JPS59221444A - Automatic idling control method of car - Google Patents
Automatic idling control method of carInfo
- Publication number
- JPS59221444A JPS59221444A JP9534883A JP9534883A JPS59221444A JP S59221444 A JPS59221444 A JP S59221444A JP 9534883 A JP9534883 A JP 9534883A JP 9534883 A JP9534883 A JP 9534883A JP S59221444 A JPS59221444 A JP S59221444A
- Authority
- JP
- Japan
- Prior art keywords
- idling
- battery
- idle
- state
- control
- 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
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/002—Electric control of rotation speed controlling air supply
- F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】
球術分野
本発明は車両の自動アイドル制御方法、特にアイドル時
のバラ−アリ電ｎ：を用いてアイドル回転数をｊ’Ｑ
３ｍ値に自動的に制御する自動アイドル制御方法の改良
に関するものである。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an automatic idle control method for a vehicle, and in particular to an automatic idle control method for a vehicle.
This invention relates to an improvement in an automatic idle control method that automatically controls the idle to a value of 3m.
背景技術 １″
車両エンジンのアイドル回転数はエンジン本体の正常な
回転を持続するために正しく制御されなければならず、
またこのアイドル回転数はバッテリの充放電特性に大き
な影響を与える。Background Art 1'' The idle speed of a vehicle engine must be properly controlled to maintain normal rotation of the engine body.
Moreover, this idle rotation speed has a large influence on the charging and discharging characteristics of the battery.
従って、従来においても、アイドル状態のバッテリ電圧
を検出し、この電圧値が所定の第１の基準値以下である
場合にはバッテリの充電が必要と判断してアイドル回転
数を上昇制御し、またこのバッテリ電圧がＭ２の基ＩＰ
、１１１Ｉを越えた時には充分な充電が行われたと判断
して前記アイドル回転数を下降する制御が行われ、これ
によって、常に最適なバッテリ充電状態を保持しバッテ
リ上りの無いかつ無駄に燃料を消費することのないアイ
ドル制御が行われている。Therefore, conventionally, the battery voltage in the idle state is detected, and if this voltage value is below a predetermined first reference value, it is determined that the battery needs to be charged, and the idle speed is controlled to increase. This battery voltage is the base IP of M2
, 111I is exceeded, it is determined that sufficient charging has been performed, and control is performed to lower the idle speed, thereby maintaining the optimal battery charging state at all times, preventing the battery from running out, and wasting fuel. Idle control is being performed that should not be done.
しかしながら、前述した従来方法においては、バッテリ
電圧情報としてのバラブリ起電力はアイドル中常時取込
まれ、このために、必ずしも正しいバッテリ状態が検出
されず、しばしば誤ったアイドル制御が行われているこ
とが近年になって判明した。However, in the above-mentioned conventional method, the fluctuating electromotive force as battery voltage information is always captured during idling, and for this reason, the correct battery state is not necessarily detected, and erroneous idle control is often performed. It has become clear in recent years.
そして、本発明者らは、前記制御不良が検出されるバラ
ブリ起電力の精度に起因し特に走行状態から７フイドル
状態ｌ＼の変操直後にお【ノるバッテリ起電力の過渡的
な近れ特性に起因することを認識し ｌ、二 。The inventors of the present invention have discovered that the control failure is caused by the accuracy of the dispersion electromotive force that is detected, and the transient approach of the battery electromotive force that occurs immediately after the change from the running state to the seven-fiddle state. Recognize that it is due to the characteristics l, 2.
すなわら、第１図に示されるように、アイドル状態及び
走行状態におりるエンジン回転数の変化に従いバッテリ
電圧もこれに追従して変化するが、バッテリ電圧の変化
は必ずしもエンジン回転数に直ちに追従りることは無く
電気化学的な特性に基づく「れを有し、これがために、
走行状態からアイドル状態への変換時にはバッテリ起電
力が安定した状態での値に対して大きな値を示し、この
偏差は図のハツチングを施した遅れ時間だｔＬ？継続す
ることが理解される。In other words, as shown in Fig. 1, as the engine speed changes during idling and running, the battery voltage changes accordingly, but the change in battery voltage does not necessarily immediately affect the engine speed. It has a "resistance" based on electrochemical properties without following, and because of this,
When converting from a running state to an idling state, the battery electromotive force exhibits a larger value than the value in a stable state, and this deviation is the delay time tL? shown by the hatching in the figure. It is understood that this will continue.
そして、本発明者らは各種実験により、前記過渡時にお
けるバッテリ起電力の遅れ特性はその直前の定行条件、
レギュレータ電圧等の影響を受（）、バラブリ充放電状
態が同一の場合であっても必ずしもこの過渡起電力は一
定値を示さないことを確認した。Through various experiments, the present inventors have found that the delay characteristics of the battery electromotive force during the transient state are
It was confirmed that this transient electromotive force does not always show a constant value even when the dispersion charging/discharging state is the same due to the influence of the regulator voltage, etc.
従って、従来においては、通常、走行状態がらアイドル
状態への過渡時において児が【ノ上のバッテリ起電力が
高いことを検知してアイドル回転数を′ＦＦｉ’ｌ制御
づることが多く、これによって、バッテリの過放電が生
じあるいはｔｆｉ端な場合に］−ンジン本体にエンス１
−等が発生していた。Therefore, in the past, when transitioning from a running state to an idling state, the child often detects that the battery electromotive force above is high and controls the idling rotation speed. , If the battery is over-discharged or the TFI terminal is
-, etc. were occurring.
更に、場合によっＣ１前記過渡時において見が【ノ上の
バッテリ起電力が安定時より低く検出されるような場合
もあり、この状態では、アイドル回転数を必要以上に上
昇制御するために燃費が悪化し、またＵ音が増大づると
いう問題が生じていた。Furthermore, in some cases, the battery electromotive force above C1 may be detected to be lower than when it is stable during the above-mentioned transient period, and in this state, the fuel consumption may be reduced in order to control the idle speed to increase more than necessary. The problem was that the U sound was getting worse and the U sound was increasing.
発明の目的
本発明は上記従来の課題裏鑑み為されたものであり、そ
の目的は、正確なバッテリ起電力を検出して最適なアイ
ドル回転数を設定可能な改良された自動アイドル制御方
法を提供することにある。Purpose of the Invention The present invention has been made in view of the above-mentioned conventional problems, and its purpose is to provide an improved automatic idle control method that can accurately detect battery electromotive force and set an optimal idle rotation speed. It's about doing.
１１因」え
上記目的を達成するために、本発明は、アイドル状態に
おけるバッテリ電圧を検出してアイドル回転数を自動的
に制御する車両の自動７／イドル制御方法において、走
行状態からアイドル状態への変換時にアイドル制御を所
定時間を一時的に禁止し、過渡時の制御誤差を除去した
ことを特徴とする。In order to achieve the above object, the present invention provides an automatic idle control method for a vehicle that detects battery voltage in an idle state and automatically controls the idle rotation speed, from a running state to an idle state. The present invention is characterized in that idle control is temporarily inhibited for a predetermined period of time during conversion to eliminate control errors during transient times.
実施例 以下図面に基づいＣ本発明の好適な実施例を説明する。Example Preferred embodiments of the present invention will be described below based on the drawings.
第２図には本発明に係る制御方法のフローチャ＝１−が
示され、エンジンの始動とともにアイドル制御もスター
トするが、本発明においては、前述した第１図における
走行状態からアイドル状態への変換時にお１プる遅れ時
間中アイドル制御を禁にづることを特徴とし、実施例に
（１５いては、この遅れ時間中バッテリ起電力の取込を
禁止している。FIG. 2 shows a flowchart = 1- of the control method according to the present invention, in which idle control starts when the engine starts, but in the present invention, the conversion from the running state to the idle state in FIG. It is characterized in that idle control is prohibited during a delay time, which sometimes occurs, and in embodiment (15), the intake of battery electromotive force is prohibited during this delay time.
ｔし’Ｕ、このために、第２図においてはタイマ１Ｍが
設（〕られ（いる。実験によれ【３工、前述した遅れ時
間は通常５秒以内でありこの期間でほとんどの場合バッ
テリ起電力は安定化りるのＣ１本実施例においてはタイ
マＴＭはそのタイムアツプ時間が５秒に設定されている
。For this purpose, timer 1M is installed in Figure 2. Experiments have shown that the delay time mentioned above is usually within 5 seconds, and in most cases the battery is not activated during this period. In this embodiment, the time-up time of the timer TM is set to 5 seconds.
タイマＴＭの初期化が行われた後エンジンのアイドル状
態が判定され、このｌζめに車両にアイドル検出センサ
が設けられており、このセンサとして実施例ではスロッ
トルセンサと車速センサとが設りられ、スロットルが閉
じられ車速か一定値以下である時にアイドル状態である
ことを認識可能である。After the timer TM is initialized, the idle state of the engine is determined, and the vehicle is provided with an idle detection sensor lζ, which includes a throttle sensor and a vehicle speed sensor in the embodiment. It is possible to recognize that the vehicle is in an idling state when the throttle is closed and the vehicle speed is below a certain value.
アイドル検出センサによって車両が走行状態であること
を検出した場合にはアイドル制御が行われることなくシ
ステムは前記タイマを初期化し「リターン」に戻る。If the idle detection sensor detects that the vehicle is in a running state, the system initializes the timer and returns to "Return" without performing idle control.
一方、アイドル検出センサによりアイドル状態が検出さ
れると前記初期化されたタイマ丁Ｍのカラン１−が開始
される。タイマＴＭのカウント値は所定の設定値例えば
５秒と比較されあるいはタイマーＦＭ自体のカウントア
ツプ信号を用いて前述した禁１時間である５秒間が計測
される。もらろんこの禁止期間内に車両がアイドル状態
が走行状態に変模寸れば７Ｑび前述したようにタイマを
初期化し１リターン、１へ戻る。アイドル状態への変換
から禁１１期間粁過７ると、バッテリ起電力情報としく
バツラ−り電ＬＦ Ｖ ｅの取込が行われ、実施例にＪ
３いては、電子燃料噴ｒＡ′３Ａ置が装召された車両に
本り法が適用されＣいるため、この電子燃料噴射装門へ
のバラブリ入力電圧がイのままバッテリ電圧ｖ８として
取込まれる。On the other hand, when the idle state is detected by the idle detection sensor, the initialized timer M starts running 1-. The count value of the timer TM is compared with a predetermined set value, for example, 5 seconds, or the above-mentioned prohibited time of 5 seconds is measured using the count-up signal of the timer FM itself. If the vehicle changes from an idle state to a running state within this prohibition period, the timer is initialized as described above in 7Q and returns to 1. After an 11-year period has passed since the conversion to the idle state, the battery voltage LFVe is taken in as battery electromotive force information, and J
3, since this method is applied to a vehicle equipped with an electronic fuel injection device, the variable input voltage to the electronic fuel injection device is taken in as the battery voltage v8 as is. .
そして、このバッテリ電圧は第２の基準値ｖ２及び第１
の基準値Ｖ＋ と順次比較され、所望のアイドル制御が
行われる、
すなわら、第２の基準値はバッテリ充電が充分にｔｊわ
れでいる高域基準値を示し、また第１の基ｔｌ′値Ｖ１
はバッテリ充電が不足であることを示Ｊ低域基準値を示
１゜
そしＣ、バッテリ電圧７日が第１の低域Ｍ半値Ｖ＋にり
低い場合にはアイドルアップフラグＦがセラ１〜され、
これににってアイドル回転数は所定値まであるいは一定
段階ずつ土性制御される。Then, this battery voltage is equal to the second reference value v2 and the first reference value v2.
The second reference value indicates a high range reference value at which the battery is sufficiently charged, and the first reference value tl' value V1
indicates that the battery is insufficiently charged J indicates the low range reference value 1° and C, if the battery voltage 7 days is lower than the first low range M half value V+, the idle up flag F is set to Sera 1~ ,
As a result, the idle speed is controlled up to a predetermined value or in fixed steps.
一方、バッテリ電圧ＶＢが第２の高域基準値ｖ２を越え
た場合には、前述したアイドルアップフラグ「のリセッ
トが行われ、これによってアイドル回転数が下降制御さ
れる。On the other hand, if the battery voltage VB exceeds the second high-range reference value v2, the above-mentioned idle up flag is reset, and the idle rotation speed is thereby controlled to decrease.
従って、本発明によれば、バッテリ起電力を常に安定し
た状態で検出し人この検出値に基づいたアイドル制御が
行われるために、バッテリ充電不足あるいは不必要なア
イドルアップを生じさせること無く最適なアイドル制御
を可能とすることができる。Therefore, according to the present invention, since the battery electromotive force is always detected in a stable state and idle control is performed based on this detected value, the optimal Idle control can be performed.
発明の詳細
な説明したように本発明によれば、走行状態′からアイ
ドル状態への過渡的変換時にアイドル制御の禁止期間を
設け、常にバッテリ起電力を安定した状態で取込制御１
１ることができ、これによって、高Ｍ度のアイドル制御
が可能となり、バッテリの充電不足が無くまた燃費が改
善できるという種々の利点を有する。As described in detail, according to the present invention, an idle control prohibition period is provided at the time of transitional conversion from the running state to the idle state, and the capture control 1 is performed to maintain the battery electromotive force in a stable state at all times.
This has various advantages such as high M degree idle control, no battery charging shortage, and improved fuel efficiency.
第１図はエンジン回転数に対するバッテリ電圧の変化特
性図、
第２図は本発明に係るアイドル制御方法の好適な実施例
を示σノ目−ヂｉｙ −１−図である。
代理人 弁理士 吉田研二
第１図
萌間ｔ→
第２図FIG. 1 is a characteristic diagram of changes in battery voltage with respect to engine speed, and FIG. 2 is a σ-scale diagram showing a preferred embodiment of the idle control method according to the present invention. Agent Patent Attorney Kenji Yoshida Figure 1 Moema t → Figure 2
Claims (1)
イドル回転数を自動的に制御する車両の自動ｊフイドル
制御方法においで、走行状態からアイドル状態への変換
時にアイドル制御を所定時間を一時的に禁ＩＬシ、過渡
時の制御誤差を除去したことを特徴とする車両の自動ア
イドル制御方法。(1) In an automatic j-fiddle control method for a vehicle that detects battery voltage in an idle state and automatically controls the idle speed, idle control is temporarily prohibited for a predetermined period of time when converting from a running state to an idle state. An automatic idle control method for a vehicle, characterized in that control errors during IL and transient times are removed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58095348A JPH0733801B2 (en) | 1983-05-30 | 1983-05-30 | Automatic idle control method for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58095348A JPH0733801B2 (en) | 1983-05-30 | 1983-05-30 | Automatic idle control method for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59221444A true JPS59221444A (en) | 1984-12-13 |
| JPH0733801B2 JPH0733801B2 (en) | 1995-04-12 |
Family
ID=14135162
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58095348A Expired - Lifetime JPH0733801B2 (en) | 1983-05-30 | 1983-05-30 | Automatic idle control method for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0733801B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4770140A (en) * | 1985-10-21 | 1988-09-13 | Honda Giken Kogyo Kabushiki Kaisha | Method and apparatus for controlling the solenoid current of a solenoid valve which controls the amount of suction of air in an internal combustion engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5724433A (en) * | 1980-07-16 | 1982-02-09 | Toyota Motor Corp | Control method of idle speed |
| JPS57186032A (en) * | 1981-05-11 | 1982-11-16 | Japan Electronic Control Syst Co Ltd | Drive current controller of fuel pump |
-
1983
- 1983-05-30 JP JP58095348A patent/JPH0733801B2/en not_active Expired - Lifetime
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5724433A (en) * | 1980-07-16 | 1982-02-09 | Toyota Motor Corp | Control method of idle speed |
| JPS57186032A (en) * | 1981-05-11 | 1982-11-16 | Japan Electronic Control Syst Co Ltd | Drive current controller of fuel pump |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4770140A (en) * | 1985-10-21 | 1988-09-13 | Honda Giken Kogyo Kabushiki Kaisha | Method and apparatus for controlling the solenoid current of a solenoid valve which controls the amount of suction of air in an internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0733801B2 (en) | 1995-04-12 |
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