JPH0735771B2 - Spark ignition engine - Google Patents

Description

The present invention relates to a spark ignition engine.

Conventionally, in an automobile engine, a throttle valve or the like is operated via an actuator based on a deviation signal between the engine speed and a predetermined target idle speed to stabilize the engine speed during idle operation. Many techniques have been proposed for driving the intake air flow control valve and adjusting the amount of air supplied to the combustion chamber to perform feedback control so that the engine speed becomes the target idle speed. By the way, recent automobiles include those equipped with a cooler compressor, an oil pump for power steering, a generator, and an automatic transmission as auxiliary machinery driven by the engine. These cooler compressors and power steering are used when the engine is idle. The load changes discontinuously when the operating oil pump and the generator are switched between operating and non-operating, and when the shift position of the automatic transmission switches between the neutral position and the running position. The gain of the feedback control described above cannot cope with the sudden change in the load, and the idle speed fluctuates greatly temporarily, which may cause a driver discomfort.

On the other hand, for the purpose of eliminating the above-mentioned problems, when it is detected that the cooler compressor is switched between operating and non-operating or the shift position of the automatic transmission is switched during idle operation, the load fluctuation is detected. Japanese Patent Application Laid-Open No. 54-113725 has already proposed a technique for increasing the amount of air supplied to the combustion chamber by an amount corresponding to this.

The technique disclosed in this publication is provided with a bypass passage that bypasses a throttle valve that can be manually operated, and a bypass valve driven by a negative pressure motor is provided in the bypass passage. The control device supplies the negative pressure motor, and when the occurrence of the specific load fluctuation is detected, the drive signal is corrected by an amount commensurate with it. However, when the amount of air supplied to the combustion chamber is changed when the above-mentioned specific load fluctuation occurs, as in this case, it takes time for the engine output to change after the amount of air supply changes. However, there is still a possibility that the engine speed may temporarily fluctuate immediately after the above load fluctuation occurs, and if the supply air amount is greatly changed in order to eliminate this fluctuation, especially when the above load fluctuates. However, there was a risk that engine stall would occur after some time had passed since the load fluctuated due to response delay.

In addition, in an automobile engine, when the accelerator pedal is depressed by the driver and the engine is operating under normal load, when a cooler compressor or the like is switched between active and inactive. Is transmitted to the vehicle body side due to changes in the drive state of the engine auxiliary equipment.
In particular, when the cooler compressor or the like switches from the operating state to the non-operating state, and when switching from the non-operating state to the operating state, there is a possibility that the driver may feel a considerable discomfort.

The present invention has been proposed in view of the above, in which the load on the engine is reduced in accordance with the operating state of the auxiliary machine driven by the engine and the detection result of the detection means. Ignition timing control means for delaying the ignition timing of the engine for a preset time when the operating state is switched, and the auxiliary load in the direction of increasing the load on the engine according to the detection result of the detection means. SUMMARY OF THE INVENTION A spark ignition engine, characterized by comprising: a power generation control means for reducing a power generation amount of a generator driven by the engine for a preset time when the operating state of the engine is switched. Is.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

As shown in FIG. 1, a throttle valve 2 is provided in an intake passage 1 of an engine E mounted on an automobile (not shown), and a shaft 2a of the throttle valve 2 is provided outside the intake passage 1 by a throttle lever. It is connected to 3. When the accelerator pedal (not shown) is depressed at the end 3a of the throttle lever 3, the throttle valve 2 is rotated in the clockwise direction (opening direction) in FIG. 1 via the throttle lever 3. A wire (not shown) is connected to the throttle valve 2 and a return spring (not shown) for urging the throttle valve 2 in the closing direction is attached to the throttle valve 2 to weaken the pulling force of the wire. Then, the throttle valve 2 is closing.

By the way, an actuator 4 for controlling the opening degree of the throttle valve 2 during engine idle operation is provided, and the actuator 4 is provided with a DC motor (hereinafter simply referred to as "motor") 5 having a worm 6a on its rotation shaft. The worm 6a with the motor 5 meshes with an annular worm wheel 6b.

The worm wheel 6b is integrally provided with a pipe shaft 6c having a female threaded portion 6d. The rod 7 having a male threaded portion 7a screwed into the female threaded portion 6d of the pipe shaft 6c is a worm wheel 6b and a piped axle 6c. It is attached through.

The tip of the rod 7 contacts the end 3a of the throttle lever 3 via the idle switch 9 when the engine E is in the idle operation state.

Here, the idle switch 9 is a switch that is turned on (closed) in the engine idle operation state and turned off (open) in other states.

The rod 7 has a long hole 7b formed in it.
A pin (not shown) on the actuator body side is guided to 7b, thereby preventing rotation of the rod 7. As described above, since the tip of the rod 7 is in contact with the end 3a of the throttle lever 3 when the engine E is in the idling state, by rotating the motor 5 in a predetermined direction, the rod 7 is piped through the worm gear. When the shaft 6c is rotated and the rod 7 is projected (moved forward) from the actuator 4, the throttle valve 2 is controlled to open, and the motor 5 is rotated in the reverse direction.
When the rod 7 is retracted (retracted) into the actuator 4, the throttle valve 2 is controlled to be closed by the action of the return spring.

A slot opening sensor 8 for detecting the opening of the slot valve 2 (slot opening) is provided. The slot opening sensor 8 may be a potentiometer that generates a voltage proportional to the slot opening. Is used.

In addition, 10 is the set angle of the crankshaft of the engine E (eg
0.5 °) A crank angle sensor that generates a pulse each time it rotates, 11 is a water temperature sensor that detects the cooling water temperature as the warm-up temperature of the engine E, and 12 is the operation of a cooler compressor (not shown) driven by the engine E The cooler switch 13 detects the oil pressure state of the power steering oil pump (not shown) driven by the engine E (turns on when the generated oil pressure exceeds a predetermined value and turns off otherwise). The power switch, 14 indicates the vehicle speed. A vehicle speed sensor that detects a pulse signal having a frequency proportional to
The outputs of these switches and sensors are input to the control unit (microcomputer) 15 together with the outputs of the throttle opening sensor 8 and the idle switch 9.

Further, an ignition signal (pulse signal) SG generated by a signal generator (not shown) of the distributor 24 driven by the engine E is input to the control unit 15. Then, the control unit 15 uses this ignition signal SG as an interrupt signal for instructing the start of operation of a computer, which will be described later, and at the same time, uses a timer to measure the time interval that occurs and uses the signal SG as information corresponding to the engine speed. is doing.

Further, this ignition signal SG is such that two pulses are generated each time the crank shaft (not shown) of the engine E makes one revolution, and it is inputted to the control unit 15 while being transmitted through the igniter 25 with retard mechanism. Input is made to the primary side of the ignition coil 26. The ignition signal SG is generated in a fixed phase with respect to the rotation angle of the crankshaft of the engine (not shown). The secondary side of the ignition coil 26 is connected to the center terminal of the distributor 24, and this center terminal is electrically connected to four ground electrodes via a rotor current-carrying part (not shown), and the four ground electrodes are respectively connected to the engine E. It is connected to a spark plug 30 provided in the combustion chamber 28 of the.

A generator GE is connected to the engine E via pulleys P1 and P2 and a belt T, and the generator GE has a regurator R built therein. And the output end of this generator GE is rated
Connected to 12V battery B. A control unit 15 and an ignition coil 26 are connected to the battery B via a key switch KS, and an electric load L such as a headlamp is connected to the battery B via an electric load switch LS. In the connection between the battery B and the control unit 15, the fluctuation of the terminal voltage of the battery B, which is the power source, is used as an input signal in the control unit 15.
Is being supplied to.

The detailed structure of the generator GE and the regu- lator R is as shown in Fig. 2, and the armature 101 of the generator GE is connected to the battery B via the commutator 102. The generator GE is controlled by the field coil 104 to control the power generation state (here, ON / OFF).
The positive end of the field coil 104 is connected to the battery B via the key switch KS and the pilot lamp 106 and to the armature 101 via the commutator 107, while the negative end is grounded via the regu- lator R. Has been done. This regulator R is a voltage determination circuit 108.
And a judgment voltage switching circuit 109 for switching the judgment voltage of the circuit 108
The judgment voltage switching circuit 109 is controlled by a control signal (on / off signal) from the control unit 15. And control unit 15
When the off signal is output from the device, that is, when the power generation control signal is not output, the transistor 112 is off, the terminal A is opened (that is, the high level state), and the transistor of the determination voltage switching circuit 109 is opened. 113 is turned on and terminal B is grounded. That is, the voltage determination circuit
A voltage Vc obtained by dividing the voltage Va by resistors 114 to 116 (respectively, resistance values (R _{1 to} R ₃ ) is applied to the terminal C of 108. Vc = Va · {R ₃ / ( R ₁ + R ₂ + R ₃ )}, and the breakdown voltage Vz of the Zener diode 118 is set to be substantially equal to Vc when the voltage Va is at the set voltage (eg, 14V), that is,
When Va is equal to or lower than the set voltage, the Zener effect does not occur, the transistor 119 is turned off, the transistors 120 and 121 are turned on, the terminals D and E are short-circuited, current flows through the field coil 104, and power generation is performed. On the other hand, when Va exceeds the set voltage due to power generation by the generator GE, the transistor 119 is turned on by the Zener effect and the transistors 120, 121
Is turned off, terminals D and E are opened, the current in the field coil 104 is cut, and power generation is stopped. On the other hand, when the ON signal is output from the control unit 15, that is, when the power generation control signal is output, the transistor 112 is turned on and the terminal A is grounded.
As a result, the base of the transistor 113 is grounded, the transistor 113 is turned off, and the terminal B is opened (that is, a state where nothing is connected). When the terminal B is opened, the resistors 114 to 117 (respectively, the resistance values R ₁ to
The voltage Va is divided by R ₄ ) and the following voltage is applied to terminal C.
Vc 'is applied.

Vc ′ = Va · {(R ₃ + R ₄ ) / (R ₁ + R ₂ + R ₃ + R ₄ )} Since this voltage Vc ′ is higher than Vc, the Zener diode 118 remains on even if the voltage Va is below the set voltage. In this case, the voltage is normally stopped because it continues to be maintained. (However, if Va drops abnormally (for example, 10V or less)
Since the value of Vc ′ is less than the voltage Vc when the voltage Va is the set voltage, the power is generated at this time (that is, when the battery B is in the overdischarged state). I'm running. By the way, as shown in FIG. 1, the control unit 15 calculates the ignition advance amount according to each operating state based on each input signal described above, and outputs the calculation result as a retard amount signal OS with a retard mechanism. It is designed to output to the igniter 25. Then, the igniter 25 with the retard mechanism enters the ignition signal sending preparation state by the fixed phase ignition signal SG supplied from the signal generator of the distributor 24, and the ignition signal SG
A crank angle sensor 10 outputs an ignition delay angle output counter of the control unit 15 (this output counter is a down counter and the ignition delay amount data calculated based on each input signal is set) triggered by When the retard amount signal OS generated at the time when it is subtracted in synchronism with the pulse signal of 0 and is 0 is supplied from the control unit 15, the ignition signal CSG whose timing is controlled is set to the ignition coil 2
It is designed to send to 6. In particular, in this embodiment, the ignition timing is set when it is detected that the engine speed during idling becomes higher than the target value or when a state in which the engine speed is expected to become higher is detected. In order to delay (decrease the ignition advance angle), a signal having a large retard amount as the retard amount signal OS is sent to the igniter 25 with a retard mechanism.

The control unit 15 is for driving the motor 5 for adjusting the opening degree of the throttle valve 2 so that the engine speed approaches the target speed when the engine speed during idling deviates from the target speed. First signal MS
(A signal for driving the throttle valve 2 to the open side) and a second signal MS 'for driving the motor 5 (a signal for driving the throttle valve 2 to the close side) are output. The signals MS, MS 'for driving the motor 5 are the time width set according to the deviation ΔN between the actual engine speed and the target engine speed or the deviation ΔP between the actual opening of the throttle valve and the target throttle valve opening. And the pulse signal is output at a set time interval.

Furthermore, the control unit 15 is configured to generate a load for the generator when it is detected that the engine speed has dropped or when a condition in which the engine speed is expected to drop, such as the start of operation of the cooler compressor, is detected. The power generation control signal GS is output to the regu- lator R to reduce the power consumption. This power generation control signal GS is composed of an on / off intermittent signal, and is output such that the duty ratio, that is, on time / (on time + off time), increases according to the degree of decrease in engine speed, and the cooler compressor It is output for a predetermined time immediately after the operation of the wedge or the like, and in that case, the duty ratio is gradually decreased immediately after the operation so that the duty ratio is decreased.

Furthermore, the control unit 15 has a slot valve 2
The opening time of a fuel injection valve (not shown) disposed in the intake passage upstream of the intake air flow rate information (this is detected by an intake flow meter (not shown) disposed in the intake passage 1 (input to the control unit 15). The valve opening time of the fuel injection valve corresponds to the fuel supply amount per unit time.

Next, various programs executed in the control unit 15 will be described. In the control unit 15, the ignition retard amount R is set and the drive pulse width τ of the motor 5 is set.
The setting of (τn, τp) and the duty ratio D of the power generation control signal GS are performed by the main flow shown in FIGS. 3 (a), (b), (c) and (d), and the electric load such as a headlamp is set. The operation state of the engine, that is, the load generation state of the generator GE is detected by the change in battery voltage according to the voltage detection flow shown in FIG. 5, and the ignition retard amount R and the drive pulse width τ obtained in the other main flow. , The ignition timing control, motor drive, and power generation control based on the duty ratio D are performed in the ignition timing control flow, motor drive flow, and power generation control flow shown in FIGS. 7, 8, and 9, respectively. There is. Further, the control unit 15 is configured such that the valve opening time of the fuel injection valve is set in the main flow and the fuel injection valve drive flow for driving the fuel injection valve is executed based on the set valve opening time. However, in the following description, the setting of the valve opening time of the fuel injection valve in the main flow and the fuel injection drive flow will be omitted.

First, the main flow will be described. The control unit 15 is equipped with a CPU, RAM and ROM.

Now, the main flow of FIGS. 3 (a), (b), (c), and (d) is the ignition signal from the signal generator of the distributor.
SG is used as an interrupt signal to start the program. First, in A-1, the operating state data (here, cooling water temperature Tw, engine speed Nr, throttle valve opening)
Pr, vehicle speed Vr, idle switch on / off information Isw, cooler switch on / off information Csw, and power switch on / off information Psw) are read, and each read data is input to a specified address in the RAM. Next, at A-2, the basic ignition retardation amount data R ₀ stored in advance in the ROM is read based on the engine speed Nr and the throttle opening Pr read at A-1, and this data R ₀ is stored in the RAM. It is entered at the specified address.
The basic ignition retardation amount data R ₀ is set based on the idle switch on / off information, engine speed information, and throttle valve opening information. When the idle switch is on, the engine speed is set. When the value is larger than the value N ^* , _R0 is relatively large, and when the engine speed is smaller than the set value N ^* , _R0 is relatively small. When the idle switch is off, R ₀ is a value that is mapped to the binary information of engine speed and throttle opening. At this time, the value of R ₀ becomes smaller as the engine speed increases. Also, the throttle valve is relatively small when it is in the low / medium opening range, and becomes larger as it is displaced to the high opening range. Next, in A-3, cooling water temperature data
Target opening data P mapped in ROM according to Tw
tw, target rotation speed data Ntw is read and input to each address of RAM. The target opening degree data Ptw and the target rotation speed data Ntw are respectively fourth with respect to the cooling water temperature data Tw.
The target opening degree data Ptw shown in Fig. 3 is set so as to take the values shown in Fig. 5 and Fig. 5, and the intake speed at which the engine idle speed becomes the target speed Ntw in each cooling water temperature state. It is supposed to give air volume.
This target opening degree data Ptw is obtained by an experiment.
Next, in A-4, it is determined whether or not the cool switch is turned on. If the cool switch is turned on, it is determined in A-5 whether or not the cool switch is turned on immediately. 1st in A-6 only if
1 is input to the address K ₁ of the RAM that makes up the flag, and A
-7. At A-7, the target opening data Ptw read at A-3 is compared with the target opening data Pc stored in the ROM when the cooler compressor is operating, and the cooling water temperature is low.
When Pc ≦ Ptw, the data Ptw is input to the RAM address Ps at A-10 and the data Ntw is input to the RAM address Ns at A-11 to A-12, while the cooling water temperature is high <Pc>. At Ptw, at A-8, data P at address Ps
c is input, and the target rotation speed data Nc when the cooler compressor is operating, which is stored in the ROM at address Ns at A-9
Is input to reach A-12. As a result, the target idle opening data is input to the address Ps and the target idle speed data is input to the address Ns. The target opening degree data Pc and the target rotation speed data Nc during the operation of the cooler compressor have values as shown on the vertical axes of the graphs of FIGS. 4 and 5, respectively. If it is determined at A-4 that the cool switch is off, it is determined at A-13 whether or not it is immediately after the cool switch is turned off, and only if it is immediately after that, the second flag is constructed at A-14. 1 is input to the address K ₂ of the RAM to reach A-10. In A-12, the second target rotation speed data N ₁ and the third target rotation speed data N ₃ are read from the ROM map based on the target idle rotation speed data input to the address Ns, and are input to each RAM address. To be done. Here, N ₁ and N ₃ have a relationship of N ₁ <target idle speed data of address N ₂ <N ₃ .

Next, in A-15, it is judged whether or not the power switch is switched, and if there is no switching, it goes to A-19 as it is, and if there is switching, in A-16, the switching direction is from OFF to ON. It is determined whether or not. If the power switch is switched off or on, the third step is performed in A-17.
1 is input to the address L ₁ of the RAM that makes up the flag,
On the other hand, when the switching is from on to off, 1 is input to the address L ₂ of the RAM forming the fourth flag at A-18 and the address reaches A-19.

Next, in A-19 to A-22, when the sudden change state of the battery voltage is detected in the voltage detection flow executed independently of the main claw of FIG. 3, the fifth flag or the sixth flag is set. The program is proceeding accordingly.

Therefore, first, the voltage detection flow shown in FIG. 6 will be described. This voltage detection flow is executed by a timer interrupt at every first set time T _1. First, at B-1, the battery voltage data Vb is read, then at B-2, the voltage data Vb read this time and the previous time. Read and RAM address A ₁₀
The difference from the voltage data Vb 'that was input to V is calculated to obtain the data ΔV, and then in B-3, ΔV is the set value α (positive value)
If it is larger, 1 is added to the data of the address Au of the RAM in B-5, and if it is not larger, the address Au is reset in B-4 and B-
Up to 6. In B-6, it is determined whether or not ΔV is smaller than −α. If it is small, 1 is added to the data value of the address Ad of RAM in B-8, and if it is not, the address Ad in B-7 is added. It is reset and reaches B-9. In B-9, the voltage data Vb read this time is input to the address A ₁₀ of the RAM, and this flow ends. That is, in this voltage detection flow, when the sudden increase state of the battery voltage is continuously detected, the data value of the address Au of the RAM is added with 1, 2, ...
Further, when the sudden decrease state of the battery voltage is continuously detected, the data value of the address Ad of the RAM is added to 1, 2, ...

Now, in the main flow of FIG. 3, it is first judged at A-19 whether the data value of the address Au is 2 or more, and if the data value of Au is 2 or more, A-
At 20, 1 is input to the address J ₂ of the RAM forming the sixth flag, and the address reaches A-25. This means that 1 is input to the address J ₂ when the sudden increase state of the battery voltage is detected twice or more continuously in the voltage detection flow. When it is determined in A-19 that the data value of Au is 1 or 0, it is determined in A-21 whether the data value of the address Ad is 2 or more. When the data value of Ad is 2 or more, 1 is input to the address J ₁ of the RAM which constitutes the fifth flag at A-22 and reaches A-25. This means that 1 is input to the address J ₁ when the sudden decrease state of the battery voltage is detected twice or more continuously in the voltage detection flow. Also at A-21
When it is determined that the data value of Ad is 1 or 0, it directly reaches A-25.

Next, between A-25 and A-79, the duty ratio of the power generation control signal at each moment during engine operation is calculated, and especially AK ₁ (A-25 to A-40 ), The above duty ratio is set when the cool switch is switched from OFF to ON, and A−L ₁ (A
-41 to A-56), the above duty ratio is set when the power switch is switched from OFF to ON, and A-J ₁ (A-57 to A-72) sets the battery voltage. The duty ratio is set when a sudden decrease occurs, that is, when a large electric load such as a head lamp is switched from off to on.

Here, the process of AK ₁ will be described. First, in A-25, it is determined whether or not 1 is input in the RAM address K _111. If not, in A-26, the RAM is input in RAM.
It is determined whether or not 1 has been input to the address K ₁₁ of No. 1, and if not, A-27 is reached. In A-27, it is determined whether or not 1 is input to address K ₁ in A-6. If not, it reaches A-41. On the other hand, if 1 is input to address K ₁ , Inputs 1 to address K ₁₁ at A-28, and cooler operation power generation control duty initial data Dc at RAM address Dc at A-29.
o is input, and at A-30, the cooler actuating timer data Tco, which is a positive value, is input to the RAM address Tc, and A-41 is reached. If it is determined in A-26 that 1 has been input to address K ₁₁ , 1 is subtracted from the data value of address Tc in A-31, and then in address Tc in A-32.
It is determined whether or not the data value of is less than or equal to 0. If the data value is positive, A-41 is reached, while it is determined that the data value of the address Tc at A-32 is less than or equal to 0. If so, 1 is input to the address K ₁₁₁ at A-33, the address Tc is reset at A-34, and the process returns to A-25. Immediately after 1 is input to the address K ₁₁₁ , YES is determined in A-25, ΔDc is subtracted from the data value of address Dc in A-35, and then the data value of address Dc is subtracted in A-36. If it is determined that the data value is 0 or more, the process reaches A-41. On the other hand, if it is determined that the data value of the address Dc is negative in A-36, A-37, A
-38, A-39, A- 40 , respectively address _{Dc, K 1, K 11,} K 111
Have been reset to reach A-41. That duty ratio is address generation control signal at the time of switching from off Kurasuitsuchi set in A-K ₁ to the ON
It is entered in Dc.

In addition, when the power switch is switched from off to on at A-L ₁ and A-J ₁ , respectively (that is, at A-17, L ₁
Setting of the duty ratio of the power generation control signal when the electric load is switched from OFF to ON (that is, when 1 is input to J ₁ at A-23) is also set to AK described above. ₁
The duty ratio information of each is input to the addresses Dp and Dv. By the way, A-L ₁ middle A-45
Is used in the power steering hydraulic power generation control Deyutei initial data Dpo, A-46 power steering hydraulic timer data Tpo used in, subtraction data is used in the A-51 ΔDp and A-J ₁ in A-61 used in the Electric load generation control duty for electric load Initial data Dvo, A−62 Timer data for electric load Tvo, Subtraction data ΔDv used for A−67 is the same as data Dco, Tco, ΔDc.
Although it is memorized in M, the relation of these magnitudes is Dco>Dpo> Dvo Tco>Tpo> Tvo ΔDc≈ΔDp≈ΔDv, that is, the switching of the cool switch from off to on. When the power switch is switched from off to on, or when the electric load is increased, the duty ratio of the power generation control signal becomes the largest when the cool switch is switched from on to on, and Power generation control is performed over the longest time.

Now after the duty ratio of the power control signal in each moment during engine operation in _{A-K 1, A-L} 1, A-J 1 is computed, the address K _1, L _1, J ₁ in A-73 It is determined whether or not all are 0. In other words, the determination in A-73 corresponds to determining whether or not the first flag, the third flag, and the fifth flag are all in the reset state, and addresses K ₁ , L ₁ , J ₁ Are all 0, then A-74
When 1 is input to at least _one of the addresses K ₁ , L ₁ and J ₁ , the duty ratio data of the power generation control signal input to the addresses Dc, Dp and Dv is A−. It is added at 75 and input to the power generation control output address D to reach A-80. When A-73 to A-74 is reached, A
-74 engine speed Nr and second target speed data
Comparing the N _1, a deviation .DELTA.N ₁ both in A-77 when people from N ₁ of Nr is smaller, duty ratio data Dn of the power control signal in accordance with a deviation .DELTA.N ₁ in A-78 are set , A
At -79, the duty ratio data Dn is input to the power generation control signal output address D and reaches A-80. By the way A-
The duty ratio information Dn set in 78 is the _first for the deviation ΔN ₁ .
Mapped and stored in ROM as shown in Fig. 10. If Nr is determined to be N ₁ or more in A-74, the power generation control signal output address D is output in A-76.
0 is input to and reaches A-80. During the period from A-80 to A-136, it is possible to add a correction value to the basic ignition retardation amount data R ₀ set in A-2, if necessary. For K ₂ (A-80 to A-95), the above correction value is set when the cooler switch is switched from ON to OFF, and A-L ₂ (A-96 to A-
In 111), the above correction value is set when the power switch is switched from ON to OFF.
₂ (A-112 to A-127), the above correction value is set when a sudden increase in battery voltage occurs, that is, when a large electric load such as a head lamp is switched from ON to OFF. It has become. Here, the process of AK ₂ will be described.

First, in the A-80, it is judged whether or not 1 is input to the RAM address K _222, and if not, it is A-81.
At 1, it is determined whether or not 1 is input to the address K ₂₂ of the RAM, and if it is not input, A-82 is reached.
In the A-82, it is determined whether or not 1 is input in the address K ₂ in the A-14. If it is not input, the flow goes to A-96. On the other hand, if 1 is input in the address K ₂ , Is A
Input 1 to address K ₂₂ at −83 and R at A−84.
The cooler operation switching ignition retard correction initial data Rco is input to the AM address Rc, and the cooler operation switching timer data Sco that is a positive value is input to the RAM address Sc in A-85 to A-96. Reach If it is determined at A-81 that 1 has been input to address K ₂₂ , 1 is subtracted from the data value at address Sc at A-86, and then the data value at address Sc is determined at A-87. It is determined whether or not the value is 0 or less. If the data value is positive, A-96 is reached, while A
If it is determined that the data value of address Sc is 0 or less at −87, address K at A−88.
By inputting 1 in ₂₂₂ , the address Sc is reset at A-89 and the process returns to A-80. And address K
Immediately after 1 is input in ₂₂₂ , YES in A-80
Determination is made, ΔRc is subtracted from the data value at address Rc at A-90, then it is determined at A-91 whether the data value at address Rc becomes negative, and the data value is 0.
In the above case, A-96 is reached. On the other hand, if it is determined in A-91 that the data value of the address Rc is negative, A-96 is reached.
-92, A-93, A-94, A-95 address Rc, K ₂ ,
K _22, K ₂₂₂ is reset and summer to reach the A-96. That is, the correction value of the ignition retard amount when the cool switch is switched from ON to OFF, which is set in AK ₂ , is input to the address Rc.

Also, when the power switch is switched from on to off in A-L ₂ and A-J ₂ , respectively (that is, in A-18, L ₂
1) is input), when the electric load is switched from on to off (that is, when 1 is input to J ₂ at A-24), the correction value for the ignition retard amount is also set as described above. It is performed in the same manner as K _2, and the respective correction values are input to the addresses Rp and Rv. By the way, the ignition retard angle correction initial data Rpo, A for power steering operation switching used in A-100 in A-L ₂
The power steering operation switching timer data Spo used in -101, the subtraction data ΔRp used in A-106 and the ignition delay angle correction initial data Rvo for electric load switching used in A-116 in AJ ₂ . The electric load switching timer data Svo used in A-117 and the subtraction data ΔRv used in A-122 are the same as the data Rco, Sco, ΔRc, which are stored in advance in the ROM. The relationship is Rco>Rpo> Rvo Sco>Spo> Svo ΔRc ≒ ΔRp ≒ ΔRv, that is, when the cooler switch is switched from on to off, when the power switch is switched from on to off,
The correction value of the ignition retard amount becomes the largest when the cooler switch is switched from ON to OFF when the electric load is decreased, and the ignition retard amount is corrected over the longest time under the same engine speed condition. The value will be output.

Now, after calculating the correction value of the ignition retard at each moment during engine operation in A−K ₂ , A−L ₂ and A−J ₂ , A−
At 128, it is determined whether the addresses K ₂ , L ₂ and J ₂ are all 0. In other words, the determination in A-128 is the second
Corresponding to determining whether the flag, the fourth flag, and the sixth flag are all in the reset state,
When the addresses K ₂ , L ₂ and J ₂ are all 0, the address reaches A-129, while at least one of the addresses K ₂ , L ₂ and J ₂ is 1
If is input, the correction value of the ignition retardation amount input at the addresses Rc, Rp, Rv is added to the basic ignition retardation amount data R ₀ at A-130 to obtain the ignition retardation amount data. It is input to the output address R and reaches A-137. When A-128 to A-129 is reached, it is determined in A-129 whether the idle switch is on or not. If the idle switch is off, the ignition retard angle data output for A-131 is output. When the basic ignition retardation amount address R ₀ is input to the address R and reaches A-137, on the other hand, when it is determined in A-129 that the idle switch is ON, A-
At 132, it is determined if the engine has a stable idle condition. In this A-132, it is determined that the engine is in a stable idle state when the following four conditions are satisfied. That is, the four conditions are: (1) A predetermined time Δti has elapsed after the idle switch changed from off to on.

(2) The vehicle speed must be below an extremely low speed (eg 2.5 km / h).

(3) Actual engine speed (actual speed) Nr and address
The absolute value of the difference from the target idle speed input in Ns must be within the specified value ΔNs.

(4) After the switching of the cool switch 12, a predetermined time Δtc
Has passed. It should be noted that these four conditions are also used for determining a stable idle state in A-138 described later. If it is determined at A-132 that the engine is not in a stable idle state, the routine proceeds to A-131, where the basic ignition retardation amount data R ₀ is input to the ignition retardation amount data output address R and A-137. On the other hand, if it is determined that the engine is in a stable idle state, the engine speed N
r and the third target revolution speed data N ₃ are compared, and when Nr is larger than N ₃ , the deviation ΔN ₃ between the two is obtained in A-134.
Correction value Rn of the ignition retard amount in accordance with a deviation .DELTA.N ₃ in A-135
Is set, and the correction value Rn is added to the basic ignition retardation amount data R ₀ at A-136 and input to the ignition retardation amount data output address R to reach A-137. Incidentally, the correction value Rn set by A-135 is mapped to the deviation ΔN ₃ as shown in FIG. 11 and stored in the ROM. Also A-133
If Nr is determined to be N ₃ or less in step A-13,
In 1, the basic ignition retard amount data R ₀ is input to the ignition retard amount data output address R and reaches A-137.

In A-137, if it is determined whether or not the idle switch is on, the main flow is ended as it is, and the next ignition signal SG is set to the interrupt standby state.

On the other hand, if it is determined at A-137 that the idle switch is on, then at A-138 it is determined whether the engine is in a stable idle state. The determination here is performed based on whether or not the above-mentioned four conditions are satisfied. If it is determined that the engine is in a stable idle state, the feedback control of the engine speed should be performed.
The deviation ΔN between the target idle speed data input to the address Ns and the engine speed Nr is reached to −139, and the motor 5 drive time (pulse width) τn is set according to the deviation ΔN in A-140. Then the main flow ends,
The next ignition signal SG causes an interrupt standby state. Also A-13
When it is determined in 8 that the throttle valve is stable and not in the idle state, the target idle opening data and the throttle opening Pr input to the address Ps are input to A-141 to perform the position feed back control of the throttle valve. Deviation of ΔP
Is determined, the motor 5 drive time (pulse width) τp is set in accordance with ΔP in A-142, the main flow ends, and the next ignition signal SG is set to the interrupt standby state. By the way, the driving time (pulse width) τn, τp of the motor 5 is mapped to the deviations ΔN, ΔP as shown in FIGS. 12 and 13, and stored in the ROM. In addition, the absolute value of the difference between the target idle speed data input to the address Ns and the second target speed data N ₁ and the third target speed data N ₃ and the target speed input to the address Ns. The absolute value of the difference from the data is sufficiently smaller than the predetermined value ΔNs. The predetermined value ΔNs is A
It is used as the limit value of the difference between the engine speed and the target speed when determining the stable state of the engine in -132 and A-138.

Next, the ignition timing control flow will be described. As shown in FIG. 7, the ignition timing control flow is executed with the ignition signal SG as an interrupt signal. First, in the main flow, the ignition retard angle amount data input to the ignition retard angle amount data output address R is C-1. The ignition retard angle output counter (down counter) is set at, and the output counter is triggered at C-2 to end. This is the ignition signal.
Every time SG occurs, it is repeated. When the ignition retard angle output counter is triggered as a result of execution of this flow, and is then subtracted in synchronization with the pulse signal from the crank angle sensor 10 to 0, the retard angle signal OS is sent from the control unit 15 to the retard mechanism. It is being supplied to the igniter.

Next, the motor drive flow will be described. Motor drive flows are executed by the interrupt signal of the second every set time T ₂ as shown in FIG. 8, it is determined whether the idle Sui Tutsi is on or first in D-1 is the as flow If off If it is finished and the other is on, in D-2, the stable state of the engine is determined by the same determination conditions as used in A-132 and A-138 of the main flow, and the engine is in a stable idle state. If yes, D-3
At, it is determined whether or not the set time T ₄ (for example, 1 second) has elapsed since the end of the previous motor drive. If not, the flow is ended, and if it is determined that the set time T ₄ or more has passed, Main flow A-13 in D-4
Whether the deviation ΔN obtained in 9 is positive or negative is determined, and if positive, D-
In step 5, the pulse width data τn obtained in A-140 of the main flow is set in the rod advance output counter (down counter) of the control unit 15, and then D-6.
At, the rod forward output counter is triggered to end the flow. The rod forward output counter is adapted to perform a subtraction at every set time (for example, 1 ms) from the time when the rod forward output counter is triggered, so that the motor 5 of the actuator 4 is operated at the same time from the time when the rod forward output counter is triggered. The first signal for driving the motor for the time until the counter reaches 0 (that is, the time corresponding to the pulse width data τn)
Since the MS has been supplied, the motor 5 is based on this signal MS.
Operates to drive the throttle valve 2 to the open side via the rod 7. If the deviation ΔN is judged to be 0 or less at D-4, the pulse width data τn is set at the rod reverse output counter (down counter) of the control unit 15 at D-7, and then at D-8. The output counter for rod backward movement is triggered to end the flow. The rod reverse output counter is configured to perform a subtraction every set time (eg, 1 ms) from the time when it is triggered. In this case, the motor 5 of the actuator 4 is set to the set time after the rod reverse output counter is triggered. The second signal MS 'for driving the motor is supplied for the time until the counter is reduced to 0 and the counter becomes 0 (that is, the time corresponding to the pulse width data .tau.n). Based on the above, the throttle valve 2 is operated to be closed by the rod 7. If D-2 determines that the engine is not in a stable idle state, D
At -9, it is determined whether or not the set time T ₅ (for example, 0.1 seconds) has elapsed since the end of the previous motor drive, and in the case of no, it is determined that the flow is ended as it is, while the set time T ₆ or more has elapsed. In the case of D-10, whether the deviation ΔP obtained in A-141 of the main flow is positive or negative is determined, and in the case of positive, the pulse width data τp obtained in A-142 of the main flow in D-11 is used for the rod advance. The output counter is set, and then the output counter for rod advance is triggered at D-12 to end the flow. After the trigger, the rod forward output counter is decremented at every set time. Therefore, the time from the trigger of the rod forward output counter to the motor 5 of the actuator 4 until the counter becomes 0 (that is, pulse width) Time corresponding to data τp)
Only the first signal MS for driving the motor is supplied,
The motor 5 operates based on this signal MS to drive the throttle valve 2 to the open side via the rod 7. If the deviation .DELTA.P is judged to be 0 or less at D-10, the pulse width data .tau.p is set to the rod backward output counter at D-13, and then the rod backward output counter is triggered at D-14. And the flow ends. After the trigger, the rod reverse output counter is decremented at every set time. In this case, the motor 5 of the actuator 4 is set to 0 after the rod reverse output counter is triggered.
The motor drive second signal MS 'is supplied only for the time (i.e., the time corresponding to the pulse width data .tau.p) until the motor 5 operates the slot valve 2 via the rod 7 based on this signal MS'. It operates to control to the closed side.

Next, the power generation control flow will be described. As shown in FIG. 9, the power generation control flow is executed by an interrupt signal at every third set time T ₃ , and first, in the main flow, the duty ratio of the power generation control signal input to the power generation control signal output address D is input. The data is set in the power generation control signal output counter (down counter) at E-1, and the output counter is triggered and ended at E-2. The trigger after the power generation control signal output counter and summer as is subtracted by 1 every set time T ₆ (e.g. _{T 6 = T 3/10,} T 3/20 ...), thereby, the power generation control Units - 15 The power generation control signal GS is output to the regu- lator R only during the time from when the control signal output counter is triggered until the counter becomes 0. When the duty ratio data is set in the power generation control signal output counter, specifically, the value βT ₆ / T _{3 is} set in the output counter. (Β is a duty ratio 0> β ≦ 1) By the way, in the above-mentioned set times T ₁ , T ₂ and T ₃ , T ₁ is
It is about ₂₀ to 30 ms, T ₂ is about 50 to 60 ms, and T ₃ is about several ms to tens of ms.

Next, regarding an example of the operation of the apparatus shown in the above embodiment,
It will be described with reference to the drawings. In Fig. 14, engine warm-up has already been completed and Pc> Ptw, and from time t ₀ to t ₇ , the driver depresses the accelerator pedal, normal engine load operation is performed, and operation is performed at time t ₇ . 's foot off the accelerator pedal, Surotsutoru valve 2 at time t ₈ abuts the rod 7 of the actuator 4, after the time t ₈ has been shown that the idle operation is performed. Furthermore, in the example shown in FIG. 14, the following changes occur from time t ₁ to t ₂₂ .

t ₁ … Cooling switch 12 change from off to on t ₂ … Power switch 13 change from off to on t ₃ … Power switch 13 change from on to off t ₄ … Headlamp switch or other electrical load switch LS Change from off to on t ₅ ... Change from cooler switch 12 to on t ₆ ... Change from electric load switch LS to on t ₈ ... Change from idle switch 9 to off t ₉ ... RAM for engine speed and control unit 15
Change in absolute value of difference from target speed input to address Ns of above from predetermined value ΔNs to below t ₁₀ … Change in vehicle speed from above specified value to below t ₁₂ … Cooling switch 12 turned on Change from t ₁₃ … Time t ₁₂ has passed a predetermined time Δtc t ₁₄ … Change from power switch 13 to off t ₁₅ … Change from power switch 13 to off t ₁₆ … Off of electrical load switch LS Change from ON to t ₁₇ … Electrical load switch LS change from ON to OFF t ₁₈ … Cooler switch 12 change from ON to OFF t ₁₉ … A predetermined time Δtc has passed from time t ₁₈ t ₂₀ … Cooler compressor , power steering oil pump, an electric load other than the engine auxiliary machine operation start or an output torque change such as engine speed of the drop state generator t ₂₂ ... cooler complexone suspended by the power steering oil Amplifier, the time t after the change has occurred in the generation of elevated state of the engine rotational speed by the operation stop or an output torque change of the non-electric load engine accessory noted at time t ₈ in the above from the off idle Sui Tutsi 9 to ON It is assumed that the predetermined time Δti has passed before reaching ₉ .

From time t ₀ to t ₇ , the throttle valve 2 is pulled by the accelerator pedal through the wire and is at the opening P ₁ , at which time the engine speed is N ₁ and the vehicle speed is V ₁ . And between this time t ₀ and t ₇ , A-2 of the main flow depends on the throttle valve opening P ₁ and the engine speed N _10.
The basic ignition retard amount R ₀ is given in, and the ignition advance amount based on this basic ignition retard amount R ₀ is X ₁ . When the switch despite from OFF to ON of Kurasuitsuchi 12 occurs at time t _1, A-K ₁ of the main flow described above
The set period power generation control signal GS is supplied to the regu- lator R based on the duty ratio data of the power generation control signal calculated in step S4 and input to the address Dc (Fig. 14, GD1). Next, when the switching comparatively from OFF to ON of the power steering Sui Tutsi 13 occurs at time t _2, the setting period generator based on the duty ratio data of the power control signal input to the calculated address Dp in A-L ₁ of the main flow The control signal GS is supplied to the regu- lator R (GD2 in Fig. 14). Next, when the switching comparatively from ON to OFF of the power steering Sui Tutsi 13 occurs at time t _3, is calculated by A-L ₂ of the main flow, set based on the correction data of the ignition retard amount that is input to the address Rp period The ignition advance amount is reduced from X ₁ (Fig. 14, R1). Next, at time t ₄ , when the electrical load switch LS is switched from OFF to ON, the battery voltage temporarily decreases rapidly until the generator GE starts generating power (V1 in Fig. 14), and this sudden decrease. Since the state is detected by the battery voltage detection flow, at this time, the power generation control signal GS is set at the set period based on the duty ratio data of the power generation control signal calculated at AJ ₁ of the main flow and input to the address Dv. Supplied to (Fig. 14 GD
3). Next, at time t ₅ , when the cooler switch 12 is switched from on to off, the main flow AK ₂
The ignition advance amount for the set period is reduced from X ₁ based on the correction data for the ignition retard amount, which is calculated in step S1 and is input to the address Rc (R2 in FIG. 14). Next, at time t ₆ , the electric load switch LS
When the switching from ON to OFF occurs, the battery voltage temporarily increases rapidly until the generator GE finishes power generation (V2 in Fig. 14), and this sudden increase is detected by the battery voltage detection flow. Therefore, in this case, the ignition advance amount of the set period is reduced from X ₁ based on the correction data of the ignition retard amount calculated at AJ ₂ of the main flow and input to the address Rv (14th period).
(Figure R3). Then the driver at time t ₇ is foot off the accelerator pedal, at time t ₈ is driven to close side by the urging force of the return spring Surotsutoru valve 2 between t ₈ from the time t ₇ to the tip of the rod 7 equivalents in the state where the idle Sui Tutsi 9 contact is turned on, first, accompanied no vehicle speed and engine speed the closing of Surotsutoru valve 2 between time t ₇ to t ₈ gradually begins to decrease. And at this time, the changing throttle valve 2
A basic ignition retard amount R ₀ is given in A-2 of the main flow according to the value of the opening degree and the engine speed, and the ignition advance amount is set based on the changing basic ignition retard amount R _0. . When the idle Sui Tutsi 9 is turned on at time t _8, since a state is large engine speed in this turned-on time, the ignition advance amount is set based on the basic ignition retard amount R ₀ is a small value X ₂ It is said. Further, when the engine speed becomes lower than the set value N ^* after the idle switch 9 is turned on, the basic ignition retard amount R ₀ becomes a smaller value thereafter and is set based on the basic ignition retard amount R _0. The ignition advance amount is a relatively large value X ₃ .
At time t ₈ idle Sui Tutsi 9 is immediately after turned on, the drive control of Surotsutoru valve 2 by actuator 4 is started. At this time, until time t _9, the absolute value of the difference between the engine speed and the target speed is larger than the predetermined value ΔNs,
Further, since the vehicle speed is higher than the predetermined value until time t ₁₀ , as a result, the position feed back control of the throttle valve 2 opening is performed from time t ₈ to t ₁₀ . That is, time t ₈
After that, the actual opening of the throttle valve 2 and the address Ps
The motor 5 drive signals MS, MS 'having a pulse width corresponding to the deviation from the target idle opening (in this case, the target opening according to the cooling water temperature when the cooler is not operating: hereinafter referred to as water temperature opening) The throttle valve 2 is driven by and the opening degree of the throttle valve 2 is rapidly controlled toward the water temperature opening degree.
Until time t ₁₀ is the opening of Surotsutoru valve 2 is continuously maintained in the temperature degree (i.e. Fig. 14 P _2). Next, when time t ₁₀ is exceeded, the engine enters a stable idle operation state, so the feed back mode is switched from the position feed back to the speed feed back, and after time t _10, the throttle valve 2 remains in the engine. Motor 5 drive signals MS, MS having a pulse width corresponding to the deviation between the actual speed and the target idle speed input in the address Ns (in this case, the target speed when the cooler is not operating: hereinafter referred to as the water temperature speed) The engine speed is controlled to the water temperature speed (that is, N _{20 in} Fig. 14). This rotation speed feedback status is the time when the switching of the cool switch 12 occurs.
You can continue until t ₁₂ . Next, when the cool switch 12 is switched from OFF to ON at time t ₁₂ , first, the feed back mode is switched from the rotation speed feed back to the position feed back, and after this time t ₁₂ , the throttle valve 2 is turned on. Of the motor 5 drive signal MS, MS having a pulse width corresponding to the deviation between the actual opening of the controller and the target idle opening input in the address Ps (in this case, the target opening when the cooler is operating: hereinafter referred to as cooler opening) ′ Drives the throttle valve 2 to control the opening of the throttle valve 2 toward the cooler opening promptly, and the opening of the throttle valve 2 is controlled until the time t ₁₃ (that is, P _{3 in} FIG. 14). Continue to be maintained. At time t ₁₂ , the address calculated by AK ₁ of the main flow is the same as at time t ₁ described above.
Based on the duty ratio data of the power generation control signal input to Dc, the power generation control signal GS for the set period is supplied to the regulator R (GD4 in FIG. 14). Next, when a predetermined time Δtc elapses from time t ₁₂ and reaches time t ₁₃ , the engine enters a stable idle state, so the feedback mode is switched from the position feedback to the rotation speed feedback, and accordingly, the time t _{From 13} onwards, the pulse width corresponding to the deviation between the actual engine speed of the throttle valve 2 and the target idle speed input to the address Ns (in this case, the target speed when the cooler is operating: hereinafter referred to as the cooler speed) is set. It is driven by the motor 5 drive signals MS, MS 'that it has, and thereby the engine speed is controlled to the cooler speed (that is, N _{30 in} FIG. 14). This state of the rotation speed feedback is continued until time t ₁₈ when the switching of the cool switch 12 occurs. Next time t ₁₄
When the power switch 13 is switched from off to on at, the power generation control signal GS is sent to the regulator R based on the duty ratio data of the power generation control signal input to the address Dp, as at time t _2. Supplied (Fig. 14, GD5). Note that if the drop from the cooler rotational speed of the engine rotational speed despite the engine load is decreased occurs by the power generation control signal is supplied generator Regiyureta R at time t _14, the cooler the rotation of the actual rotation speed Motor 5 drive signal having a pulse width according to the deviation from the number
The throttle valve 2 is driven to the open side by the MS, the intake air amount is increased, and the engine speed is controlled to approach the cooler speed. Next, when the switching comparatively from ON to OFF of the power steering Sui Tutsi 13 occurs at time t _15, based on the correction data of the ignition retard amount that is input to the address Rp described for the case of time t _3, setting period spark The angular amount is reduced from X ₃ (Fig. 14, R4). This time t ₁₅
When the engine speed increases from the cooler speed in spite of the decrease in the ignition advance amount, the motor 5 drive having a pulse width corresponding to the deviation of the actual speed from the cooler speed The throttle valve 2 is driven to the closing side by the signal MS ', the intake air amount is reduced, and the engine speed is controlled to approach the cooler speed. Next, when the switching comparatively from OFF to ON of the electric load switch LS is generated at time t _16, decreases rapidly Batsuteri voltage temporarily (Fig. 14 V3), the rapid decrease state is detected by the Batsuteri voltage detection flow. In this case the setting period generation control signal GS on the basis of the duty ratio data of the power control signal input as in the case of the time t ₄ to the address Dv is supplied to Regiyureta R (Figure 14 GD6). If the engine speed decreases from the cooler speed at this time t ₁₆ as well, the throttle valve 2 opening is adjusted by the motor 5 drive signal MS and the engine speed is gradually controlled to the cooler speed. To be done. Next, when the switching spite of on-to-off of the electric load switch LS is generated at time t _17, surge Batsuteri voltage temporarily (Fig. 14 V4), the surge state is detected by the Batsuteri voltage detection flow. In this case, the set time ignition advance amount is reduced from X ₃ based on the ignition retard amount correction data input to the address Rv described at time t ₆ (R5 in FIG. 14). If the engine speed rises from the cooler speed at this time t ₁₇ , the throttle valve 2 opening is adjusted by the motor 5 drive signal MS ′ and the engine speed approaches the cooler speed. Controlled as. Next, when the cooler switch 12 is switched from on to off at time t ₁₈ , first the feed back mode is switched from the rotation speed feed back to the position feed back, and after this time t ₁₈ , the throttle valve 2 is turned on. Of the slot valve 2 is driven by the motor 5 drive signals MS, MS 'having a pulse width corresponding to the deviation between the actual opening of the slot and the water temperature opening input at the address Ps, and the opening of the slot valve 2 is quickly increased. Once controlled to the water temperature opening, the opening of the throttle valve 2 continues to be maintained at the water temperature opening (that is, P _{2 in} FIG. 14) until time t ₁₉ . Also at time t _18, set period spark advance amount based on the correction data of the ignition retard amount that is input to the address Rc described for the case of time t ₅ is subtracted from X ₃ (Figure 14 R6). Then from time t ₁₈ when the predetermined time Δtc is time t ₁₉ elapses, the engine becomes a stable idle state, full Eid-back mode switched to rotational speed fed back from the positive Chillon off Eid-back, follow connexion time t _{From 19} onward, the throttle valve 2 is driven by the motor 5 drive signal MS (MS ') having a pulse width corresponding to the deviation between the actual engine speed and the water temperature speed, whereby the engine speed is changed to the water temperature speed (that is, 14th
Figure N ₂₀ ) controlled by. Next, at time t ₂₀ , the operation of the cooler compressor, the power steering oil pump, and other auxiliary equipment of the engine other than the electric load is started, or the output torque of the engine changes, and as a result, the engine speed decreases. However, when it is lower than the second target speed N ₁ (that is, FIG. 14 NA), it is set according to the deviation between the engine speed and the second target speed N ₁ in A-78 of the main flow. The power generation control signal GS is supplied to the regu- lator R based on the duty ratio data Dn of the power generation control signal (Fig. 14, GD7),
Since the engine power generation load is reduced and the engine speed is lower than the water temperature speed, the throttle valve 2 is also driven to the open side based on the deviation between the engine speed and the water temperature speed. The engine speed is controlled so that it approaches the water temperature speed. Next, at time t ₂₂ , when the operation of the other auxiliary machine is stopped or the output torque of the engine changes, and as a result, the engine speed increases and exceeds the third target speed N ₃ (that is, Fig. 14 NB) shows the main flow of A-135.
The ignition advance amount is reduced from X ₃ based on the correction value Rn of the ignition retard amount set according to the deviation between the engine revolution speed and the third target revolution speed N ₃ (Fig. 14 R7), and the engine Since the output is reduced and the engine speed is higher than the water temperature speed at this time, the throttle valve 2 is also driven to the closed side based on the deviation between the engine speed and the water temperature speed, and the intake air amount is increased. The engine speed is controlled to approach the water temperature speed.

Therefore, when the driver depresses the accelerator pedal and the engine is operating under normal load, the cooler switch or power switch is switched from off to on, and the load on the engine becomes stepwise. In the case of an increasing state, the engine load due to the generator drive is reduced for a set period, and as a result, the stepwise increase in the overall engine load is suppressed and the stepwise output fluctuation transmitted from the engine to the vehicle body is suppressed. (Decrease) can be suppressed, and the driver's ability is improved. Also, if the electrical load switch is switched from off to on during normal engine load operation, the engine load due to the generator drive is reduced for a set period, and the generator gradually generates power. Since the step drive is started and the step load is not applied to the engine due to the drive of the generator, the step output fluctuation (decrease) transmitted from the engine to the vehicle body can be suppressed and the driver's ability is improved. To do.
In addition, when the engine is under normal load operation and the cooler switch, power switch or electric load switch is switched from ON to OFF, the engine load is reduced in a stepwise manner. Since the ignition advance amount is reduced and the engine output is reduced during the set period, the step-like output fluctuation (increase) transmitted from the engine to the vehicle body can be suppressed as a result, and the driver's ability is improved.

Further, when the engine is idle, the throttle valve 2 is driven by the position feedback control of the throttle valve 2 or the feedback control of the engine speed to adjust the amount of air supplied to the engine combustion chamber. At the same time, when the engine speed decreases, the generator load is reduced and the engine speed is increased. When the engine speed increases, the ignition advance amount is decreased to reduce the engine output and the engine speed. The engine speed can be controlled quickly and reliably to the target speed that is set according to the coolant temperature and the operating state of the cooler compressor, and the engine speed can be stabilized while improving fuel efficiency. It is possible to obtain the idle operation state.

Furthermore, when the cooler switch, power switch, or electric load switch is switched from OFF to ON while the engine is idle, the switch is switched before the engine speed drops. Since it is configured to detect the condition and reduce the load on the generator of the engine, it is possible to minimize the decrease in engine speed that occurs after the switch is switched.
The engine speed can be stabilized quickly, and engine stalls can be prevented.

When the engine is idle,
When the cooler switch, power switch or electric load switch is switched from ON to OFF, the ignition advance amount is reduced by detecting the switch switching state before the engine speed increases. Since the engine output is reduced, it is possible to suppress an increase in the engine speed that occurs after the switching of the switch as much as possible, and it is possible to prevent an occupant from feeling uncomfortable.

In the above embodiment, each power generation control duty initial data Dco, Dpo, Dvo, each timer data Tco, Tpo, Tvo, each subtraction data ΔDc, ΔDp, ΔDv and each ignition retard correction amount initial data Rc.
o, Rpo, Rvo, each timer data Sco, Spo, Svo, each subtraction data Δ
Rc, ΔRp, and ΔRv were fixed values, and the same values were used during engine load operation and idle operation.
o, Dpo, Dvo, Tco, Tpo, Tvo, ΔDc, ΔDp, ΔDv, Rco, Rpo, Rvo, S
Co, Spo, Svo, ΔRc, ΔRp, ΔRv may be changed according to the operating condition, and different values should be used as needed, especially during engine load operation and idle operation. Good.

In the above embodiment, the second target speed N ₁ is set lower than the target idle speed input to the address Ns, which is set according to the cooling water temperature and whether or not the cooler compressor is operating. The target rotation speed N ₁ may be set equal to the target idle rotation speed or set to a value higher than the target idle rotation speed.

Further, in the above embodiment, the third target speed N ₃ is set higher than the target idle speed, but the third target speed N ₃ is set equal to the target idle speed or the target idle speed is set. It may be configured to set a value lower than the number.

Furthermore, in the above embodiment, the occurrence state of a large electric load change such as a head lamp is detected by the change of battery voltage. This is detected in the circuit leading to the electric load L as shown by the broken line in FIGS. 1 and 2. This ammeter AM is installed through the ammeter AM.
The detection value of 1 may be input to the control unit 15 to detect a large change state of the electric load.

In the above embodiment, the cooler compressor, the power steering oil pump, and the generator are considered as the auxiliary devices driven by the engine, and the cooler switch 12 and the power switch 1 are used as detection means for detecting the operating states of these auxiliary devices.
3 and a battery equipped with a battery voltage detection device are shown. However, in a device equipped with a transmission having a turbo fluid transmission (so-called automatic transmission) as a transmission associated with an engine, the transmission is installed in the engine. A switch for driving the auxiliary machine, and a switch for detecting whether the shift position of the transmission is in the neutral position or the traveling position (for example, an inhibitor switch) is used as a detecting means for detecting the operating state of the auxiliary machine. By inputting the state into the control unit 15, especially during idle operation of the engine, the operation of the generator is controlled for a set period when the shift position of the above-mentioned transmission is changed from the neutral position to the running position, and conversely it runs during idle operation. The ignition advance amount may be decreased during the set period when the position is switched to the neutral position.

Further, in the above embodiment, the voltage judgment circuit of the reguulator R
In 108, the transistor 113 arranged in the bypass circuit of the resistor 117 is turned on / off via the transistor 112 based on the output of the control unit 15 to control the generation load to the reduction side. As shown in the broken line in FIG.
A resistor 150 is provided between 114 and 115 and a transistor 151 in its bypass circuit, and a transistor 152 that controls the on / off of the transistor 151 is turned on / off based on the output of the control unit 15 to control the power generation load to the increasing side. When the engine speed drops from the target idle speed during idle operation, the transistor 112 is turned on based on the duty ratio according to the deviation from the target idle speed, and the engine speed is changed from the target idle speed. Based on the duty ratio that depends on the deviation from the target idle speed when increasing,
The engine speed during idling may be controlled by turning on the 152. Also, in this case, when the cooler switch 12, the power switch 13 or the like, which is the detection means, detects that each of the above-mentioned auxiliary machines (cooler compressor power steering oil pump, etc.) has been switched from the operating state to the non-operating state. Further, the transistor 152 may be turned on for a set period to speed up the rotation speed control during idle operation and suppress the transmission of step-like output fluctuation from the engine side to the vehicle body side during normal load operation. .

Furthermore, in the above embodiment, when setting the ignition advance amount, the control unit 15 first sets the basic ignition advance amount based on the idle switch information, the engine speed information, and the throttle valve opening information, and When the operation of the driven auxiliary machine is switched from on to off, the basic ignition advance amount is corrected when the engine speed increases during idle operation. When setting the advance angle amount, a conventional mechanical ignition advance device is provided, and the ignition signal formed by this mechanical ignition advance device is configured to be sent to the ignition plug via the retard mechanism. When the operation of the auxiliary equipment driven by the engine is switched from on to off or when the engine speed increases during idle operation, the ignition signal is set in the retard mechanism. May be configured to be delivered to the spark plug is caused to amount retard.

In the above embodiment, the engine E is adjusted when the amount of the air-fuel mixture supplied to the engine combustion chamber is adjusted based on the difference between the engine speed and the target idle speed in order to control the engine speed to the target idle speed. Although the throttle valve 2 arranged in the intake passage 1 is driven by the DC motor 5 to adjust the amount of air supplied to the engine combustion chamber, when the throttle valve 2 is driven, it is disclosed in JP-A-53 A negative pressure motor may be used as shown in No. 113933. When adjusting the supply air amount, a bypass passage for bypassing the throttle valve is provided in the intake passage of the engine as shown in JP-A-54-76723, and the bypass passage is driven by a negative pressure motor. A bypass valve may be provided and the opening degree of the bypass valve may be controlled based on the engine speed. Further, the bypass valve may be driven by a step motor instead of the negative pressure motor.

Further, in the above embodiment, the engine combustion chamber is adjusted when the amount of the air-fuel mixture supplied to the engine combustion chamber is adjusted based on the difference between the engine rotation speed and the target idle rotation speed in order to control the engine rotation speed to the target idle rotation speed. It is shown that the amount of air supplied to the air is adjusted and the amount of fuel is adjusted according to this amount of air supplied. Instead of adjusting the amount of air supplied,
The amount of fuel supplied to the engine combustion chamber may be controlled according to the difference between the engine speed and the target idle speed.

Furthermore, in an engine of the type in which the amount of fuel supplied to the engine combustion chamber is set based on the operating state of the engine, and the amount of supply air is set based on this set amount of fuel, first the engine speed and the target The supply fuel amount may be set based on the difference from the idling speed, and the supply air amount may be set based on the set supply fuel amount.

Further, in the above-described embodiment, the fuel injection valve is provided as the fuel supply device and the opening / closing time of the fuel injection valve is adjusted by the control unit 15. However, the fuel injection device may be provided with a carburetor. Good.

[Brief description of drawings]

FIG. 1 is a schematic explanatory view showing an embodiment of the present invention, FIG. 2 is an electric circuit diagram showing a power generation control system of a generator GE in the embodiment, and FIGS. 3 (a), (b), (c). ) And (d) are flow charts of the control according to the embodiment, FIG. 4 and FIG.
FIG. 6 is a graph showing the control characteristics of the same embodiment, FIGS.
FIG. 8, FIG. 8 and FIG. 9 are control flow charts according to the same embodiment, FIG. 10, FIG. 11, FIG. 12 and FIG. 13 are graphs showing control characteristics of the same embodiment, and FIG. 3 is a time chart showing the operation of the embodiment. 1 ... Intake passage, 2 ... Slot valve, 4 ... Actuator, 8 ...
Slot throttle sensor, 9 ... Idle switch, 10 ... Crank angle sensor, 11 ... Water temperature sensor, 12 ... Cooler switch, 1
3 ... Power switch, 14 ... Vehicle speed sensor, 15 ... Control unit, 24 ... Distributor, 25 ... Igniter with retard mechanism, 26 ... Ignition coil, GE ... Generator, B ... Battery, LS ... Electric load switch, L ... Electric load

Claims (1)

[Claims] 1. A detecting means for detecting an operating state of an auxiliary machine driven by an engine, and an operating state of the auxiliary machine is switched in a direction in which a load on the engine is reduced according to a detection result of the detecting means. Sometimes the ignition timing control means for retarding the ignition timing of the engine for a preset time, and the operating state of the auxiliary machine in the direction of increasing the load on the engine according to the detection result of the detection means. A spark ignition engine, comprising: a power generation control unit that reduces a power generation amount of a power generator driven by the engine for a preset time when switching.