JPH02238151A - Idling control device of engine - Google Patents

Abstract

PURPOSE:To make the idle oscillation into an oscillation to give no unpleasant feeling to the operator and the like by making the amount of the oscillation give a fluctuation proportional to the inverse number of the frequency of the oscillation to the oscillation of the engine when the engine is in an idling condition. CONSTITUTION:The combustion condition of an engine A is controlled by a device B. And the idling condition of the engine A is detected by a device C. When the engine A is in the idling condition, the control of the combustion condition by the device B is executed so that the amount of the oscillation give a fluctuation proportional to the inverse number of the frequency of the oscillation to the oscillation of the engine by a device D. As a result, the idle oscillation of the engine A is approached to the so-called 1/f fluctuation condition positively, and the idle oscillation is made into an oscillation to give no unpleasant feeling to the operator and the like.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine idle control device for making engine vibrations during idle as pleasant as possible.

(Prior Art) Conventionally, as described in, for example, Japanese Unexamined Patent Publication No. 56-44431, an idle speed control device ( ■SC) is known. I
Specifically, SO is performed by adjusting the amount of correction air or adjusting the ignition timing. For example, in ISO by adjusting the ignition timing, if the ignition timing is advanced by a certain amount, the torque will increase by a certain amount, and if the ignition timing is delayed by a certain amount, the torque will be reduced by a certain amount. Control numbers. At that time, I
Due to the delay in the response of the SO, small rotational fluctuations are unavoidable, and there is a problem in that the driver or the like feels uncomfortable due to the random vibrations.

(Object of the Invention) The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to control the combustion state of the engine so that the idle vibration becomes a vibration that does not cause discomfort to the driver.

(Structure of the Invention) The present invention is based on the analysis of natural world phenomena such as wind, sound, and vibration.
Focusing on the fact that research has shown that humans experience pleasant sensations when the engine is in a state of fluctuation, we are proactively reducing engine idle vibrations as described above. It has been discovered that by creating vibrations in a fluctuating state, it is possible to create idle vibrations that are pleasant to the driver and provide a comfortable ride.The structure is as follows. That is, the Ennon idle control device according to the present invention, as shown in FIG.
Combustion state control means for controlling the combustion state of an engine; idle state detection means for detecting an idling state; and a fluctuation control execution means for controlling the combustion state deafness by the combustion state control means so as to give the following.

(Function) During idling, the combustion state control means operates according to the pattern set by the fluctuation control execution means, and as a result,
Fluctuations are given to the engine vibrations, the magnitude of which is proportional to the reciprocal of the frequency of the vibrations.

(Example) Examples will be described below based on the drawings.

FIG. 2 is an overall system diagram of an embodiment of the present invention. In this embodiment, an intake passage 2 of an engine 1 is connected to an air cleaner 3, and an air flow meter 4 is disposed downstream of the air cleaner 3 to detect the amount of intake air. Further, a throttle valve 5 is provided downstream thereof,
The downstream side of the throttle valve 5 branches through a surge tank section 6 and communicates with an intake boat 7 of each tank. At the downstream position of the intake passage 2, there is an injector 8 facing toward the intake boat.
A spark plug 10 is provided in each combustion chamber 9.

The spark plug IO is connected to the ignition coil 12 via a distributor 1l. Control of fuel injection and ignition is controlled by a control unit 13 comprised of a microcomputer. The control unit l3 receives an intake air amount signal from the air flow sensor 4, a rotation signal from a rotation sensor attached to the distributor 11, a water temperature signal from a water temperature sensor 14 that detects engine water temperature, and an exhaust gas signal from the engine I. The air-fuel ratio signal from the sensor l6 provided in the passage l5 is inputted as information, and based on this information, fuel injection amount control and ignition timing control are performed as is well known. In addition, when the idle switch attached to the throttle valve 5 is ON and the engine speed calculated from the rotation signal is determined to be idle because it is below a predetermined value, the engine speed is equal to the target idle speed. Ignition timing control is performed based on the rotational speed deviation so that Furthermore, during idling, in addition to the ignition timing control based on the rotational speed deviation, ignition timing control is performed based on a fluctuation generation function. This fluctuation generation function is an ignition timing control amount that gives a fluctuation to the engine vibration whose magnitude is proportional to the reciprocal of its cycle, and is obtained using the following calculation formula.

Here, K: An arbitrary constant for changing the slope (x) i: An arbitrary constant ω for determining the vibration frequency component. Biangular velocity (preset value) T: Time ψi: Any constant for determining the phase of the frequency component, ie, the above K, i, ω. , ψi are preset values, and as time T changes, values (
For example, when you want to log sample frequency components, n
= 10, ten ignition timing control amounts are determined according to each frequency component), and the cumulative value of these values is set as the ignition timing control amount at a certain point in time. . The magnitude relationship of the ignition timing control amount set according to each frequency component is set to be proportional to the reciprocal of the frequency as shown in FIG. 3, so as to obtain a predetermined fluctuation. This pattern of fluctuations repeats at such a frequency that humans cannot remember the pattern. As a result, the driver and the like experience the engine vibration as a natural and pleasant vibration.

However, when the rotation fluctuates greatly due to rotation control based on ignition timing during deceleration or when a load is applied to an air conditioner, etc., the above fluctuation control is not performed, and 1/f fluctuation control is performed only in stable conditions. Execute.

Next, ignition timing control in the above embodiment will be explained using a flowchart.

FIG. 4 shows a routine for determining data for ignition timing control during idling. When the routine starts, S! to determine whether it is in the idle state.

If NO, the process returns as is; if YES, the engine speed change rate (ΔNE
) is less than a predetermined value. And ΔNE
If is not equal to or less than the predetermined value, the routine goes to the idle base ignition timing control routine (S3) using normal logic, determines the base ignition timing If8 (S4), and returns directly.

If ΔNE≦predetermined value, first, the base ignition timing 1 is set in the idle base ignition timing control routine (S5).
ra is determined (S6), and the fluctuation component Ig obtained by the fluctuation function generation routine described later is added to this Ira.
Add u to the final ignition timing ■1 (S7)
.

The above-mentioned fluctuation component I tu is obtained by the fluctuation function generation routine shown in FIG.

In this routine, first, in S8, it is checked whether or not the fluctuation calculation timing is, for example, every 1/100 seconds. If NO, the routine returns. If YES, the next step is to check whether the calculation has been performed a predetermined number of times in S9. I'll see what happens. Then, the fluctuation component is calculated using a predetermined pattern in SIO until the predetermined number of times is reached, and if YES in S9, that is, the predetermined number of times is reached, the pattern is returned to its original state in Sll.

FIG. 6 is a subroutine for ignition execution. In this routine, it is checked at Sl2 whether it is the ignition interrupt timing, and if it is the ignition interrupt timing, the routine goes to Sl3 and ignition is executed based on the ignition timing data obtained in the idle ignition timing control routine of FIG.

In the above embodiment, the fluctuation component is calculated by calculation, but instead of performing this fluctuation calculation, it is also possible to configure the logic logic so that fluctuation data stored in the memory is read out at a predetermined cycle.

(Effects of the Invention) The present invention is configured as described above and actively brings the idle vibration close to the 1/f fluctuation state, so that the idle vibration does not cause discomfort to the driver etc., and the ride comfort of the automobile is improved. improves.

[Brief explanation of drawings]

Fig. 1 is an overall configuration diagram of the present invention, Fig. 2 is an overall system diagram of an embodiment of the invention, Fig. 3 is a characteristic diagram of the embodiment, and Fig. 4 is a diagram of the overall system of an embodiment of the invention.
6 through 6 are flowcharts for executing control in the same embodiment. 1: Engine, 5: Throttle valve, 10; Spark plug,
ll: Distributor, 12/Ignition coil, 13:
control unit.

Claims (1)

[Claims] (1) Combustion state control means for controlling the combustion state of the engine; idle state detection means for detecting the idle state;
fluctuation control execution means for controlling the combustion state by the combustion state control means so as to give a fluctuation to the engine vibration in which the magnitude of the vibration is proportional to the reciprocal of the frequency of the vibration when the engine is in an idle state. An engine idle control device characterized by: