WO1991008613A1 - Device for controlling change in idling - Google Patents

Abstract

A parameter that represents the actual amount of generation of electricity of a generator is detected, and the amount of the intake air is increased based on the detected parameter instead of using the on-data of an electric load switch. This eliminates an excess increase in the idling speed, and the idling speed is stabilized. Furthermore, excellent controllability is obtained owing to the combination with the load control of the generator itself.

Description

 Description Idling rotation fluctuation control device Technical field

 The present invention relates to an idle rotation control device for an engine in which a generator is driven by an internal combustion engine so as not to generate unpleasant vibrations even if the electric load suddenly increases during idle operation. It is related to

 The present invention is useful when applied to, for example, gasoline engine vehicles.

Background art

 The car is equipped with an alternator that generates electricity by rotating it from the engine. While the engine is running, the power generated by the alternator is supplied to various electric loads, and the battery is charged with extra power.

 In an alternate evening, when a rotor with a field coil (field coil) is rotated, the stationary coil in preparation for the overnight stay is turned on. A three-phase AC is generated in the motor. The three-phase alternating current is rectified by a three-phase bridge rectifier formed by six diodes and output as direct current.

The voltage generated over the alternator depends on the rotation speed over the mouth and the magnitude of the exciting current (field current) flowing through the field coil. Is proportional to and. It is necessary to keep the voltage to supply to various electric loads and charge the battery constant, so if the rotation speed increases and the generated voltage exceeds the specified value, The field voltage is adjusted by the regulator to control the generated voltage.

 The regulation is to adjust the value of the field current flowing through the field coil of the alternator according to the supply current to various loads. In a transistor-style regiyure overnight, no. The power supply is controlled by adjusting the duty ratio of the field current by turning on and off in the evening. In this way, by adjusting the exciting current value in a short period of time, the voltage generated in the alternator is adjusted to prevent overcharge and overdischarge of the battery. You.

 In this regulation, the field current flowing through the alternator increases when the electric load increases, and the field current decreases when the electric load decreases. Therefore, the torque required to move the rotator-rotor to the rotator becomes larger when the electric load is large, and becomes smaller when the electric load is small.

At this point, if the electric load increases suddenly while the engine of the car is running at idle, the alternator increases the field current flowing in the evening, and the torque that drives the alternator to rotate Suddenly increases, the engine speed decreases, and sometimes In other words, the engine rotation may become unstable and the driver will not be given uncomfortable vibrations.

 During idle operation, the torque generated by the engine is small.In particular, if the idle speed is set low for the purpose of reducing fuel consumption, the tendency described above will occur. It could be.

 On the other hand, the driver is not only performing special operations during idle driving, but also has low vehicle interior noise, which may reduce engine noise and rotational fluctuations. I'm getting sensitive. In such a case, if a cooler or the like is turned on to increase the electric load, the engine speed decreases, and this decrease in engine speed is noticeable to the driver. I understand well. Drivers tend to be anxious or uncomfortable when they feel that the idle speed has fallen, leading to a stall. Furthermore, when engine vibration occurs, anxiety and discomfort increase.

 The present invention has been made in view of the above prior art, and provides an idle rotation fluctuation control device that limits the amount of decrease in the number of revolutions of an internal combustion engine even when the electric load suddenly increases during idle operation. You.

Disclosure of the invention

An engine, a generator driven by the engine, a power generation parameter detection means for detecting a parameter representing an actual power generation state of the generator, and Detected parameter — By providing intake air volume control means for increasing the intake air volume of the engine based on the evening, the intake air volume is increased appropriately in accordance with the actual power generation state, and extra eyes It is possible to stabilize the idle speed efficiently with an inexpensive configuration without performing a dollar-up operation.

 Further, in addition to the intake air amount control means, a generator control means for suppressing an increase in the field current based on the field current detected by the power generation parameter detecting means is provided. As described above, the appropriate idle-up and the load control of the generator itself are performed, and the controllability of the idle rotation fluctuation control is further improved.

 In this case, it is preferable to control the upper limit of the duty ratio of the field current, which is preferably adjusted by the regulation of the generator, and this upper limit is set to the actual duty ratio immediately before the control. Set based on. Furthermore, an actual value representing the actual power output of the generator based on the actual duty factor or the actual engine load torque based on this power output is obtained. When the set value is exceeded, increase the intake air volume. However, when the actual value exceeds the set value, it is better to prohibit updating of the upper limit of the duty ratio at once.

Alternatively, the duty ratio of the field current is repeatedly detected, the average duty ratio is calculated based on the current and past detection values, and the calculated value is calculated based on the average duty ratio obtained last time. Based on Set a new upper limit for the duty ratio. In this case, it is preferable that the upper limit of the latest duty ratio be a value that exceeds the previous average duty ratio by a predetermined value. Furthermore, an actual value representative of the actual power generation of the generator or the actual engine load torque based on this power generation is obtained from the average duty factor, and this actual value is set to the set value. It is advisable to increase the amount of intake air when exceeding. In this case, it is better to temporarily set the immediately preceding duty ratio as the upper limit of the latest duty ratio.

 On the other hand, the idle rotation fluctuation control device based on the increase of the intake air amount includes a means for detecting the number of rotations of the engine and a means for detecting the field current of the generator driven by the engine. Based on the means for detecting the state and the detected state of the field current and the engine speed, the actual power generation of the generator or the actual energy based on this power generation is obtained. Means for setting an actual value representative of the engine load torque, and means for controlling the amount of intake air of the engine based on the actual value. There is.

In this case, preferably, the intake air amount is increased when the actual value exceeds the set value. Further, it is preferable to terminate the increase in the intake air amount when the actual value falls below a second set value which is smaller than the set value. In addition, the increase value of the intake air amount may be constant, but it is good to set it variably according to the actual value. BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a configuration diagram showing a drive system of a gasoline engine automobile to which the present invention is applied, and FIG. 2 is a diagram showing a circuit configuration using G-terminal control of a regulator. Figures 3, 4, 5, and 6 show the flow of the control operation of the first embodiment, and Figure 7 shows the relationship between the engine speed and the generated current. illustrates a _r du chromatography Te I scratch the para main one evening, FIG. 8 is et emissions di emissions average F _r du over Te I over the para email the relationship between the rotational speed and the bets Torque the generator required Fig. 9 shows a timing chart for explaining the effect, Figs. 10 and 11 show the flow of the control operation of the second embodiment, and Figs. the first 2 figures show full b one by Roh scan valve driving routine figure, the first 3 figures generated current I, and the relationship between a b Dorua-up port di tion ISC _EL of ISC shown Fig. 14 is a diagram showing the circuit configuration of an external type of the Regula-Yu-Tai, and Fig. 15 is a diagram showing the circuit configuration using S-terminal control of the Reg-Ui-Yu. Fig. 15 is a diagram showing an example of a voltage outlet unit in Fig. 15.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a drive system of a gasoline engine automobile to which the present invention is applied. As shown in the figure, the engine 31 is supplied with air through an air cleaner 32 and an air supply pipe 33. Sent. A throttle valve 34 is attached in the middle of the air supply pipe 33, and the throttle valve 34 opens and closes in conjunction with an accelerator pedal (not shown). During idling operation, the throttle valve 34 is fully closed. In this fully closed state (idling operation state), the idle switch 35 is detected. Get out. The intake pipe 36 communicates with the upstream side and the downstream side of the air supply pipe 33 so as to bypass the throttle valve 34. A needle valve (bypass valve) 38, which is urged by a compression coil panel 37, is provided in the nozzle path 36, and a solenoid valve 39 is provided. The duty pipe or the step motor (not shown) opens and closes the noise pipe 36 by the needle valve 38. Thus, the intake air amount is increased or decreased by the electric control device 45 independently of the throttle valve 34.

 On the other hand, the alternator 40 is rotated and driven by the engine 31 to generate electric power, to send power to various electric loads 41, and to provide a battery with extra power. 4 Charge 2. The battery 42 transmits power to the electric load 41 when the power generated by the alternator is insufficient or power is not generated. In addition, a dis- trict view sensor 43 is provided with a crank angle sensor 44.

The electronic control unit 45 receives detection signals from the idle switch 35, the crank angle sensor 44, and other sensors. And control each control device such as solenoid 39 and power generation control.

 A specific example will be described with reference to FIG. As shown in the figure, the alternator 40 is composed of a power generation unit 40-1 having a stator coil SC and a field coil FC, and a rectifier formed by a diode. The main components are 4 0-2 and 4 0-3. Of these, the current regulation 40-3 is the duty of the field current flowing through the field coil FC according to the voltage applied to the S terminal as before. By changing the ratio, the generated current value by the power generation section 40-1 is adjusted. That is, in the voltage regulator 40-3, the power generation pressure is controlled in accordance with the analog voltage input from the S terminal to the analog diode 58. The operation of each element is as follows. The output of the Zener diode 58 is turned on or off depending on the analog input voltage, and accordingly, the transistor is turned off. The current flowing through the finless coil FC when the transistor 59 is turned on or off, and thus the power transistor 60 is turned on and off. Is turned off.

Then, the duty ratio (DFRR) of the field current flowing through the field coil FC is detected by the control unit 14 via the FR terminal. The duty of the FR terminal is the power generation rate of the generator (actual Power generation ratio). In FIG. 2, reference numeral 47 denotes an ignition switch, and reference numeral 48 denotes a charge lamp.

 In the embodiment of FIG. 2, the control unit 14 controls the non-grounded duty (DG) of the G terminal of the voltage regulator 40 to 3 overnight. I'm doing it. If the G terminal is grounded, the transistor 64 will be turned off, the Zener diode 58 will be on, and the transistor will be turned off. 59 turns on and power transistor 60 turns off, stopping power generation regardless of the S terminal voltage. Therefore, the amount of power generation can be arbitrarily limited by setting the non-grounding duty (DG) of the G terminal. The control unit 14 detects the actual power generation state from the duty ratio (DFRR) of the FR terminal, and at that time, there are sensors 35, 44. If it is determined that idle operation is being performed based on the output of the transmission unit 49 and the clutch switch 50 of the transmission, power is generated. The power generation is limited by controlling the grounding of the G terminal according to the state.

Next, as a first embodiment, referring to FIG. 3 to FIG. 9 and FIG. 12, the intake air amount control by the electronic control unit 45 and the control unit shown in FIG. The power generation control and the control of 14 are explained. Here, the power generation is controlled by the non-grounded duty (DG) of the G terminal. In a third view, Thailand Ma interrupt or e emissions (power supply of the field current F _r) on-di-down of click run-click by Ri FR terminal to the pulse interrupt time the co-emissions collected by filtration Ruyuni Tsu door 1 4 (Step S1), and when the crank angle signal from the crank angle sensor 44 rises to 180 °, this power the evening of the value and the actual current rate ie _F τ du over Te I over of the instantaneous field current F _r (DFRR) (stearyl-up S 2, S 3).

DFRR = (F _r on-integration time) / ^ (interval of the rising time of the click run-click angle of 180 ° signal)

What about the basic ratio full power of this F _r du over Te I over (DFRR) Ya field current, eye used by para main one evening representative of actual power generation state field current What is necessary is just to control the dollar rotation fluctuation.

 However, the power generation state changes minutely and minutely, so if this change is directly affected, this will prevent load fluctuations, which is not good for the battery charge / discharge cycle. Thus, the average power generation is used. This averaging can be anything, such as a simple average over a period of time or a weighted average such as a primary filter.

In stearyl-up S 4, Les represents the average amount of electric power generated by the current average F _r du over tape I over the (DFR i) seeking Ri by the primary full I Lumpur evening calculation of the following formula, Ru. DFR i is the average of the current F _r de Yu over Te I one, DFR i -, the previous average F _r du over Te I over, Oh.

 DFRi = αDFRi-, + (1-a) DFRR

 Here, is a filter gain, which is 0 and 1, but it is preferable that it is larger than 0.5, for example, 0.75.

Their to, with A i Dorusui pitch 35 or Ranoo down, and if e emissions di down speed less than the set value N _et (scan tape class tap S 5, stearyl-up S 6) at any For example, the process goes to step S7 in FIG. 4 and the control unit 14 calculates the generated current I ,. Stearyl Tsu snow to flop S 5 and stearyl Ssu STEP S 2 7 control of Figure 6 with all the unwanted present invention when both conditions are not潢足the flop S 6, F _r to targets Set the duty (DFR0BJ) to 100% uniformly.

In step S6, the set values N,, and _t are the target idle speed when the air-con is off and the target idle speed when the air-con is on. For example, if the former is ₆₀₀ rpm and the latter is ₉₀₀ rpm, then _Neset = ₈₀₀ .

In the calculation of I, in step S7 in FIG. 4, the relationship between the generated current I, and the engine speed N, is _{expressed as an} average _Fr Du—Tee DFR. and to close relationship with Do Tsu Tei Ru or we Remind as in FIG. 7, et emissions di emissions rotation average number of F _r du over Te I one DFR and power generation 's flow I, of maps From this map, the current engine rotational speed Ne and I corresponding to the current average Fr duty DFR i are obtained from this map. In the equation, I, = I, _{ma P} (DFRi,

N e).

Incidentally, I, is the other example of the calculation, relationship with the eighth preparative Torque significant amount Remind as in FIG. 1 and d emissions di emissions speed N _e is an average F _r du over Te I one Les depending on the DFR, Ru this whether et al., N _e, can we prepared the maps of DFR and I, the current error down di down the rotational speed N _e and the current average F _r du over Te I The torque I corresponding to one DER i may be calculated and substituted. This is because there is a good correlation between the generated current I and the required torque I, 'of the generator.

After calculating the generated current I, it is checked in the next step S8 whether the current electric load is on (IG = 1) or off (IG = 0). If the electric load is on, the comparing I _{L 1>} I _{L 2} of that reference value I _L2 and I Cormorant Chi small have how the two reference values, capital for imparting heat stearyl Li Shi scan (Step-up S 9), I, Ku IL if the _second electrical load is the Flag IG = 0 and Li cell Tsu bet to assume that Tsu name to off (Step-up S 1 0), At step S11, the target position ISCP of the bypass valve at the ISC (idle speed control port). _s is set by the following formula, and the amount of intake air for power generation is not increased.

ISCPOS = ISCB + ISC FB However, and to the ISC _B is e emissions that depend on the water temperature, such as di-emissions-based port-di-tion, ISC _F B painting down di down the rotational speed based on Dzu rather off I over Dubai-click control of the ISC Ο

Compared scan tape Tsu IG = 0 immediate Chi electrical load in-flops S 8 is lever Oh in the off, with stearyl-up S 1 2 I, the the reference value I _{L 1} of the person not the size, I,> I _L If it is 1, it is assumed that the electric load is turned on, and the flag is set to IG = 1 (step S13), and since the first IG = 1 In step S14, the initial flag IGI is set (IGI = 1), and in step S15, the target position of the ISC valve is set to ISC. _{P. S} is set by the following formula to increase the intake air amount for power generation.

 ISC P 0 S = ISCB + ISCFB + ISC E L

However then, ISC _EL is Ri Ai Dorua-up port suicide Yo Ndea to the electrical load, you are a constant value in here.

I at stearyl-up S 9, because that has followed the on-the electrical load if ≥ I _{L 2,} the initial Flag IGI and IGI = 0 and Li cell Tsu door at stearyl-up S 1 6, In step S15, the target position ISC _{P of the} ISC bypass valve with an increase in the amount of intake air for power generation. Set _S. On the other hand, if I, ≤ I _L in step S12, the electric load continues to be turned off, so the intake air volume for power generation increases in step S11. Set the target position ISC POS without volume. Thus, the target idle position ISCP in step S11 or S15. _{When s} is set, the ISC bypass valve is driven by the routine shown in FIG. 12, which will be described later.

When setting the target A b Dorupo di tion ISCP 0 _S at stearyl-up S 1 1, the snow initial Flag to stearyl-up S 1 7 of FIG. 5 IGI = 0 and then re-Se Tsu DOO Thus, the process proceeds to step S22 in FIG. 6, and control is performed to allow a change in the field current as described later. First stearyl-up S 2 2 by Ru by Ri order sought in this time of the following equation F _r du over Te I one (DFRROBJi) a target.

DFR0BJ ₅ = min (DFR s, DFR

That is, the current average F _r du over Te I one DFR i, the previous average F _r du over Te I one DFR i-, small amount; Chi the sale of a value obtained by adding the 8, the lesser for safety Is the target _Fr du tee. The minute amount / S is, for example, 0.4%. Then, in step S23, the non-grounded duty DGi of the G terminal, which determines the upper limit of the power generation amount, is set as the field control target duty, and the following equation is used. In step S24, the output value DG of the field control target duty 1 is obtained. Is updated to DG i, and power generation restriction is executed with this value DG! (Step S25). DGi = DFROBJi + ΔG

 However, DG ≤ 100%, and when DG = 100%, full power generation is possible. Also, room G is a small predetermined amount such as 4% 'or 10%. Further, the relationship between ΔG and the above-mentioned ^ is preferably A G, for example, about 10% of A G is preferable.

 By the control passing through the above-described steps S22 and S23, the upper limit value of the power generation amount increases or decreases every time the crank angle signal 180 ° rises. It becomes possible.

On the other hand, in step S15 (Fig. 4), the target position ISC _P of the ISC bypass valve is set. _{If S} is set, go to step S18 in Fig. 5 to check the initial flag IGI, and if IGI = 1, that is, if the electrical load has just changed from off to on, In order to cope with a delay in increasing the intake air amount, the timer is set to a predetermined time in order to prohibit an increase in power generation for a predetermined time after the change (step S1). 9), go to step S26 in Fig. 6, and set the field control target duty DGi to the previous output value DG as the set value of this time. Use Then, by outputting this DGi, power generation control is performed with the same field control target duty as the previous time (steps S24, S25). Also, even if IGI = 0 in step S18, that is, if the electrical load goes off immediately, the timer set in step S19 will not If the value has not become zero (step S20), the timer is subtracted in the next step S21, and then the operation proceeds to step S26, where the same field control target duty as in the previous time is used. Restrict power generation at the same time.

If the timer has become zero in step S20, it means that a predetermined time has elapsed since the electric load was turned off to on, and the step shown in Fig. 6 was performed. S 2 2 to snow target F _r du - to calculate the tape I over DFROBJi, asked the following stearyl-up S 2 3 field control target Ri by the deco of DFROBJi and AG du over Te I one DG i, stearyl-up Output value DG at S24. Is updated with this DG ,.

Fig. 9 shows an example of the operation timing of the first embodiment by the control flow of Figs. 3 to 6. As in the conventional case, when the switch of the electric load is turned from off to on as shown in Fig. 7 (b), only the ISC operates in response to the switch on and the idle switch is used. If only the step is taken, the duty 1 instantaneously increases as shown by the broken line 100 in FIG. 4 (c), whereas the broken line in FIG. 4 (e). As shown by 101, the actual opening of the ISC bypass valve is delayed. Therefore, when the electric load is light, as shown by the broken line 102 in the figure, after the engine speed first decreases, the engine speed is first increased and then increased. The target speed is reached for feedback control. In this case, the blow-up is not good. Also, electric load When the load is heavy, as shown by the broken line 103 in FIG. 11 (f), the engine speed immediately after the switch-on is greatly reduced due to the response delay of the increase in the intake air amount.

 In contrast, in the case of the first embodiment, the charge load was increased by detecting the power generation state corresponding to the engine load torque generated by the power generation. Immediately after the engine speed drops significantly, the intake volume is increased and idle-up is performed (steps S7 to S16 in Fig. 4). The engine does not blow up even if it is small. Furthermore, by combining the increase in the intake air amount and the power generation control, it is possible to further suppress the engine rotation fluctuation.

 Next, a second embodiment based on only the intake air amount control will be described with reference to FIGS. 10 to 13. The control flow shown in FIGS. 10 and 11 is the same as that of the intake air amount control part (FIGS. 3 and 4) in the first embodiment except for a part.

In the first 0 views, Thailand Ma Ri by the interrupt or error down di emissions of click run-click pulse interrupt, the on (the field current F _r energized) time of FR terminal co-emissions collected by filtration Ruyuni Tsu door 1 4 (Step S51), and when the crank angle signal from the crank angle sensor 44 4 rises, this signal is output. mosquito window the down door of the value and the actual current rate ie F _r du over te I of the instantaneous field current F _r (DFRR) (step in the S 5 2, S 5 3) ο

DFRR = (F _r on-integration time) / (distance of the rising time of the click run-click angle 180 ° signals)

In stearyl-up S 5 4, and the average F _r du over Te I representing the average power generation amount of time a (DFR) seeking Ri by the primary off I filter processing of the following equation. DFR i this time of the average F _r du over Te I, DFR; -, is Ru average F _r du over Te I der of the last.

 DFRi = -DFRi-i + (1-) DFRR

 However, in the case of the filter field, it is 0 and α is 1 but it is preferable that the value is larger than 0.5, for example, 0.75. The above is the same as Fig. 3.

 If the idle control is being performed (step S55), the flow proceeds to step S56 in FIG. 11 and the generated current I is changed to step S7 in FIG. Similarly, it is determined from the map of the relationship as shown in Fig. 7 or Fig. 8.

After calculating the generated current I, it is checked in the next step S57 whether the current electric load is on (IG = 1) or off (IG = 0). If the electrical load is on, compare the _two smaller reference values, I _L2 and I, where I _L1 > I _{L2 to} provide hysteresis (Step-up S 5 8), I, <if the IL ₂ electrical load is that Tsu name to turn off the Flag IG = 0 and Li cell Tsu door to (scan STEP S 5 9), the target position ISCP 0 S of the bypass valve of the ISC (idle speed control) is changed to the step S 11 in FIG. 4 in step S 60. As in the case of the above equation, the intake air volume for power generation is not increased.

ISC P 0 s— ISC _B + ISC FB

In step S57, if IG = 0, that is, if the electric load is off, immediately, in step S61, I, is compared with the larger reference value IL], and if I,> IL, If so, it is assumed that the electric load has been turned on, and the flag is set to IG = 1 (step S62). No, the target position of the valve isp ISC _{P. S} is set by the following formula to increase the intake air amount for power generation.

 ISC P 0 S-ISCB + ISCF B + ISC ε L

However, the ISC EI is the idle-up position for the electric load, but here it is not fixed and the ISC _EL is changed according to the generated current I, as shown in Fig. 13. Let's make it change.

Then, the target idle position ISCP in step S60 or S63. _{When s} is set, the ISC bypass valve is driven by the routine shown in Fig. 12.

In FIG. 12, the actual idle position ISC _RE ,, and the target idle position ISC _{P of the} ISC in step S 70 are obtained by a timer interrupt. Compare _S and, If ISC re,] is larger, go to step S71,

One pulse to the valve closing side is output to the step motor that drives the ISC bypass valve, and the bypass valve is closed by one pulse more than before. If ISC r, _a is smaller (Step S72), the process goes to Step S73, and outputs one pulse to the step motor to the valve open side to output a bypass valve. Is opened by one pulse more than before. If they match, the opening of the bypass valve is maintained.

 Fig. 14 shows an example in which the voltage regulator 40--3 is replaced with an external form from the evening evening that was stored in the alternative evening in Fig. 2, that is, the alternator 40 is shown. An example is shown below. However, in the case of the regulator 40-3, the transistor a 59 is turned on and the transistor 60 is turned on by setting the a terminal to the noisy level. CJ shuts off power generation when turned off

Therefore, instead of the G-terminal ungrounded duty DGi set in the first embodiment, a value of 100 — DGi (%) is set as the field control target duty. Then, with this duty 10 0 — DG i (), the control unit 14 can set the a terminal to the mouth level. In the embodiment shown in FIG. 14, the control unit 14 is composed of an electronic control unit 45 and a generator control unit 52. 5 from the generator control The cut 52 receives the power generation control command, and controls the terminal a to a low level with a duty of 100—DGi (%). Also, the electronic control unit 45 receives the ISC control order from the generator control unit 52, and the ISC no-pass target idle position ISCP. by the ISC to the jar by ing and _s Roh, to control the 'scan valve. Also, in this example,

— Evening 40 — 3 is integrated with the generator control unit 52 and the electronic control unit 45 to form an electronically controlled unit.

In the example shown in Fig. 15, a voltage control unit (voltage C / U) 46 is connected between the battery 42 and the regulator 40-18. Then, the voltage control unit 46 controls the S terminal voltage by the operation control signal 62 from the electronic control unit 45 to limit the power generation amount and ease the restriction. I am trying to do it. In other words, the electronic control unit 45 detects the rise of the electric load from the rise in the duty of the FR terminal, and at that time, the sensors 35 and 44 have a certain level. If the judgment is made that idle operation is being performed from the new switch of the ransomsion's position switch 49 and the clutch switch 50 The operation control signal 62 is supplied to the voltage control unit 46. The voltage control unit 46 receives this signal 62 and sets the voltage applied to the S terminal higher than the normal value determined by the battery voltage. To limit the amount of power generated, and then gradually reduce it to the normal voltage to ease the limit. Then, the change in the voltage applied to the S terminal is given to the electronic control unit 45 as an ISC control signal 63. The electronic control unit 45 controls the solenoid coil 39 and the step motor in response to the signal 63 to gradually increase the intake air amount of the engine.

 FIG. 16 shows a specific example of the voltage control unit 46, which is composed of a switch element 53, a timing circuit 54, and a fixed voltage source 55. Yes. The switch element 53 normally applies the voltage of the battery 42 to the S terminal of the regulator 4013 as a regular voltage through the contact b. The voltage of the fixed voltage source 55 is marked on the contact a of the switch element 53. This fixed voltage source 55 outputs a voltage (power cut voltage) at which power generation stops when it is applied to the S terminal. When the timing circuit 54 receives the operation control signal 62 from the electronic control unit 45, the timing circuit 54 turns on the switch element 52 at the contact point a, so that the normal S Switch from terminal voltage to generator cut voltage. Thereafter, during a certain set time T, the closing duty of contact a is gradually reduced from 100% to 0%, and the closing duty of contact b is gradually reduced from 0% to 100%. Change. Then, an ISC control signal is output according to the input duty.

Note that in either case, the control unit The means for increasing the engine intake volume in response to the command from (1) to (14) is optional, and the throttle valve direct-acting ISC (idle speed) Controls), non-synthetic ISCs, and some other types of drive 'by' wires (DBW) May be an independent valve as long as it can change the engine intake amount.

 In addition, in order to determine that the engine is in the idle operation range, basically, the throttle valve (or accelerator pedal) is fully closed with the idle switch (ID, SW) and detects that the engine speed is in the idle speed range by using the engine speed sensor (ENG, RPM sensor, eg, crank angle sensor). When it is detected by, it is determined that idle operation is in progress. Furthermore, in addition to the above, the new transmission position of the transmission is set to the transmission selection, switch (TZM selection). When the clutch switch (clutch SW) is detected, or when a clutch break is detected by the clutch switch (clutch SW), it is determined that idle operation is being performed. You can do it.

Industrial applicability

According to the present invention, in idle operation, a decrease in the engine rotation speed when a power generation load is applied to the engine is used to increase the intake air amount by ascertaining the actual power generation state of the generator. As a result, the idle speed can be efficiently stabilized with an inexpensive configuration without performing extra idle-up.

 In addition, by combining such an effective increase in the intake air amount with the control of the power generation load of the generator itself, the controllability of the idle speed is extremely good. .

Claims

The scope of the claims 1. An engine, a generator driven by the engine, and a power generation parameter detecting means for detecting a parameter representative of an actual power generation state of the generator. An idle speed control device comprising: means for controlling the intake amount of the engine based on the detected parameter.  2. The idle rotation fluctuation control device according to claim 1, wherein the power generation parameter detection means is means for detecting a field current of the generator as a parameter.  3. The idle rotation change according to claim 2, further comprising a generator control means for suppressing an increase in the field current based on the field current detected by the generator parameter detection means. Motion control device.  4. The generator control means is a means for controlling the upper limit of the duty ratio of the field current adjusted by the regulation of the generator. The idle rotation fluctuation control device according to claim 3, wherein the idle rotation fluctuation control device is set based on an upper limit and an actual energization ratio immediately before the control. 5. A means is provided for obtaining the actual power generation amount of the generator based on the actual power supply rate or the actual value representing the actual engine load torque based on this power generation amount. Actual value of The idle rotation fluctuation control device according to claim 4, wherein the intake air amount control means increases the intake air amount when the intake air amount exceeds a set value.  6. The idle rotation fluctuation control device according to claim 5, wherein when the actual value exceeds a set value, updating of the upper limit of the duty ratio is temporarily prohibited.  7. The above-mentioned power generation parameter detection means repeatedly detects the field current conduction rate, returns the average current conduction rate based on the present and past detected values, and calculates and calculates the average obtained last time. 5. The idle rotation fluctuation control device according to claim 4, further comprising means for setting the latest upper limit of the duty ratio based on the target duty ratio.  8. The idle rotation fluctuation control device according to claim 7, wherein the upper limit of the latest energization rate is a value that exceeds a previous average energization rate by a predetermined value.  9. Instead of the actual duty factor, calculate the actual power output of the generator based on the average duty factor or the actual value representing the actual engine load torque based on this power output. 9. The eye according to claim 8, further comprising means for obtaining the intake air amount, wherein the intake air amount control means increases the intake air amount when an actual value based on the average duty ratio exceeds a set value. Dollar rotation fluctuation control device 1 0. The actual value based on the above average duty ratio exceeds the set value. 10. The idle rotation fluctuation control device according to claim 9, wherein said duty ratio setting means temporarily sets an immediately preceding upper limit of the duty ratio as an upper limit of the latest duty ratio.  1 1. Means for detecting the engine speed, means for detecting the state of the field current of the generator driven by this engine, and means for detecting the field current of the detected field current Based on the state and the engine speed, set the actual power generation of the generator or an actual value representing the actual engine load torque based on this power generation And an intake air amount control means for increasing the intake air amount of the engine based on the actual value.  12. The idle rotation fluctuation control device according to claim 11, wherein the intake air amount control means increases the intake air amount when the actual value exceeds a set value.  13. The intake air amount control means according to claim 12, wherein said intake air amount control means ends the intake air amount increase when said actual value falls below a second set value which is smaller than said set value. Idle rotation fluctuation control device.  14. The idle rotation fluctuation control device according to claim 11, further comprising means for setting an increase value of the intake air amount in accordance with the actual value.