JPH01121534A - Deceleration control device of internal combustion engine - Google Patents
Deceleration control device of internal combustion engineInfo
- Publication number
- JPH01121534A JPH01121534A JP27726687A JP27726687A JPH01121534A JP H01121534 A JPH01121534 A JP H01121534A JP 27726687 A JP27726687 A JP 27726687A JP 27726687 A JP27726687 A JP 27726687A JP H01121534 A JPH01121534 A JP H01121534A
- Authority
- JP
- Japan
- Prior art keywords
- deceleration
- control
- air
- fuel ratio
- amount
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title description 7
- 239000000446 fuel Substances 0.000 claims abstract description 37
- 230000003247 decreasing effect Effects 0.000 claims abstract description 9
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 abstract description 10
- 230000007935 neutral effect Effects 0.000 abstract description 4
- 238000000034 method Methods 0.000 description 7
- 238000010586 diagram Methods 0.000 description 6
- 239000000498 cooling water Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000008094 contradictory effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】 〈産業上の利用分野〉 本発明は内燃機関の減速制御装置に関する。[Detailed description of the invention] <Industrial application field> The present invention relates to a deceleration control device for an internal combustion engine.
〈従来の技術〉
内燃機関のアイドル回転数を最適値に保持させて燃費を
改善するために、近年では、スロットル弁をバイパスす
る補助空気通路に補助空気制御弁を介装し、機関冷却水
温及び機関回転数等の機関運転状態に応じて補助空気制
御弁の開度を増減調整して、アイドル回転数を制御する
ようにしたアイドル回転数制御装置が設けられている。<Prior art> In order to maintain the idle speed of an internal combustion engine at an optimal value and improve fuel efficiency, in recent years, an auxiliary air control valve has been installed in the auxiliary air passage that bypasses the throttle valve to control engine cooling water temperature and An idle speed control device is provided that controls the idle speed by increasing or decreasing the opening degree of an auxiliary air control valve in accordance with engine operating conditions such as engine speed.
ところで、かかるアイドル回転数制御装置には、減速直
後の空燃比過濃化によるアフターバーンの防止対策とし
ての減速空燃比補正機ｍｌ（アンチアフタ−バーンバル
ブ機能）と、減速直後において吸気マニホールド内の負
圧を一定に保つための減速負圧補正機能（ブーストコン
トロールバルブ機能）とを備えているものがある（特開
昭６２−１５３５４０号、実願昭６１−４８９１５号参
照）。By the way, such an idle speed control device includes a deceleration air-fuel ratio corrector ml (anti-afterburn valve function) as a measure to prevent afterburn due to over-enrichment of the air-fuel ratio immediately after deceleration, and a deceleration air-fuel ratio corrector ml (anti-afterburn valve function) that prevents the Some are equipped with a deceleration negative pressure correction function (boost control valve function) to keep the pressure constant (see Japanese Patent Application Laid-open No. 153540/1982 and Utility Model Application No. 48915/1983).
上記の減速空燃比補正機能とは、スロットル弁が全閉と
なる減速直後に吸気マニホールド内の壁流燃料が燃焼室
内に流れ込むと、空燃比が過濃化して着火せずにそのま
ま排気系に排出され、２次空気や排気熱によりアフター
バーンを起こして排気系に悪影響を及ぼすので、これを
防止するために減速時に吸気マニホールドに空気を導入
するものである。The deceleration air-fuel ratio correction function described above means that when wall-flow fuel in the intake manifold flows into the combustion chamber immediately after deceleration when the throttle valve is fully closed, the air-fuel ratio becomes overrich and is discharged directly to the exhaust system without igniting. In order to prevent this, air is introduced into the intake manifold during deceleration.
また、減速負圧補正機能とは、スロットル弁が全閉とな
る減速中に吸気マニホールド内の負圧が上昇してハイブ
ーストとなり、圧縮圧力不足になって燃焼不完全となり
、未燃ガス（ＨＣ）が増加したり、オイル上りの原因と
なるので、これを防止するために減速時に吸気マニホー
ルドに空気を導入するものである。In addition, the deceleration negative pressure correction function means that during deceleration when the throttle valve is fully closed, the negative pressure in the intake manifold increases and becomes high boost, resulting in insufficient compression pressure and incomplete combustion, resulting in unburned gas (HC). ) and cause oil to rise.To prevent this, air is introduced into the intake manifold during deceleration.
二のような減速空燃比補正機能と減速負圧補正機能とを
果たすため、補助空気制御弁の制御量（開度）を例えば
以下のように設定している。In order to achieve the deceleration air-fuel ratio correction function and the deceleration negative pressure correction function as described in 2, the control amount (opening degree) of the auxiliary air control valve is set, for example, as follows.
すなわち、減速空燃比補正分ＡＢＶを機関に吸入される
吸入空気流量Ｑに応じてマツプに記憶させておき、減速
開始時にマツプを参照して設定し、スロットル弁の全閉
後に時間経過と共に減少させる。また、減速負圧補正分
ＢＣＶを機関回転数Ｎに応じてマツプに記憶させておき
、遂時マツプを参照して設定する。そして、アイドル回
転数の制御のために水温依存の基本特性及びフィードバ
ック制御分等を含んで設定されるアイドル回転数制御分
ｌＳＣ，と、減速空燃比補正分ＡＢＶと、減速負圧補正
分ＢＣＶとを比較し、これらのうち最も大きいものを選
択し、これに基づいて制御量を設定している。That is, the deceleration air-fuel ratio correction ABV is stored in a map according to the intake air flow rate Q drawn into the engine, is set by referring to the map at the start of deceleration, and is decreased over time after the throttle valve is fully closed. . Further, the deceleration negative pressure correction amount BCV is stored in a map according to the engine rotational speed N, and is finally set by referring to the map. Then, an idle rotation speed control portion lSC, which is set including basic characteristics dependent on water temperature, feedback control portion, etc. for controlling the idle rotation speed, a deceleration air-fuel ratio correction portion ABV, and a deceleration negative pressure correction portion BCV. are compared, the largest one is selected, and the control amount is set based on this.
従って、減速時には減速前の吸入空気流量Ｑに応じた減
速空燃比補正分ＡＢＶの初期補助空気流量が与えられ、
スロットル弁が全閉となった後は減速空燃比補正分ＡＢ
Ｖがそのときの値から０になるまで次第に減少する結果
、アイドル回転数制御分ＩＳＣ，と減速負圧補正分ＢＣ
Ｖのうちいずれか大きい方に基づいて補助空気流量が制
御される（第５図参照）。Therefore, during deceleration, an initial auxiliary air flow rate of ABV corresponding to the deceleration air-fuel ratio correction is given according to the intake air flow rate Q before deceleration.
After the throttle valve is fully closed, the deceleration air-fuel ratio correction AB
As a result of V gradually decreasing from its current value to 0, the idle rotation speed control portion ISC, and the deceleration negative pressure correction portion BC
The auxiliary air flow rate is controlled based on the larger of V (see FIG. 5).
〈発明が解決しようとする問題点〉
しかしながら、減速によるスロットル弁の全閉時に与え
られる減速負圧補正分ＢＣＶが機関回転ごとに異なり、
各回転共、等Ｑ線上で同一の減速空燃比補正分ＡＢＶＬ
か与えられないため、要求量とは異なるという問題点が
あった。<Problems to be Solved by the Invention> However, the deceleration negative pressure correction amount BCV given when the throttle valve is fully closed due to deceleration varies depending on the engine rotation.
The same deceleration air-fuel ratio correction ABVL on the equal Q line for each rotation
There was a problem that the amount was different from the requested amount because the amount could not be given.
これは減速空燃比補正分ＡＢＶが減速時の壁流によるオ
ーバーリッチの補正として減速前のＱと減速後のＱとの
差（同−Ｎ上）によって決まるべきものでありながら、
減速前のＱとエンスト時のそれ（Ｑ・−〇）との差によ
って決めているためである。This is because the deceleration air-fuel ratio correction ABV should be determined by the difference between Q before deceleration and Q after deceleration (on -N) as a correction for overrich due to wall flow during deceleration.
This is because it is determined based on the difference between Q before deceleration and that when the engine is stalled (Q・-〇).
すなわち、第６図に示すようにある大きなＱの状態から
の減速を考えると、同−Ｑからの減速でも減速時のＱ変
化は機関回転数ＮによってΔＱ。That is, when considering deceleration from a state of a large Q as shown in FIG. 6, even when decelerating from the same -Q, the Q change during deceleration is ΔQ depending on the engine rotation speed N.
〉ΔＱ２になり、決して同一ではなく、従来のようにＱ
のみに基づいて減速空燃比補正分ＡＢＶを定めるのは誤
りであり、各回転ごとに要求ＡＢＶが異なるのである。〉ΔQ2, which is never the same, but Q
It is a mistake to determine the deceleration air-fuel ratio correction ABV solely based on the ABV, and the required ABV differs for each rotation.
また、要求とは異なった与えられ方をしているため、マ
ツチング困難であり、マツチングする人によりデータの
バラツキも大きく、工数もかかるという問題点もあった
。In addition, since the data is provided in a manner different from that requested, it is difficult to match the data, and there is also a problem that the data varies greatly depending on the person performing the matching, and it takes a lot of man-hours.
本発明は、このような従来の問題点に鑑み、マツチング
が容易で、かつ要求に沿った補助空気流量の制御特性を
与えることのできる内燃機関の減速制御装置を提供する
ことを目的とする。SUMMARY OF THE INVENTION In view of these conventional problems, it is an object of the present invention to provide a deceleration control device for an internal combustion engine that is easy to match and can provide control characteristics of the auxiliary air flow rate that meet requirements.
く問題点を解決するための手段〉
このため、本発明は、第１図に示すように、下記のＡ−
Ｇの手段を含んで内燃機関の減速制御装置を構成する。Means for Solving the Problems> Therefore, as shown in FIG.
A deceleration control device for an internal combustion engine includes the means G.
（Ａ）スロットル弁をバイパスする補助空気通路に介装
した補助空気制御弁
（Ｂ）アイドル回転数の制御のためのアイドル回転数制
御分の補助空気流量を設定するアイドル回転数制御分設
定手段
（Ｃ）減速開始時に機関回転数に応じて減速負圧補正分
の補助空気流量を設定する減速負圧補正分設定手段
（Ｄ）減速開始時に機関に吸入される吸入空気流量から
減速負圧補正分を減算しその所定割合を減速空燃比補正
分の補助空気流量として設定する濾速空燃比補正分設定
手段
（Ｅ） Ｋ速によるスロットル弁全閉後に減速空燃比補
正分の補助空気流量を徐々に減少させる減速負圧補正分
設定手段
（Ｆ）前記アイドル回転数制御分と、前記減速空燃比補
正分と前記減速負圧補正分との和とのうち、大きい方を
選択する選択手段
（Ｇ）選択された値に基づいて制御量を設定して前記補
助空気制御弁の開度を制御する制御手段〈作用シ
上記の構成においては、減速開始時に減速負圧補正分Ｂ
ＣＶを機関回転数Ｎによって設定し、減速中更新をスト
ップする。また、減速開始時に減速空燃比補正分ＡＢＶ
を次式によって設定し、減速中更新をストップし、スロ
ットル弁の全閉後に時間経過と共に減少させる。(A) Auxiliary air control valve installed in the auxiliary air passage that bypasses the throttle valve. (B) Idle speed control setting means for setting the auxiliary air flow rate for idle speed control ( C) Deceleration negative pressure correction setting means for setting the auxiliary air flow rate for deceleration negative pressure correction according to the engine speed at the start of deceleration (D) Deceleration negative pressure correction amount from the intake air flow rate taken into the engine at the start of deceleration Filtration air-fuel ratio correction setting means (E) that subtracts the predetermined ratio and sets the predetermined proportion as the auxiliary air flow rate for the deceleration air-fuel ratio correction. Setting means (F) for setting a deceleration negative pressure correction amount to be decreased; selection means (G) for selecting the larger one of the idle rotation speed control amount, the sum of the deceleration air-fuel ratio correction amount and the deceleration negative pressure correction amount; A control means for controlling the opening degree of the auxiliary air control valve by setting a control amount based on a selected value.
CV is set according to the engine speed N, and updating is stopped during deceleration. Also, at the start of deceleration, the deceleration air-fuel ratio correction ABV
is set using the following formula, updates are stopped during deceleration, and are decreased over time after the throttle valve is fully closed.
ＡＢＶ＝ （吸入空気流ｆｔＱ−ＢＣＶ）Ｘ（ＩＳＣ分
担率）
そして、アイドル回転数制御分ＩＳＣ，と、ＡＢＶ＋Ｂ
ＣＶとのうち、大きい方を選択して、これに基づいて制
御量を設定し、補助空気制御弁の開度を制御する。ABV = (Intake airflow ftQ - BCV)
CV and the larger one is selected, a control amount is set based on this, and the opening degree of the auxiliary air control valve is controlled.
この場合、マツチングは、ＩＳＣ分担率のみをマツチン
グすればよく、容易に要求を満たすことができる。In this case, it is sufficient to match only the ISC share, and the requirements can be easily met.
〈実施例〉 以下に本発明の一実施例を説明する。<Example> An embodiment of the present invention will be described below.
第２図において、エアクリーナ１からの空気は、吸気ダ
クト２を通り、図示しないアクセルペダルに連動するス
ロットル弁３と、このスロットル弁３をバイパスする補
助空気通路４に介装した電磁式の補助空気制御弁５との
制御を受けて吸入される。そして、吸気マニホールド６
にて燃料噴射弁７から噴射された燃料と混合して、機関
８に吸入される。In FIG. 2, air from an air cleaner 1 passes through an intake duct 2, passes through a throttle valve 3 that is linked to an accelerator pedal (not shown), and an electromagnetic auxiliary air passage 4 that bypasses the throttle valve 3. It is inhaled under the control of the control valve 5. And intake manifold 6
The mixed fuel is mixed with the fuel injected from the fuel injection valve 7 and sucked into the engine 8.
補助空気制御弁５は、コントロールユニット９からの制
御信号により開度を制御され、かかる制御のため、コン
トロールユニット９には各種のセンサからの信号が人力
される。The opening degree of the auxiliary air control valve 5 is controlled by a control signal from a control unit 9, and for such control, signals from various sensors are manually input to the control unit 9.
前記各種のセンサとしては、吸気ダクト２中に熱線式エ
アフローメータ■０が設けられ、吸入空気流量Ｑを検出
する。また、回転数センサ１１が設けられ、機関回転数
Ｎを検出する。また、水温センサ１２が設けられ、機関
冷却水温Ｔｗを検出する。As the various sensors mentioned above, a hot wire air flow meter (20) is provided in the intake duct 2 to detect the intake air flow rate Q. Further, a rotation speed sensor 11 is provided to detect the engine rotation speed N. Further, a water temperature sensor 12 is provided to detect the engine cooling water temperature Tw.
また、スロットル弁３にポテンショメータ式のスロット
ル弁１３が設けられ、スロットル弁開度ＴＶＯを検出す
る。この他、スロットル弁３の全開位置でＯＮとなるア
イドルスイッチ１４．トランスミッションのニュートラ
ル位置でＯＮとなるニュートラルスイッチ１５．エンジ
ンキースイッチのスタート位置でＯＮとなるスタートス
イッチ１６．車速ＶＳＰ検出用の車速センサ１７が設け
られている。Further, the throttle valve 3 is provided with a potentiometer type throttle valve 13 to detect the throttle valve opening TVO. In addition, the idle switch 14 is turned on when the throttle valve 3 is fully open. Neutral switch that turns ON when the transmission is in the neutral position15. Start switch 16 which turns ON when the engine key switch is in the start position. A vehicle speed sensor 17 for detecting vehicle speed VSP is provided.
ここにおいて、コントロールユニット９内のマイクロコ
ンピュータは、前記各種のセンサからの信号に基づいて
、第３図のフローチャートに従って演算処理し、補助空
気制御弁５の開度を制御する。Here, the microcomputer in the control unit 9 performs arithmetic processing according to the flowchart in FIG. 3 based on the signals from the various sensors, and controls the opening degree of the auxiliary air control valve 5.
第３図に示すルーチンは所定時間（例えば１０ｍ５ ）
毎に実行される。The routine shown in FIG.
executed every time.
ステップ１０１（図には５１０１と記しである。以下同
様）では吸入空気流ｆｔｔＱ、機関回転数Ｎ、水温Ｔｗ
、スロットル弁開度ＴＶＯ，車速■ＳＰ及び各種スイッ
チのＯＮ・ＯＦＦ信号を読込む。In step 101 (marked as 5101 in the figure; the same applies hereafter), the intake air flow fttQ, the engine speed N, and the water temperature Tw are
, throttle valve opening TVO, vehicle speed ■SP, and ON/OFF signals of various switches are read.
ステップ１０２ではアイドル回転数のフィードバック制
御（ＩＳＣクローズ制御）条件か否かを判定する。ここ
で、ＩＳＣクローズ制御条件とは、車速■ＳＰが８ｈ／
ｈ以下、アイドルスイッチ１４がＯＮでかつＯＮとなっ
てから一定時間後、ニュートラルスイッチ１５がＯＮ、
スタートスイッチ１６がＯＦＦであることを条件と
する。In step 102, it is determined whether the idle rotation speed feedback control (ISC close control) condition is met. Here, the ISC close control condition means that the vehicle speed SP is 8h/
h, the idle switch 14 is ON and after a certain period of time, the neutral switch 15 is ON,
The condition is that the start switch 16 is OFF.
ＩＳＯＳＣクローズ制御条件合は、ステップ１０３へ進
んでＩＳＯクローズ制御を行う。すなわち、水温Ｔｗ依
存の目標アイドル回転数Ｎｓと実際のアイドル回転数Ｎ
との大小を比較し、周知の比例・積分制御によりフィー
ドバック補正値ｌ５ＣＦＩを増減して設定する。次にス
テップ１０４へ進んで減速空燃比補正分ＡＢＶ及び減速
負圧補正分ＢＣＶをそれぞれ０にする。その後、後述の
ステップ１１３へ進む。If the ISOSC close control condition is met, the process advances to step 103 and ISO close control is performed. In other words, the target idle speed Ns that depends on the water temperature Tw and the actual idle speed N
The feedback correction value l5CFI is set by increasing or decreasing it using well-known proportional/integral control. Next, the process proceeds to step 104, where the deceleration air-fuel ratio correction amount ABV and the deceleration negative pressure correction amount BCV are each set to 0. Thereafter, the process advances to step 113, which will be described later.
ＩＳＯクローズ制御条件でない場合は、ステップ１０５
へ進んでスロットル弁開度ＴＶＯの前回値との差である
スロットル弁開度変化量ΔＴＶＯが所定値（例えば−１
，６ｄｅｇ／１０ｍ５）以下か否かを判定することによ
り、減速か否かを判定する。If it is not the ISO close control condition, step 105
Then, the throttle valve opening change amount ΔTVO, which is the difference from the previous value of the throttle valve opening TVO, is set to a predetermined value (for example, −1
, 6deg/10m5) or less, it is determined whether deceleration is occurring.
減速時以外は、スップ１０６へ進んでアイドルスイッチ
１４がＯＮか否かを判定し、スロットル弁３が開いてい
てアイドルスイッチ１４がＯＦＦであれば、ステップ１
０７へ進む。When not decelerating, the process proceeds to step 106 where it is determined whether the idle switch 14 is ON or not. If the throttle valve 3 is open and the idle switch 14 is OFF, the process proceeds to step 1.
Proceed to 07.
ステップ１０７では機関回転数Ｎに応じて減速負圧補正
分ＢＣＶを定めたマツプを参照し、減速負圧補正分ＢＣ
Ｖを設定する。このステップ１０７の部分が減速負圧補
正分設定手段に相当する。In step 107, a map in which the deceleration negative pressure correction amount BCV is determined according to the engine speed N is referred to, and the deceleration negative pressure correction amount BCV is determined according to the engine speed N.
Set V. This step 107 corresponds to a deceleration negative pressure correction amount setting means.
次にステップ１０８では水温Ｔｗに応じてＩＳＣ分担率
Ｋ（％）を定めたマツプを参照し、ＩＳＯ分担分担率膜
定する。このＩＳＯ分担率には定数（例えば１０％）で
もよい。Next, in step 108, the ISO sharing ratio is determined by referring to a map in which the ISC sharing ratio K (%) is determined according to the water temperature Tw. This ISO sharing rate may be a constant (for example, 10%).
次にステップ１０９では吸入空気流量Ｑから減速負圧補
正分ＢＣＶを減算しこれにＩＳＣ分担率Ｋを乗算して、
減速空燃比補正分ＡＢＶ＝ （Ｑ−ＢＣＶ） ・Ｋを
設定する。このステップ１０９の部分が減速空燃比補正
分漸減手段に相当する。その後は、後述するステップ１
１３へ進む。Next, in step 109, the deceleration negative pressure correction amount BCV is subtracted from the intake air flow rate Q, and this is multiplied by the ISC sharing ratio K.
Set the deceleration air-fuel ratio correction amount ABV = (Q-BCV) ・K. This step 109 corresponds to a deceleration air-fuel ratio correction gradual reduction means. After that, step 1 will be explained later.
Proceed to step 13.
かかる状態から減速に移ると、ステップ１０５からその
まま後述するステップ１１３へ進むようになり、減速に
入る直前に設定された減速空燃比補正分ＡＢＶ及び減速
負圧補正分ＢＣＶが維持される。When deceleration is started from such a state, the process directly proceeds from step 105 to step 113, which will be described later, and the deceleration air-fuel ratio correction amount ABV and deceleration negative pressure correction amount BCV that were set immediately before starting deceleration are maintained.
減速によりスロットル弁３が全閉となると（コーステイ
ング状態）、ステップ１０５．１０６を経て、ステップ
１１０へ進み、減速空燃比補正分ＡＢＶを所定の減少重
分減少させる。次にステップ１１１では減速空燃比補正
分ＡＢＶをＯと比較して、ＡＢｖ〈０の場合はステップ
１１２でＡＢＶ＝Ｏとする。When the throttle valve 3 is fully closed due to deceleration (coasting state), the process proceeds to step 110 via steps 105 and 106, where the deceleration air-fuel ratio correction amount ABV is decreased by a predetermined reduction weight. Next, in step 111, the deceleration air-fuel ratio correction amount ABV is compared with O, and if ABv<0, ABV=O is set in step 112.
このステップ１１０〜１１２の部分が減速空燃比補正分
漸減手段に相当する。その後は、後述するステップ１１
３へ進む。The steps 110 to 112 correspond to a deceleration air-fuel ratio correction gradual reduction means. After that, step 11 will be described later.
Proceed to step 3.
ステップ１１３ではアイドル回転数制御分ＩＳＯ。In step 113, the idle rotation speed control portion ISO.
を次式により設定する。このステップ１１３の部分がス
テップ１０３の部分と共にアイドル回転数制御分設定手
段に相当する。is set by the following formula. This step 113 and step 103 correspond to idle rotation speed control amount setting means.
ｌ５Ｃｉ ＝ＩＳＣｙｗ＋ＩＳＣｖｍ＋ｌ５Ｃａｓ＋ｌ
５ＣＦｌｌ
ここで、ＩＳＣｔｗは基本特性値で、水温Ｔｗに対応し
て定められる。ＩＳＣ□はエンスト防止補正値で、無負
荷スロットル弁全閉後の回転降下をなめらかにするため
に機関回転数Ｎに対応して定められ−る。ＩＳＯ，、は
始動後補正値で、水温Ｔｗに対応して定められる。ｌ５
ＣＦＩは前述のフィードバック補正値で、ＩＳＣＳＣク
ローズ制御外以外ランプされている。l5Ci =ISCyw+ISCvm+l5Cas+l
5CFll Here, ISCtw is a basic characteristic value and is determined corresponding to the water temperature Tw. ISC□ is an engine stall prevention correction value, which is determined corresponding to the engine speed N in order to smooth the rotation drop after the no-load throttle valve is fully closed. ISO, , is a post-start correction value, which is determined corresponding to the water temperature Tw. l5
CFI is the feedback correction value mentioned above, and is ramped except outside the ISCSC close control.
次にステップ１１４では、アイドル回転数制御分ｌ５Ｃ
ｉと、減速空燃比補正分と減速負圧補正分との和（ＡＢ
Ｖ＋ＢＣＶ）とを比較し、比較結果に基づき、ステップ
１１５又は１１６へ進んで大きい方を補助空気流１ＩＳ
Ｃｏ、ｉ（ｋｇ／ｈ）とする。このステップ１１４〜１
１６の部分が選択手段に相当する。Next, in step 114, the idle rotation speed control portion l5C
i, the sum of the deceleration air-fuel ratio correction and the deceleration negative pressure correction (AB
V+BCV), and based on the comparison result, proceed to step 115 or 116 and select the larger one as the auxiliary air flow 1IS.
Co, i (kg/h). This step 114-1
The part 16 corresponds to the selection means.
次にステップ１１７では補助空気流ｆｉＩｓｃ、、（ｋ
ｇ／ｈ）を制ｒＩｉ量であるデユーティ比ＤＵＴＹ％に
変換し、出力する。このステップ１１７の部分が制御手
段に相当する。Next, in step 117, the auxiliary air flow fiIsc, , (k
g/h) is converted into a duty ratio DUTY%, which is the amount of control rIi, and output. This step 117 corresponds to the control means.
このようにしてデユーティ比ＤＵＴＹが設定されると、
このデユーティ比のパルス信号で補助空気制御弁５の開
弁用コイルに通電され、これにより開度が制御されて、
所望の補助空気流量が得られる。When the duty ratio DUTY is set in this way,
The pulse signal of this duty ratio energizes the valve opening coil of the auxiliary air control valve 5, thereby controlling the opening degree.
The desired auxiliary air flow rate is obtained.
第７図は本例の場合の制御特性図を示している。FIG. 7 shows a control characteristic diagram for this example.
〈発明の効果〉
以上説明したように本発明によれば、ＩＳＣ分担率のみ
をマツチングすればよいので、マツチングが楽になり、
マツチングする人によるデータのバラツキがなくなり、
減速後加速感、相反する減速初期オーバーリッチ失火に
よるアクセルＯＦＦショック等がなくなり、エミッショ
ンＣｏ、ＩＩＣの低減が図れ、アフターバーンがなくな
るという効果が得られる。<Effects of the Invention> As explained above, according to the present invention, it is only necessary to match the ISC share, so matching becomes easier.
There is no variation in data due to the person doing the matching,
The feeling of acceleration after deceleration, the contradictory accelerator-off shock due to overrich misfire in the early stage of deceleration, etc. are eliminated, and the effects of reducing emissions Co and IIC and eliminating afterburn can be obtained.
第１図は本発明の構成を示すブロック図、第２図は本発
明の一実施例を示すシステム図、第３図は制御内容を示
すフローチャート、第４図は本実施例の制御特性図、第
５図は従来の制御特性図、第６図は要求量の説明図であ
る。
３・・・スロットル弁 ４・・・補助空気通路 ５
・・・補助空気制御弁 ７・・・燃料噴射弁 ８・
・・機関 ９・・・コントロールユニット １０・
・・エアフローメータ １１・・・回転数センサ
１２・・・水温センサ １３・・・スロットルセンサ
１４・・・アイドルスイッチ
特許出願人 日本電子機器株式会社
代理人 弁理士 笹 島 富二雄FIG. 1 is a block diagram showing the configuration of the present invention, FIG. 2 is a system diagram showing an embodiment of the present invention, FIG. 3 is a flowchart showing control details, and FIG. 4 is a control characteristic diagram of this embodiment. FIG. 5 is a conventional control characteristic diagram, and FIG. 6 is an explanatory diagram of the required amount. 3... Throttle valve 4... Auxiliary air passage 5
...Auxiliary air control valve 7...Fuel injection valve 8.
... Engine 9 ... Control unit 10.
・・Air flow meter 11・・Rotation speed sensor
12...Water temperature sensor 13...Throttle sensor 14...Idle switch patent applicant Fujio Sasashima, agent of Japan Electronics Co., Ltd., patent attorney
Claims (1)
助空気制御弁と、 アイドル回転数の制御のためのアイドル回転数制御分の
補助空気流量を設定するアイドル回転数制御分設定手段
と、 減速開始時に機関回転数に応じて減速負圧補正分の補助
空気流量を設定する減速負圧補正分設定手段と、 減速開始時に機関に吸入される吸入空気流量から減速負
圧補正分を減算しその所定割合を減速空燃比補正分の補
助空気流量として設定する減速空燃比補正分設定手段と
、 減速によるスロットル弁全閉後に減速空燃比補正分の補
助空気流量を徐々に減少させる減速空燃比補正分漸減手
段と、 前記アイドル回転数制御分と、前記減速空燃比補正分と
前記減速負圧補正分との和とのうち、大きい方を選択す
る選択手段と、 選択された値に基づいて制御量を設定して前記補助空気
制御弁の開度を制御する制御手段と、を含んで構成され
ることを特徴とする内燃機関の減速制御装置。[Claims] An auxiliary air control valve installed in an auxiliary air passage that bypasses a throttle valve, and an idle rotation speed control setting that sets an auxiliary air flow rate for idle rotation speed control to control the idle rotation speed. a deceleration negative pressure correction amount setting means for setting an auxiliary air flow rate for deceleration negative pressure correction according to the engine speed at the start of deceleration; a deceleration air-fuel ratio correction amount setting means for subtracting a predetermined proportion thereof and setting the predetermined proportion thereof as an auxiliary air flow rate for deceleration air-fuel ratio correction; a means for gradually decreasing an air-fuel ratio correction amount; a selection means for selecting a larger one of the idle rotation speed control amount and the sum of the deceleration air-fuel ratio correction amount and the deceleration negative pressure correction amount; A control device for controlling the opening degree of the auxiliary air control valve by setting a control amount based on the control amount.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27726687A JPH0788790B2 (en) | 1987-11-04 | 1987-11-04 | Deceleration control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27726687A JPH0788790B2 (en) | 1987-11-04 | 1987-11-04 | Deceleration control device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01121534A true JPH01121534A (en) | 1989-05-15 |
| JPH0788790B2 JPH0788790B2 (en) | 1995-09-27 |
Family
ID=17581124
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP27726687A Expired - Lifetime JPH0788790B2 (en) | 1987-11-04 | 1987-11-04 | Deceleration control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0788790B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05135717A (en) * | 1991-07-10 | 1993-06-01 | Samsung Display Devices Co Ltd | Fluorescent display tube |
| JP2010096064A (en) * | 2008-10-15 | 2010-04-30 | Fuji Heavy Ind Ltd | Controller for engine |
-
1987
- 1987-11-04 JP JP27726687A patent/JPH0788790B2/en not_active Expired - Lifetime
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05135717A (en) * | 1991-07-10 | 1993-06-01 | Samsung Display Devices Co Ltd | Fluorescent display tube |
| JP2010096064A (en) * | 2008-10-15 | 2010-04-30 | Fuji Heavy Ind Ltd | Controller for engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0788790B2 (en) | 1995-09-27 |
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