if a negative judgment is made, the routine advances to step 405. At step 400, which is executed when the alternator power generation amount correction amount IISC becomes the value 0 by the processing at step 385, after the processing for resetting the prospective control flag FP to the value 0 is performed, the routine proceeds to step 405. Continued Step 4
In 05, the ignition timing control amount θ0 is obtained by adding the ignition timing correction amount θISC and the ignition timing estimated control amount θa to the basic advance amount θ.
Is calculated. Then proceed to step 410,
After calculating the alternator power generation control amount I0 by adding the alternator power generation amount control amount IISC to the current alternator power generation amount I, the present predictive control process is temporarily terminated through step 350 described above.

In step 375 above, the alternator power generation amount correction amount I
Step 4 performed if ISC is determined to be non-negative
In step 15, it is determined whether or not the deviation ΔN obtained in step 310 is negative. If the determination is affirmative, the procedure proceeds to step 420, and if the determination is negative, the procedure proceeds to step 405. Deviation △
N is negative, that is, the current rotation speed Ne is the target rotation speed NK.
In step 420 that is executed when the value is higher, a process of reducing the alternator power generation amount correction amount IISC by a predetermined amount IK is performed. In the following step 425, a process for increasing and correcting the estimated ignition timing control amount θa by each predetermined θK is performed.
After that, the process proceeds to the step 395 and subsequent steps described above, and the present prospective control process is once terminated. After that, this prospective control process is repeatedly executed by interrupting at every predetermined time.

In the second embodiment, the engine 2 is the internal combustion engine M1.
In addition, the alternator 27 is the generator M2, the regulator 28 is the power generation amount adjusting means M3, and the igniter 22 is the ignition timing adjusting means M4.
In addition, the rotation angle sensor 37 corresponds to the operating state detecting means M5. Further, among the ECU4 and the processing executed by the ECU4, step (300,305,310,330) functions as external load detection means M6, step (325,345,350) functions as power generation amount correction means M7, and step (315,335,345,350,360) functions as ignition timing correction means M8. .

As described above, according to the second embodiment, the following effects are obtained in addition to the effects of the first embodiment described above. That is, since the change in the external load applied to the engine 2 can be identified only based on the rotation speed obtained from the detection result of the rotation angle sensor 37, the device configuration can be maintained while maintaining high reliability and durability of the device. Can be simplified.

Further, it is possible to suppress fluctuations in the rotation speed with good responsiveness. That is, as shown in the timing chart of FIG. 16, the rotation speed Ne is stable until time T31. However, when the power steering device changes from the stopped state to the activated state at the time T32 with the start of stationary steering, the rotation speed Ne decreases due to the increase in the external load amount, and the deviation ΔN occurs. Then, the alternator power generation amount is controlled to decrease by the alternator power generation amount correction amount, so the alternator output current decreases, and the ignition timing is advanced by the ignition timing correction amount and the ignition timing estimated control amount. To do. Therefore, the rotation speed of the engine 2 slightly decreases, but immediately increases, as shown by the solid line in the figure. Next, at time T33, the deviation ΔN becomes positive during the predictive control, so the alternator power generation amount correction amount and the ignition timing estimated control amount are increased and corrected, and the alternator output current gradually increases. , The ignition timing also gradually advances. Eventually, at time T34, the alternator power generation amount correction amount becomes 0, so the predictive control ends, and the alternator output current increases to a value equivalent to the normal time, so normal regulator control is performed and ignition is performed. The timing also becomes a value determined based on the rotation speed and the load. Therefore, as described above, when both the ignition timing control and the alternator power generation amount control are executed, the fluctuation of the rotation speed Ne is small as shown by the solid line in the figure, and moreover, the target is set in a short time after the external load amount is increased. Converges to idle speed. However, when only the bypass air flow rate control is executed as in the conventional case, the fluctuation of the rotation speed is large as shown by the broken line in the figure,
Furthermore, it took a long time to converge.

Also, as shown in the figure, the rotation speed Ne is up to time T35.
Is stable. However, when the power steering device changes from the starting state to the stopping state at the time T36 with the end of the stationary steering, the rotation speed Ne increases due to the decrease in the external load amount, and the deviation ΔN occurs. Then, since the alternator power generation amount is controlled to increase by the alternator power generation amount correction amount, the alternator output current increases, and the ignition timing is retarded by the ignition timing correction amount and the ignition timing estimated control amount. To do. Therefore, the rotation speed of the engine 2 slightly increases, but immediately decreases, as shown by the solid line in the figure. Next, at time T37, since the deviation ΔN becomes negative during the estimated control, the alternator power generation amount correction amount is corrected to be decreased and the ignition timing estimated control amount is corrected to be increased. Gradually decreases and the ignition timing gradually advances. Eventually, at time T38, the alternator power generation amount correction amount becomes 0, so the prospective control ends, and the alternator output current has increased to a value equivalent to the normal time, so normal regulator control is performed. The ignition timing also has a value determined based on the rotation speed and the load. Therefore, as described above, when both the ignition timing control and the alternator power generation amount control are executed, the fluctuation of the rotation speed is small as shown by the solid line in the figure, and the control response is also high. However,
When only bypass air flow rate control is executed as in the conventional case, the fluctuation of the rotation speed is large as shown by the broken line in the figure,
At the same time, the control responsiveness was also reduced.

In the second embodiment, the target rotation speed NK is calculated based on the map, but the target rotation speed NK may be calculated by calculating the average rotation speed when the engine 2 is in a stable operating state. However, when a sudden change occurs in the external load amount, the average rotation speed immediately before the change occurs is set as the target rotation speed NK.

Further, the estimated ignition timing advance amount θ of the first embodiment described above
ON and the expected ignition timing retard amount θOFF are set by a predetermined angle θK, the alternator estimated power generation decrease amount ION and the alternator estimated power generation increase amount IOFF are set by a predetermined amount IK, and the ignition timing estimated control amount θa of the second embodiment is set by a predetermined value. Angle θK
Each, the alternator power generation amount correction amount IISC is a predetermined amount IK,
It is configured to increase and decrease and attenuate respectively. However, for example, according to the map shown in FIG. 17, the predetermined angle θK and the predetermined amount IK are set to the ignition timing estimated advance amount θON, the ignition timing estimated retard amount θOFF, and the ignition timing estimated control amount θ.
Alternatively, it may be configured to be changed according to the magnitude of the alternator expected power generation reduction amount ION, the alternator expected power generation increase amount IOFF, and the alternator power generation amount correction amount IISC.

Further, in the second embodiment, the rotational speed fluctuation is suppressed only by controlling the ignition timing and the alternator power generation amount. However, when the rotation speed fluctuation cannot be sufficiently compensated by only the ignition timing control and the alternator power generation amount control, it is effective to perform a combination of bypass air flow rate control as shown in FIG. 18, for example. That is, as shown in the figure, when the air conditioner switch (A / C SW) signal changes from the stopped state (OFF) to the activated state (ON) at time T41, at the same time, the alternator power generation amount decreases by the alternator expected power generation reduction amount. In addition to being suppressed, the ignition timing is advanced by an estimated ignition timing advance amount. Therefore, the rotation speed of the engine 2 slightly decreases, but immediately increases, as shown by the solid line in the figure. At time 42, which is slightly behind time T41, the bypass air flow rate starts to increase by adjusting the opening of ISCV17. At this time T42, since the current rotation speed exceeds the target rotation speed,
The alternator expected power generation decrease amount starts to decrease by a predetermined amount, and the ignition timing expected advance amount starts to increase by a predetermined angle. Further, at time T43, the amount of power generated by the alternator increases to a value equivalent to that in normal time, so normal regulator control is performed, and the ignition timing also becomes a value determined based on the rotation speed and the load. The flow rate of bypass air is also controlled to a constant amount. Therefore, when both the ignition timing control, the alternator power generation amount control and the bypass air flow rate control are executed, even if the external load amount fluctuates greatly, there is little fluctuation in the rotation speed as shown by the solid line in the figure, and It is possible to converge to the target idle rotation speed in a short time after the load amount increases.

Next, a third embodiment of the present invention will be described in detail with reference to the drawings. The difference between the third embodiment and the previously described first embodiment is that
In the third embodiment, the bypass air flow rate control is performed in addition to the ignition timing control and the alternator power generation amount control to suppress the idle rotation speed fluctuation when the external load amount changes. Since the system configuration of the device and the prospective control process for the purpose of controlling the idle rotation speed are the same as those of the above-described first embodiment, the same parts are denoted by the same reference numerals,
Description is omitted.

In the third embodiment, the ECU 4 performs the prospective control process shown in the flowchart of FIG. 6 of the above-described first embodiment and the prospective amount decrease correction shown in the flowcharts of FIGS. 19 (1) and (2) described later. Execute the process.

First, in the predictive control process shown in FIG. 6 of the first embodiment described above, the engine 2 is in the idle operation state by the output signal of the idle switch 34 after the activation of the ECU 4, and
Air conditioner switch 38 (A / C
SW) signal or the power steering switch (PS SW) signal output from the power steering switch 39 changes between start (ON) and stop (OFF), and starts by interrupting the ignition timing and alternator power generation. The amount is advanced or retarded or increased or decreased by the expected amount.

Next, the expected amount reduction correction processing, which is a feature of the third embodiment, will be described based on the flowcharts shown in FIGS. 19 (1) and 19 (2). This expected amount reduction correction processing is repeatedly performed at predetermined time intervals after the completion of the above-described estimation control processing. First, in step 500, the alternator expected power generation reduction amount IO
It is determined whether or not N or the alternator expected power generation increase amount IOFF is positive. If a positive determination is made, the routine proceeds to step 510, while if a negative determination is made, step 505 is made.
Then, after the ISCV17 is driven in accordance with the predetermined duty ratio DUTY, the expected amount reduction correction process is once ended. In step 510, which is executed when it is determined in step 500 that the prospective control processing has already been performed, it is determined whether or not the measured value of the flow rate correction counter DLY exceeds the flow rate correction delay time KDLY, and the determination is affirmative. If determined, step 520
On the other hand, if negative determination is made, the process proceeds to step 515.
The value of the flow rate correction delay time KDLY is, for example, 1 [sec] in the third embodiment. Flow rate correction delay time KDLY
In step 515, which is executed when it is determined that the estimated amount has not elapsed, the value 1 is added to the measured value of the flow rate correction counter DLY, and then the expected amount is temporarily reduced via step 505. The correction process ends. On the other hand, in step 520, which is executed when it is determined in step 510 that the flow rate correction delay time KDLY has already elapsed, it is determined whether or not the flag FISC indicating that the bypass air flow rate control is being executed is set to the value 1. If the determination is made, an affirmative determination is made, the process proceeds to step 545, and if the negative determination is made, the process proceeds to step 525. In step 525, which is executed when it is determined that the bypass air flow rate control has not been executed yet, a process of setting the flag FISC to the value 1 is executed. In the following step 530, the ISC is executed to execute the bypass air flow rate control.
A process of calculating the value of the target duty ratio KDUTY for driving V17 according to the map shown in FIG. 20 is performed. The 20th
As shown in the map in the figure, the value of the target duty ratio KDUTY is the start (ON) / stop (OFF) of the air conditioner (A / C) and the start (ON) / stop (OF) of the power steering device (PS).
It is predetermined according to F). Then step 535
Then, the process of adding 1 to the measured value of the decrease correction timer ADLY is performed. In the following step 540, it is determined whether or not the measured value of the decrease correction timer ADLY exceeds the decrease correction delay time KADLY, and if an affirmative judgment is made, the routine proceeds to step 570, while on the other hand, the negative judgment is made at step 505. After this, the expected amount decrease correction process is once ended.

When it is determined that the decrease correction delay time KADLY has not elapsed after the bypass air flow rate control is started, the process proceeds to step 545 through the above steps 500, 510 and 520. In step 545, it is determined whether or not the value of the alternator expected power generation reduction amount ION is positive, and if a positive determination is made, step 55
On the other hand, if the determination is negative, the process proceeds to step 555.
In step 550 executed when it is determined that the prospective control is being performed in accordance with the increase in the external load amount, ISCV17
After performing a process of increasing the duty ratio DUTY for driving the controller by a predetermined value K, the process proceeds to step 560. On the other hand, in step 555 executed when it is determined that the prospective control is being performed due to the decrease in the external load amount, a process of reducing and correcting the value of the duty ratio DUTY for driving the ISCV17 by the predetermined value K is performed. Be seen. In the following step 560, it is determined whether or not the current duty ratio DUTY value is substantially equal to the target duty ratio KDUTY value calculated in step 530,
If an affirmative decision is made, the operation proceeds to step 565, while if a negative decision is made, the operation proceeds to the step 535 and thereafter. In step 565 executed when it is determined that the current duty ratio DUTY value is substantially equal to the target duty ratio KDUTY value, it is assumed that bypass air flow rate control for suppressing rotational speed fluctuation is no longer necessary. After resetting the flag FISC to the value 0, the process proceeds to step 535 and the subsequent steps already described.

In step 540 above, after starting the bypass air flow rate control,
In step 570, which is executed when it is determined that the reduction correction delay time KADLY has elapsed, it is determined whether or not the value of the alternator expected power generation reduction amount ION is positive. If negative determination is made, the process proceeds to step 600. In step 575, which is executed when it is determined that the prospective control is being performed with the increase in the external load amount, the ignition timing prospective advance amount calculated in the predictive control process similar to that of the first embodiment described above. θON is a predetermined angle θK
A process for reducing the amount is performed. In the following step 580, a process of reducing the alternator estimated power generation reduction amount ION calculated in the above-described estimation control process by a predetermined amount IK is performed. Next, the routine proceeds to step 585, where the estimated ignition timing advance amount θON is added to the basic advance amount θ and the estimated ignition timing retard amount θOFF is subtracted to calculate the ignition timing control amount θ0.
Furthermore, the alternator expected power generation reduction amount ION is subtracted from the current alternator power generation amount I, and the alternator estimated power generation increase amount IOFF is added to the alternator power generation control amount.
The process of calculating I0 is performed. In the following step 590,
The control signal for controlling the igniter 22 in accordance with the ignition timing control amount θ0 obtained in the above step 585 and the process for outputting the control signal for controlling the regulator 28 in accordance with the alternator power generation control amount I0 are respectively processed, and further described above. Step
Proceed to step 505 to set the control signal according to the duty ratio DUTY calculated in step 550 or step 555 above to ISCV17.
Then, the expected amount reduction correction process is temporarily terminated.

On the other hand, in step 600, which is executed when it is determined in step 570 that the value of the alternator estimated power generation decrease amount ION is not positive, the value of the alternator estimated power generation increase amount IOFF calculated in the above-described estimated control process is calculated. If the determination is positive, the process proceeds to step 605 if a positive determination is made, and if the determination is negative, the expected amount reduction correction process is temporarily terminated after the above step 505.

In preparation for the reduction of the external load acting on the engine 2, the alternator power generation amount is changed to the alternator expected power generation increase amount IOFF.
In step 605, which is executed when the control is performed to increase the ignition timing, the ignition timing estimated retard amount θOFF calculated in the estimated control process described above is decreased by the predetermined angle θK. In the following step 610, the alternator estimated power generation increase amount IOFF calculated by the estimated control process described above.
Is reduced by a predetermined amount IK. Next, after going through the steps 585, 590, and 505 described above, the expected amount reduction correction process is once ended. After that, the expected amount reduction correction process is repeatedly executed at predetermined time intervals.

In the third embodiment, the engine 2 is the internal combustion engine M1.
In addition, the alternator 27 is the generator M2, the regulator 28 is the power generation amount adjusting means M3, and the igniter 22 is the ignition timing adjusting means M4.
In addition, the idle switch 34, the rotation angle sensor 37, the air conditioner switch 38, and the power steering switch 39 correspond to the operating state detecting means M5. Further, in the ECU4 and the prospective control processing executed by the ECU4, step 100 is performed as the external load detection means M6, and steps (110, 130, 160, 170, 190) are performed.
As the power generation amount correcting means M7, the steps (110, 120, 160, 17
0, 180) respectively function as ignition timing correction means M8.

As described above, according to the third embodiment, the following effects are obtained in addition to the effects of the first embodiment described above. That is, a sudden change in the rotation speed fluctuation caused by a change in the external load applied to the engine 2 is suppressed by the ignition timing control and the alternator power generation amount control, and the subsequent change is executed by the bypass air flow rate control as well. As a result, it is possible to prevent deterioration of idle stability caused by ignition timing control, particularly advance angle control, and deterioration of battery charge balance caused by alternator power generation amount control, particularly alternator power generation amount reduction control. That is, as shown in the timing chart of FIG. 21, when the air conditioner switch (A / C SW) signal changes from the stopped state (OFF) to the activated state (ON) at time T51, the alternator power generation amount is the alternator expected power generation reduction amount. The amount of power generated by the alternator is reduced because the ignition timing is controlled to decrease, and the ignition timing is advanced because the ignition timing is advanced by the estimated ignition timing advance amount. Therefore, the rotation speed of the engine 2 slightly decreases, but immediately increases, as shown by the solid line in the figure. At time T52 after elapse of the flow rate correction delay time KDLY from the time T51, the ISCV17 is driven at a predetermined duty ratio DUTY and the bypass air flow rate starts to increase by a predetermined amount. Next, at time T53 after the decrease correction delay time KADLY has elapsed from the time T52, the alternator expected power generation reduction amount starts to be reduced by a predetermined amount, so that the alternator power generation amount gradually increases and the ignition timing estimated advance angle increases. Since the amount is decreased by a predetermined angle, the ignition timing gradually begins to be retarded. Eventually, time T5
At 4, the alternator power generation amount increases to a value equivalent to that in normal time, so normal regulator control is performed, and the ignition timing also becomes a value determined based on the rotation speed and load, and the bypass air flow rate also. It becomes the target flow rate. Therefore, as described above, both the ignition timing control and the alternator power generation amount control are executed, and the flow rate correction delay time KDLY
When the bypass air flow rate control is started later, the fluctuation of the rotation speed is small as shown by the solid line in the figure, and moreover, it converges to the target idle rotation speed in a short time after the external load amount increases. However, when only the bypass air flow rate control is executed as in the conventional case, the fluctuation of the rotation speed is large as shown by the broken line in the figure, and further it takes a long time to converge.

On the other hand, as shown in the timing chart of FIG. 22, when the air conditioner switch (A / C SW) signal changes from the start state (ON) to the stop state (OFF) at time T61, the alternator power generation amount is the alternator expected power generation increase amount. The ignition timing is retarded because the ignition timing is retarded by the estimated ignition timing retard amount as well as the alternator power generation amount is increased. Therefore, the rotation speed of the engine 2 slightly increases, but immediately decreases, as shown by the solid line in the figure. Flow rate correction delay time KDLY from time T61 above
At time T62 after the lapse of time, ISC is performed at the specified duty ratio DUTY.
V17 is driven and the bypass air flow rate starts to decrease by a predetermined amount. Next, from the time T62 above, the decrease correction delay time KADLY
At time T63 after the lapse of time, the alternator expected power generation increase amount starts to decrease by a predetermined amount, so the alternator power generation amount gradually decreases, and the ignition timing expected retard angle amount decreases by a predetermined angle, so the ignition timing becomes The angle is gradually advanced. Eventually, at time T64, the amount of power generated by the alternator decreases to a value equivalent to that during normal operation, so normal regulator control is performed, and the ignition timing also reaches a value that is determined based on the rotational speed and load, and the bypass The air flow rate also becomes the target flow rate. Therefore, as described above, when both the ignition timing control and the alternator power generation amount control are executed and the bypass air flow rate control is started after the flow rate correction delay time KDLY, the fluctuation of the rotation speed is shown by the solid line in the figure. And the control response is high. However, when only the bypass air flow rate control is executed as in the conventional case, the fluctuation of the rotation speed is large as shown by the broken line in the figure, and the control response is also deteriorated.

In the third embodiment, the ignition timing control and the alternator power generation amount control are executed first, and the flow rate correction delay time KDLY
After the passage, the bypass air flow rate control is started. However, for example, the ignition timing control, the alternator power generation amount control, and the bypass air flow rate control may be simultaneously started. In this case, it is preferable that the response delay of the bypass air flow rate control is taken into consideration and the ignition timing and the alternator power generation amount are reduced and corrected after the decrease correction delay time has elapsed after the bypass air flow rate control was started. That is, as shown in the timing chart of FIG. 23, when the air conditioner switch (A / C SW) signal changes from the stopped state (OFF) to the activated state (ON) at time T71, the ISCV17 is driven at the predetermined duty ratio DUTY. The bypass air flow rate begins to increase by a predetermined amount,
Since the alternator power generation amount is controlled to be reduced by the alternator estimated power generation reduction amount, the alternator power generation amount is reduced, and the ignition timing is advanced by the ignition timing estimated advance amount, so the ignition timing is advanced. Therefore, the rotation speed of the engine 2 slightly decreases, but immediately increases, as shown by the solid line in the figure. At time T72 after the decrease correction delay time elapses from time T71, the alternator expected power generation reduction amount starts to decrease by a predetermined amount, so the alternator power generation amount gradually increases and the ignition timing expected advance amount increases by a predetermined angle. Since it is gradually decreased, the ignition timing gradually begins to be retarded.
Eventually, at time T73, the bypass air flow rate becomes the target flow rate, and the alternator power generation amount increases to a value equivalent to the normal time, so normal regulator control is performed and the ignition timing also changes to the rotation speed and load. It will be a value determined based on this. Therefore, even if the bypass air flow rate control, the ignition timing control, and the alternator power generation amount control are simultaneously executed as described above, and further, the ignition timing and the alternator power generation amount are reduced and corrected after the decrease correction delay time has elapsed, As indicated by the solid line, the fluctuation of the rotation speed is small, and moreover, it can be converged to the target idle rotation speed in a short time after the increase of the external load. With such a configuration, it is preferable to gradually increase or decrease the bypass air flow rate from the start of the bypass air flow rate control.

Further, when the bypass air flow rate is increased per predetermined time, that is, in accordance with the increase rate or the decrease rate, or after a predetermined delay time has elapsed, both the ignition timing and the alternator power generation control amount are reduced and corrected. A particularly remarkable effect is exhibited.

Further, in the third embodiment, the ignition timing control, the alternator power generation amount control and the bypass air flow rate control are always combined. However, for example, according to the degree of change in the external load amount, among the above three types of control,
It may be configured to select and execute any two types of control. That is, for example, idle rotation speed fluctuations caused by changes in electric loads such as lighting of vehicle lamps can be suppressed by executing ignition timing control and bypass air flow rate control in combination.

Although several embodiments of the present invention have been described above,
It is needless to say that the present invention is not limited to such embodiments and can be implemented in various modes without departing from the scope of the present invention.

As described above in detail, in the idle speed control device for an internal combustion engine of the present invention, when the external load amount that acts on the internal combustion engine during idle operation increases, the power generation amount of the generator is increased according to the increase amount. And the ignition timing of the internal combustion engine is advanced, and conversely, when the external load amount that acts on the internal combustion engine during idle operation decreases, the power generation amount of the generator increases in accordance with the decrease amount, The ignition timing of the internal combustion engine is retarded.

Therefore, transient idle speed fluctuations caused by changes in the external load of the internal combustion engine during idle operation can be reliably suppressed with extremely high responsiveness.

Further, when the amount of power generated by the generator driven by the internal combustion engine is changed, the idle rotation speed of the internal combustion engine changes significantly, so that sufficient compensation of the idle rotation speed can be realized over a wide range.

Further, with the above both effects, the idle stability is remarkably improved, and so-called drivability is also improved,
There is also an advantage that the driver does not feel uncomfortable.

In addition, since the ignition timing and the amount of power generated by the generator are controlled using a predetermined estimated correction amount that corresponds to the amount of increase or decrease in the external load amount, there is no delay in response or overcontrol, and there is an optimum idle when the external load amount changes. The rotation speed can be controlled.

Further, for example, when the power generation amount correction means is configured to gradually decrease the predetermined expected power generation correction amount, there is an advantage that the charging balance of the vehicle-mounted power source can be appropriately maintained.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram conceptually illustrating the content of the present invention, FIG. 2 is a timing chart showing the same action, FIG. 3 is a graph showing the same characteristic, and FIG. Fig. 5 is a system configuration diagram of an embodiment, Fig. 5 is a circuit diagram showing the configuration of the charging device, Fig. 6 is a flow chart showing the same control, Fig. 7 (1), (2) and Fig. 8 (1). , (2) is a graph showing the map, 9th
FIG. 10 is a flow chart showing the same control, FIG. 10 is a graph showing the same map, FIG. 11 and FIG. 12 are timing charts showing the state of the control, and FIG. 13 (1) and (2) are the main charts. Flowchart showing the control of the second embodiment of the invention, FIG. 14, FIG. 15 (1) and (2) are graphs showing the same map, FIG. 16 is a timing chart showing the state of the control, FIG. Is a graph showing other maps usable in the second embodiment, FIG. 18 is a timing chart showing a modification of the second embodiment, FIG. 19 (1),
(2) is a flow chart showing the control of the third embodiment of the present invention, FIG. 20 is a graph showing the map, FIG. 21,
FIG. 22 is a timing chart showing the manner of the control, FIG. 23 is a timing chart showing a modification of the third embodiment, FIG. 24 is a graph showing the relationship between ignition timing and rotational speed fluctuation amount, and FIG. FIG. 26 is a graph showing the relationship between ignition timing and idle stability, and FIG. 26 is a timing chart showing the state of control in the prior art. M1 ...... Internal combustion engine M2 ...... Generator M3 ...... Power generation amount adjusting means M4 ...... Ignition timing adjusting means M5 ...... Operating state detecting means M6 ...... External load amount detecting means M7 ...... Power generation amount correcting means M8 ...... Ignition Timing correction means 1 …… Engine idle speed control device 2 …… Engine 3 …… Charging device 4 …… Electronic control unit (ECU) 4a …… CPU 22 …… Ignator 27 …… Alternator 28 …… Regulator 34 …… Idle switch 37 …… Rotation angle sensor 38 …… Air conditioner switch 39 …… Power steering switch

Claims (2)

[Claims] 1. A power generation amount adjusting means for adjusting a power generation amount of a generator driven by an internal combustion engine according to an external command, and an ignition timing adjusting means for adjusting an ignition timing of the internal combustion engine according to an external command. An operating state detecting means for detecting an operating state of the internal combustion engine including at least a rotation speed; and an external load amount acting on the internal combustion engine during idle operation of the internal combustion engine based on a detection result of the operating state detecting means. And an external load amount detecting means for detecting the increase and decrease amount, and when the external load amount detecting means detects an increase in the external load amount, it responds to the increase amount detected by the external load amount detecting means. A command to decrease the amount of power generation of the generator by a predetermined estimated power generation correction amount is output to the power generation amount adjusting means, and the decrease of the external load amount is detected by the external load amount detecting means. When the power generation amount is corrected, the power generation amount correction unit that outputs to the power generation amount adjustment unit a command to increase the power generation amount of the generator by a predetermined expected power generation correction amount according to the decrease amount detected by the external load amount detection unit, When the increase in the external load amount is detected by the external load amount detecting means, the ignition timing of the internal combustion engine is advanced by a predetermined estimated ignition timing correction amount according to the increase amount detected by the external load amount detecting means. A command for changing the angle is output to the ignition timing adjusting means, and when the external load amount detecting means detects a decrease in the external load amount, a predetermined probability corresponding to the decrease amount detected by the external load amount detecting means is obtained. An idle rotation speed of an internal combustion engine, comprising: an ignition timing correction means for outputting a command to retard the ignition timing of the internal combustion engine by an ignition timing correction amount to the ignition timing adjustment means. Control device. 2. The idle speed control device for an internal combustion engine according to claim 1, wherein the power generation amount correction means is configured to gradually decrease the predetermined estimated power generation correction amount.