JPH0249938A - Internal combustion engine output control device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an output control device for an internal combustion engine, and more particularly to a control device that appropriately controls output torque in accordance with the operation of a variable displacement compressor driven by the engine.

(Prior Art) As a conventional output control device for an internal combustion engine, the intake air amount is feedback-controlled with respect to the target idle rotation speed in order to maintain a desired target idle rotation speed when the engine is idling. In order to obtain the target idle rotation speed according to the operating state of a variable capacity type compressor for air conditioning that acts as a load on the engine, the intake air amount is adjusted according to the operating state of the compressor. The applicant has already proposed a method for controlling the
099764).

(Problems to be Solved by the Invention) However, when the proposed control device is applied in an engine operating range other than idling, the control device sets the intake air amount according to the load torque of the compressor, There was room for improvement in appropriately controlling the engine's output torque.

That is, in general, the load (hereinafter simply referred to as "load torque J") applied to the engine to drive a variable capacity type compressor is variable in capacity depending on the operating state of the compressor, for example, depending on the stroke of the piston of the compressor. This type has the characteristic that it changes depending on the piston stroke and discharge pressure, and is almost proportional to the engine rotation speed. Therefore, even if the operating state of the compressor changes under the same conditions, when the engine speed differs, the amount of change in load torque at the time of the change will be different, and the higher the engine speed, the more
Become bigger.

On the other hand, the above-mentioned proposed technology aims to control the idle speed according to the operation of the compressor, that is, assumes a condition where the engine speed is constant, so using only the piston stroke and discharge pressure as parameters, An increase value for the intake air amount during operation of the compressor is set, and the increase amount 1ffl is set to a smaller value suitable for maintaining the idle rotation speed.

Therefore, when the technique described in 1 is applied when the engine is operated in a higher rotational speed range other than the idle operating range, the amount of intake air increased during compressor operation is insufficient, and the engine output torque is therefore insufficient. will be in short supply.

As a result, torque shock occurs, especially when the compressor starts operating or when controlling capacity increase, and also causes abnormal fluctuations in engine speed.For example, during steady driving, the engine speed becomes low, making it difficult to drive at a constant speed. Problems such as .

The present invention has been made in order to solve the above-mentioned problems of the conventional technology, and it is possible to appropriately control engine output according to the operating state of a variable capacity type compressor and over the entire range of engine speed. However, it is an object of the present invention to provide an output control device for an internal combustion engine that can prevent the occurrence of torque shock and abnormal fluctuations in engine speed.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a compressor that is driven by an internal combustion engine of a vehicle and configured to have a variable capacity; In an output control device for an internal combustion engine, the output control device includes an output increase correction means for increasing output torque of the engine.
load torque detection means for detecting the load torque of the compressor; rotation speed detection means for detecting the engine rotation speed; and an output increase value of the output increase correction means according to the outputs of the load torque detection means and the rotation speed detection means. and an increase 1ffE setting means for setting.

(Example) Hereinafter, one embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is an overall configuration diagram of an output control device according to the present invention, that is, a fuel supply control device including an intake air amount control device, and the symbol l indicates, for example, a 4-cylinder, 4-stroke internal combustion engine;
An intake pipe +7?2 and an exhaust pipe 12 are connected to the engine 1. A throttle body 3 is provided in the middle of the intake pipe 2, and a throttle valve 3' is provided inside. The throttle valve 3' is equipped with a throttle valve opening sensor (hereinafter referred to as "θT").
ll sensor) 4 is connected to the throttle valve 3'.
The valve opening is converted into an electrical signal and sent to an electronic control unit (hereinafter referred to as rEcUJ) 5.

A fuel injection valve 6 is provided in the intake pipe 2 between the engine l and the throttle body 3. This fuel injection valve 6 is provided for each cylinder slightly upstream of an intake valve (not shown) in the intake pipe 2, and each injection valve is connected to a fuel pump (not shown) and electrically connected to the ECU 5. ECU3
The valve opening time of the fuel injection is controlled by the signal from the.

An air passage 17 is provided between the fuel injection valve 6 and the throttle body 3 of the intake pipe 2 and communicates the inside of the intake pipe 2 with the atmosphere. An air cleaner 18 is attached to the open end of the air passage 17 on the atmosphere side, and an auxiliary air amount control valve 19 is disposed in the middle of the air passage 17. This auxiliary air amount control valve 19 is a normally closed proportional solenoid valve, and the air passage 17
A valve body 19a that can continuously change the opening area of the valve body 19a, and a spring 1.9b that biases the valve body +9a in the valve closing direction.
and an electromagnetic solenoid 19c that moves the valve body 19a in the valve opening direction against the biasing force of the spring 19b when energized.
It consists of The current supplied to the solenoid 19c of the auxiliary air amount control valve 19 is controlled by the ECU 3 so that the valve opening area is set to 1 area, which is set according to the operating state and load state of the engine.

Further, an absolute pressure sensor (hereinafter rPs
PB^sensor) 8 is provided, and the absolute pressure signal converted into an electrical signal by this PB^sensor 8 is
C: Supplied to U5.

The engine cooling water temperature sensor (rT) is installed on the engine 1 body.
10 (referred to as "w sensor") is provided. The Tw sensor 10 consists of a thermistor, etc., and is inserted into the circumferential wall of an engine cylinder filled with cooling water, and converts the detected water temperature signal into an EC.
Supply to U3. Further, an engine rotation speed sensor (hereinafter referred to as "rNe sensor") 11 as rotation speed detection means is attached around a camshaft or crankshaft (not shown) of the engine 1. The Ne sensor 11 detects the crank angle position at a predetermined crank angle position every 180° rotation of the crankshaft of the engine l, that is, at a crank angle position before the predetermined crank angle with respect to the TDC at the start of the intake stroke of each cylinder. It outputs a signal pulse (hereinafter referred to as r"r"I)C signal pulse J), and this TI)C signal pulse is sent to the ECU 3.

A compressor 20 that compresses air conditioning refrigerant is connected to the engine l. The compressor 20 is of a variable capacity swing plate type. That is, a drive shaft 21 of the compressor 20 and a rotating member 22 provided integrally therewith are connected to the engine l via a belt 23, a pulley 24, and an electromagnetic clutch 25. An inclined surface 22a is formed on the rotating member 22 on the side opposite to the drive shaft 21, and the swing plate 26 is rotatably abutted on the inclined surface 228 while being biased by a spring 27. A piston 28 is connected to the swing plate 26 via a rod 27, and screws l to
By reciprocating the cylinder 28 within the cylinder 29, refrigerant is sucked and compressed. That is, when the electromagnetic clutch 25 is engaged, the rotation of the engine 1 is transmitted to the drive shaft 21 and the rotating member 22, and is converted into reciprocating motion of the rocking plate 26 and the piston 28, thereby causing the rotation of the engine 1 to be transmitted to the cylinder via a suction chamber (not shown). After the refrigerant sucked into the discharge chamber 30 is compressed,
It is discharged to a capacitor (not shown) via the . Also, t
The inclination angle of the iπ moving plate 26 is controlled according to the balance between the suction pressure and the discharge pressure Pd, thereby controlling the stroke Fsrg of the piston 28, that is, the capacity of the compressor 20.

The swing plate 26 has its inclination angle, that is, the stroke FSTI of the piston 28! Stroke sensor 31 (hereinafter referred to as rFsrg sensor) as a load torque detection means that detects
) is connected, and the detection signal is sent to the E C
Supply to U5. Further, the n; I discharge chamber 30 is provided with a PD+ switch 32 and a PD2 switch 33 (load torque detection means) for detecting the internal pressure, that is, the discharge pressure I'd. The front ff32 is a switch that is turned on when the discharge pressure Pd is higher than the first predetermined pressure PD+ (for example, 9 kg/crl), and the latter ff33 is a switch that is turned on when the discharge pressure Pd is higher than the first predetermined pressure PD+ (for example, 9 kg/crl).
Predetermined 7: Second predetermined pressure PD greater than E P Dr
2 (for example, 14 kg/Cfff), and these on-off signals are supplied to the ECU 3. Furthermore, an electromagnetic clutch 25 is connected to the ECU 3, and the compressor 20 is connected to the engine l.
The air conditioner that is turned on when the vehicle is being operated by
ΔC) switch 34 is connected and its on-off signal is supplied.

The ECU 3 includes an input circuit 5a having functions such as shaping input signal waveforms from various sensors, correcting voltage levels to predetermined levels, and converting analog signal values into digital signal values.
Central processing circuit (hereinafter referred to as rcPUJ) 5b, CP
It is comprised of a storage means 5c for storing various calculation programs and calculation results executed by the U5b, an output circuit 5d for supplying drive signals to the auxiliary air amount control valve 19 and the fuel injection valve 6, respectively.

That is, in this embodiment, the ECU 3 constitutes an output increase correction means and an increase value setting means.

The CPU 5 b determines the operating state of the engine l according to the various engine parameter signals described above, and provides assistance in synchronization with the 1' I) C signal pulse according to the determined engine operating state and the operating state of the compressor 20. The valve opening command value ICHD of the air amount control valve 19 is calculated, and the drive number 1a based on the valve opening command value ICHD is applied to the electromagnetic solenoid 19c of the auxiliary air amount control valve r19 via the output circuit 5d. supply.

Further, the CPU 5b determines the operating state of the engine l based on the control program (not shown) in response to the various engine parameter signals described above, and controls the fuel supply in synchronization with the 1' DC signal pulse according to the determined engine operating state. The fuel injection time "l'our" for which the injection valve 6 should be opened is determined by the following formula (1
), and a drive signal based on the calculation result is supplied to the fuel injection valve 6.

'1°our==1−iXKt+2 +... (1)
Here, Ti indicates the basic fuel injection time of the fuel injection valve 6, and for example, the intake pipe absolute pressure PB^ and the engine rotation speed Ne
Each will be determined accordingly.

K+ and 2 are correction coefficients and correction variables respectively calculated according to various engine parameter signals, and are used to optimize engine characteristics such as fuel efficiency and acceleration characteristics according to engine operating conditions. Set to the required value.

FIG. 2 shows a flowchart of a subroutine for calculating the valve opening command value 1cMD. This program is
D C<g is executed every time the g pulse occurs.

First, the stroke (hereinafter simply referred to as "r stroke") FSTR of the piston 28 and the engine speed Ne are read (step 201). Next, the valve opening command value ICMD
First to third predetermined values 111^ (1:
, IIIACAC and IIIAC: Calculate DC (
Step 202).

FIG. 3 shows a flowchart of a subroutine for performing this calculation. First, in step 301, n;j memory 1
to the third predetermined fl! llAc, IIIM: AC and IIIACDC are read from the tables respectively stored in the storage means 5C, and the stroke FSTI! is read in step 201 of FIG. Search accordingly.

FIG. 4 shows this table, in which the first and second predetermined values (Direct+11Ac and IIIACAC are set to positive values, and the third predetermined value +11ACDC is set to a negative value. Also, the absolute value of any of the predetermined values is set to become larger as the stroke F syt is larger. This is because the negative R1.ruq is approximately proportional to the stroke FSTl!, except when the stroke F srg is near the full and loaf. Therefore, the intake air amount is set in accordance with such load torque characteristics.

Furthermore, the second predetermined value 111Ac80 is equal to the first predetermined value fII.
'l1llAc and the same stroke F srI
! is set in a larger relationship to . More specifically, Stroke FSTI! Five standard values of F 5T
For RI ~F srgs (e.g. 5.20° 50.80% of full stroke, respectively), the IIIAC values are 3° 5.8 and 10% of full stroke, and the IIIACAC values are similarly 4,6° 10 and 12%, and the IIIACDC values are similarly set to -4, -6° -9 and -10%, respectively, and the values between the above reference values are determined by interpolation calculation.

Returning to FIG. 3, step 30 following step 301
In step 2, the one-rotation speed correction coefficient KNAC is calculated from the table stored in the storage means 5c in step 20 of FIG.
The search is performed according to the engine speed Ne read in step 1. FIG. 5 shows this table, in which the rotational speed correction coefficient K
NAC is set to a larger value as the engine speed Ne increases.

More specifically, the first to third
Criteria for 1ifI N ++^c t ~N IIAC3
(For example, 1,000.1,500.2.00 respectively
0 rpm) is set, and the rotation speed correction coefficient K NA
C is the first base m I+ where the engine speed Ne is 01j
'fi N ++ When AC1 or more, the smallest first
to a predetermined value KNACI (for example, 1.0), and when the second reference value NIIAC2 is set to a second predetermined value KNAC2 (for example, 2.0) that is larger than the KNAc1 value,
When the third reference value NllAC3 or more, the KN
A third predetermined value KNAC3 (for example, 3.0) larger than the ACZ value is set, and the difference between the reference values is determined by interpolation calculation.

Returning to FIG. 3, in step 303 following step 302, n:1, the first and third predetermined values retrieved in step 301 +11AC,
By applying IIAcDc and the rotational speed correction coefficient KNAC found in step 302 of Aij to the following equations (2), (3) and (4), these predetermined 1allAC,
Calculate ACAC and group ACIX;

111AC= K NAG X IllAc
...(2) 111ACAC= KNACX IIIA
CAC-(3)IIIACDC=KnAc×IIIAC
DC=-(4) IIIA calculated as follows
CIII, IIIACAC value and IIIACI)C
As will be described later, the value is determined by the air conditioner load term 1 during steady operation of the compressor 20, immediately after the start of operation, and immediately after the operation is stopped.
11ACn, and the air conditioner load term +11ACn is the valve opening command 1filcMI)
is applied as an additive term. Therefore, depending on whether the compressor 20 is started or stopped, the amount of intake air changes to the stroke F.
Since not only STR but also engine rotation speed Ne is set as a parameter, the output torque of engine I can be appropriately controlled in accordance with changes in load torque.
Torque shock and fluctuations in engine speed Ne can be prevented.

Further, by setting the rotation speed correction coefficient KNAC as described above based on the table of FIG. 5, the first to third predetermined values 111AC, 11AC
DC: is corrected to a larger value as the engine speed Ne increases, and therefore the increase/decrease in the amount of intake air due to operation/stopping of the compressor 20 becomes larger 111! Since the load torque is approximately proportional to the engine rotational speed Ne, the intake air amount can be controlled so as to match the characteristic mentioned above, and therefore the output torque of the engine 1 can be controlled more appropriately.

Returning to FIG. 2, step 20 following step 202
3, whether or not the HAG switch 34 is in the on state;
That is, it is determined whether the compressor 20 is being driven by the engine 1, and if the answer is affirmative (Yes), it is determined whether the llAc switch 34 is turned on for the first time (step 204). This answer is affirmative (
If Yes), the air conditioner load term IllΔCn is set to the second predetermined value 1i111AcAc at the time shown in FIG. 6^), and the process proceeds to step 210, which will be described later. That is, the air conditioner load term 111ACn changes to a larger value, IIIAC:AC, immediately after the electromagnetic clutch 25 of the compressor is stopped in synchronization with the ON of the IIAC: switch 34, and the engine 1 is connected to the compressor 20. Set. With such a setting, the amount of intake air can be increased in response to an increase in engine load due to the connection with the compressor 20, and a decrease in engine speed can be prevented.

If the answer to step 204 is negative (NO), that is, 11^C
If the switch 34 has already been in the on state before the previous time, it is determined whether the previous value 111^Cn-1 of the air conditioner load term is larger than the first predetermined value 111Ac (step 206). When this answer is affirmative (Yes), that is, III^Cn-l > III fart, the current fall^Cn of the air conditioner load term is changed to the previous value TIIA
From Cn-s to a predetermined value Δ111^CAC (for example, 0.1%
) (step 207), if the result is negative (No), that is, l1lACn-1≦IIIAC holds, the current value rllAc:n of the air conditioner load term is set to the first predetermined value l1lAC. 208)
, flag F, and FBIIAC are set to the value l (step 209), and then the process proceeds to step 210, which will be described later. These flags F and FBIIAC are set to the value 0 in step 231, which will be described later, when the 11^C Swiss Sochi 34 is in the off state.

In this way, immediately after the llAc switch 34 is turned on, the second predetermined 11f! lll^(The air conditioner load term 111ACn set in
LB), after reaching the first predetermined value 111^C, a predetermined period of time has elapsed after the compressor 20 started operating, the feedback control is assumed to be in a stable state, and the group AC value is maintained, and the flag F is , FBIIAC is set to the value 1 (after time tB in FIG. 6).

In step 210, the PD+switch (SW, ) 32
is in the on state, that is, the discharge pressure Pd is the first predetermined pressure PD! Determine whether the value is greater than or not. If this answer is affirmative (Yes), it is determined whether or not the PD1 switch 32 is turned on for the first time.Step 2+
1) If the answer is YES, it is further determined whether the flag F and FBIIAC are set to the value 1 (step 212). This answer is affirmative (Yes
), the current value IAIn of the integral control term of the valve opening command value ICM+) may be set to the 111th value IAln-t.
In step 213), the process proceeds to step 214, which will be described later. Either the answer to step 211 or 212 is negative (No)
, that is, when the PD+ switch 32 has already been in the ON state from the previous time, or when the flag F, FBI
is set to the value O, the step 21
The process directly proceeds to step 214 without executing step 3. I”
2, the execution of step 213 in 01j, that is, the first increase value 111AC5UB+ from the integral control term IAIn.
The subtraction is performed only when the PI)1 switch 32 changes from the off state to the on state and when the feedback control is in a stable state after the llAc switch 34 is turned on.

In step 214, the PD2 switch (SW, )3
3 is in the on state, that is, whether the discharge pressure Pd is larger than the second predetermined value PD2 (>PDI). If this answer is affirmative (Yes), that is, the compressor 20 is in an extremely high discharge pressure state, check whether the PD2 switch 33 is turned on for the first time (step 2).
15) and whether flag F and FBIIAC are set to the value 1 (step 216). When the answers to both steps are affirmative (Yes), the current [1^1n of the integral control term is changed to its previous value lAln
-+ to second increase II'(IIIAC3UB2(>+
++8C to UB l) and the first increase value +11AC
The value after subtracting the difference from 3UB+, IATn-+ -(I
IIAC5UB2-IIIAC3UBt) (step 217), if either the answer to step 215 or 216 is negative (No), the process directly proceeds to step 218, which will be described later. In step 217, the first increase (n I l
lAc5Uf3 Subtract r<Tuba, t+'l Notes y
- the first increase value [IIAC5UB
! This is because it has already been subtracted from the integral control term IAln.

In step 218, the increase term for the high discharge pressure of the compressor 20 (hereinafter simply referred to as "increase term") +11Ac
Set sUB to the second increment value +11AC5UB2.

Next, the learning value IXRε, which will be described later, of the integral control term IAln
F is held at the value obtained until the previous time (step 219
).

Further, the current value IllΔCn of the air conditioner load term obtained in step 205, 207 or 208 and the increase term set in step 218]11^C3LIB are expressed by the following formula (
5), calculates the valve opening command value ICMD, and ends this program.

ICMI)=IAIn+IIIACn+Danpachi C3UB+
To I This includes a proportional control term that is set according to the difference between Ne and A, a correction term that is set according to the actual change in engine speed Ne, and the like.

If the answer to step 214 is negative (No), that is, PDI (
When Pd≦PD2 is established, and therefore the compressor 20 is in a high discharge pressure state, it is determined whether the PD2 switch 33 is turned off for the first time in step 221) and the flags F and F[311AC are set to direct. (Step 222).If the answers to both steps are positive (Yes), contrary to step 217, the current value IAI of the integral control term is determined.
n is the value obtained by adding the first and second increase values M (IIIAC5UB2-11IAC3UBt) to its previous value lAln-+, lAln-++ (llAc5Uf3-1
11AC3Ur3+) (step 223)
, fi'iJ of the answers to both steps above is negative (No
), the process directly proceeds to step 224. In this step 224, C3UB is added to the first increase 11 to the increase term group.
IIAC5IJ13+, and then executes step 219 and subsequent steps to terminate this program.

The answer to step 210 is negative (No), that is, Pd≦P.
When D+ is established and therefore the compressor 20 is not in a high discharge pressure state, it is determined whether the PI)+ switch 32 is turned off for the first time (step 225) and whether the flag F and FBIIAC are set to the value l. (step 226). If the answers to both steps are affirmative (Yes), the current value IAIn of the integral control term is set to the value obtained by adding the first increase value 1tlAcslJB I to its previous value IA[n-1, and then ( If either of the answers to step 227) and step 227) is negative (No), the process directly proceeds to step 228. In this step 228, the increase term +11AC5un is set to the value O.

As mentioned above, the increase term + 11A (: for St is PI) +
When the switch 32 is in the off state, that is, Pd≦PDl
is established and the compressor 20 is not in a high discharge pressure state (step 228), and when the PDt switch 32 is on and the PD2 switch 33 is off, that is, PD+(Pd≦PD2 is satisfied and the compressor 20 is not in a high discharge pressure state). 20 is in a high discharge pressure state, the first increase value 1
11AC3UB+ (step 224), and when the PD2 switch 33 is in the on state, that is, when Pd>PD2 is established and the compressor 20 is in an extremely high discharge pressure state, the second increase value is +11AC3UB2 (step 218).
They are respectively set and applied as an addition term to the valve opening command value ICMD in the above equation (5) (see FIG. 6).

On the other hand, the load torque of engine l is stroke FSTI!
When Pd is near the full stroke, the larger the discharge pressure Pd is, the greater the pressure applied to the piston 28 of the compressor 20 becomes. Therefore, as mentioned above, the PDx and PD2 switches 32.33
By setting the increase term 1118C5UB to a larger value according to the on-off state of Engine output control can be performed.

In this case, immediately after the r'Dx switch 32 or the PD2 switch 33 is turned on and off, the flags F and FI3 are activated, as is clear from the steps 211 to 213, 215 to 217, 221 to 223, and 225 to 227.
11When AC is set to the value l, the integral control term IA
Since Tn is set to offset the increase value 111ACSUB and is applied to the above equation (5), the valve opening command value ICM
D does not substantially change ((d) in Figure 6, time Lc ~
t, n). If the rotation speed feedback control is continued after a predetermined period of time has passed after the compressor 20 is activated and the increase correction is in a stable state, the integral control term IAIn, proportional control term, etc. for performing this feedback will be The amount has already been increased in order to prevent the rotation speed from decreasing due to the gradual increase in the discharge pressure, and under this condition, if the amount is corrected to increase in synchronization with the turning on of the PDt switch 32 or l''D2 switch 33, the amount increased. The corrected air amount becomes an excessive supply amount and causes a temporary increase in engine speed.

Therefore, by reducing the feedback integral control term that increases as the discharge pressure Pd increases in a double series, the load torque of the compressor 20 can be excluded from the feedback term, so that the discharge pressure Pd increases. Even if the amount of intake air increases, overshoot caused by a large increase in the amount of intake air can be prevented, and the stability of rotation speed control can be improved. Conversely, when the discharge pressure Pd decreases, it is possible to prevent an abnormal decrease in the engine speed due to a significant decrease in the amount of intake air, and it is also possible to improve the stability of control.

On the other hand, in the above case, when the flag F and FBII are set to (1α0), the integral control term IaI is maintained at the previous value, so the increase term 111AC3UI3
The valve opening command value 1cMI) is immediately increased or decreased ((d) in FIG. 6, times La and mu). As a result, if the discharge pressure Pd increases or decreases soon after the compressor 20 is activated and the increase or decrease correction control is not stabilized, the intake air amount can be increased or decreased immediately, and the responsiveness of the control can therefore be improved.

In step 229 following step 228, the stroke F syI! is within a predetermined range that is larger than a low predetermined 1aF8TRL and smaller than a high predetermined 611Fsy*o. This answer is affirmative (Yes), that is, F 5TRL < F STR < F sri! When u becomes 1, the learned value I
Calculate REF according to the following equation (6) (Step 230)
, n; Proceed to Step 220.

IXI! EF=ρREF IAIn+A=! x I
XREF' - (6) A A Here, A is a constant, CREF is a weighting coefficient set by a subroutine not shown, and IXRεF' is a learning value obtained up to the previous time. As is clear from equation (6), the weighting coefficient CREF determines the weight of the current value IAln of the integral control term in calculating the learning value IXREF, and its value determines the weight of the current value 1AIn of the integral control term. The weight, that is, the calculation speed of the learning value 1xgar is set.

The answer to Step 229 of 011 is negative (No), that is, Fs
rI! ≧FSTRI+ or FSTI! When ≦FsrprL is satisfied, the steps from step 219 onwards are executed and the program is terminated.

Further, this predetermined value FsTR+1 is set as, for example, 65% of the full stroke. This predetermined value FSTI! I
In the region below +, the load torque of the compressor 20 is almost determined only by the stroke Fsvg, and that amount has already been added as an addition term, and the compressor load does not have any influence on the feedback control term and the integral control term IAI
Since the external load of the engine is removed from +, the integral control term IAIn has a value corresponding to the amount of intake air required in the no-load state.

Therefore, as described above, the calculation of learning 1st shift I Learning (fl x RE
It is possible to prevent large fluctuations in F and calculate it to an appropriate value.

On the other hand, in a region where the stroke F STR is smaller than the predetermined value F svgt, the output of the FSTR sensor 31 is not linear with respect to the actual stroke. Therefore, the integral control term I
Appropriate learning from AIn (direct I XREF cannot be obtained, so even when Fsrl!≦FSTRL, the learning value I
EF calculation is not performed.

If the answer to step 203 is negative (No), that is, IIAC
When switch 34 is in the OFF state and therefore compressor 20 is in a stopped state, flag F, FBI
Fit IAC! 0 (step 23I), and then it is determined whether the llAc switch 34 is turned off for the first time (step 232). If this answer is affirmative (Yes), the current value of the air conditioner load term! ll
Set Ac:n to the third predetermined value 111DC (step 233), and proceed to step 228 and subsequent steps. In this way, immediately after the IIAC switch 34 is switched from the on state to the off state, the current ll1 of the air conditioner load term
The reason why the group ACn is set to the third predetermined value 111ACDC, which is a negative value, is to subtract the intake air remaining in the intake pipe immediately after the switching.

If the answer to step 232 is negative (No), IIAC
If the switch 34 has been in the off state before 01j times, it is determined whether the nD cycle value group ACn-t of the air conditioner load term is smaller than the value O (step 234).

Is this answer i? Yes, i.e. l1lACn-l<
When O holds true, the current value of the air conditioner load term is 11.
1Acn to the previous 1it't IIIACn-1 to a predetermined value Δ! After setting the value to be the sum of IIAcDc (for example, 0.05%) (step 235), negative (No)
That is, when [tlACn-+≧0 holds true, the current value IIIACn of the air conditioner load term is set to ll110 (step 236), and then the process proceeds to step 228 and subsequent steps. In this way, the air conditioner load term when the switch 34 is in the OFF state is 11Δ! Immediately after switching to the off state, IIACn is set to a third predetermined value 111ACI)C, which is a negative value, and then this value is gradually increased before being set to the value 0 (
(times laE to tF, etc. in FIG. 6).

In addition, in the above-mentioned embodiment, the load torque is detected by the stroke of the compressor and the discharge pressure, but the present invention is not limited to this, and the load torque may be detected by parameters of the pond that reflect the load torque.

Further, in the above-described embodiment, the output torque of the engine is controlled by the amount of intake air, but the present invention is not limited to this, and the present invention is not limited to this, and the present invention is not limited to this. Of course, it is also possible to do the following.

(Effects of the Invention) As detailed above, the present invention provides the following effects.

According to claim 1, the output increase value is set according to the load torque of the variable capacity compressor and the engine speed, so that the required output increase value is set according to the operating state of the compressor and over the entire range of the engine speed. It is possible to appropriately control the engine output to match the torque, and therefore it is possible to prevent the occurrence of torque shock and abnormal fluctuations in the engine speed.

According to the second aspect of the present invention, the engine output can be controlled in accordance with the characteristic that the load torque becomes larger as the engine speed increases, and the above-mentioned effects can be obtained more appropriately.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram of a fuel supply control device including an output control device according to the present invention, and Fig. 2 shows a valve opening command fll'l l.
A flowchart of the subroutine for calculating CH+),
Fig. 3 is a flowchart of a subroutine for calculating the air conditioner load term, Fig. 4 is a table showing the air conditioner load term applied in the subroutine of Fig. 3, and Fig. 5 is a similar table of the rotation speed correction coefficient KNAC. A diagram showing
Figure 6 shows the valve opening command value IC according to the subroutine in Figure 2.
It is a figure showing the transition of M+), etc. ■... Internal combustion engine, 5... Electronic control unit (ECU) (output increase correction means, increase 1+IM setting means), 11... Engine rotation speed (Ne) sensor (rotation speed detection means), 20...・Compressor, 28...
Piston, 31... Stroke (Fs-R) sensor (
load torque detection means), 32.33...PDt. []D2 switch (load torque detection means).

Claims (2)

[Claims] 1. An internal combustion engine that is driven by an internal combustion engine of a vehicle and includes a compressor configured to have a variable capacity, and an output increase correction means that increases and corrects the output torque of the internal combustion engine in accordance with the operation of the compressor. In the output control device, the load torque detection means detects the load torque of the compressor, the rotation speed detection means detects the engine rotation speed, and the output increase correction according to the outputs of the load torque detection means and the rotation speed detection means. 1. An output control device for an internal combustion engine, comprising: increase value setting means for setting an output increase value of the means. 2. 2. The output control device for an internal combustion engine according to claim 1, wherein the output increase value is set to a larger value as the engine rotation speed detected by the rotation speed detection means increases.