US 4,337,742 AGrant
Idle Air Control Apparatus for Internal Combustion Engine
Issue Date:1982-07-06
•2 Claims
•5 Drawing Sheets
Abstract
Idle air control apparatus for a vehicle driving internal combustion engine having an air induction passage includes a control valve in the air induction passage controlled by a stepper motor in response to the arithmetic count of applied electrical pulses, a register effective to store a valve control number representing the currently desired position of the control valve, apparatus effective upon occurrence of a predetermined engine loading event to change the valve control number in response thereto, an up-down counter effective to arithmetically count the pulses applied to the stepper motor and thus indicate actual control valve position, a closed loop control effective to compare the contents of the up-down counter and register and apply pulses to the stepper motor at the first predetermined rate to reduce any difference therebetween and a speed trim loop active only during occurrence of a predetermined steady state idle condition to compare actual engine speed with the desired engine idle speed and arithmetically change the valve control number in the register at a second predetermined rate substantially slower than the first predetermined rate to reduce any difference between said speeds. Thus idle air control responds to large, sudden engine load changes and environmental factors to prevent engine stall but ignores small random speed fluctuations to maintain a stable engine idle.
Metadata
Assignee
- General Motors Corporation
Inventors
- Clifford R. Carlson
- Joseph M. Kotzan
- Leo H. Voelkle
Application Information
Application Number:US 2503174
Filing Date:1981-04-02
Priority Date:1981-04-02
Art Unit:342
Classifications
IPC:
F02M 300F02M 2304
Field of Search:
123339;340;478;480;487;489;585-589;350
Patent Drawings (5 sheets)
Description
Background of the Invention
This invention relates to vehicle driving internal combustion engine idle air control apparatus effective to prevent engine stall under engine idle operating conditions while maintaining a low engine idle speed for maximum fuel economy. It is helpful to minimize engine idle speed to improve engine fuel economy; however, the engine is thus operated near its low speed stall limit with the result that a decrease in engine speed due to a sudden load increase or a change in environmental conditions may place the engine in a region of operation in which the engine generated torque is insufficient to overcome the engine load; and the engine stalls.
In the prior art, most engines have been provided with open loop idle air control apparatus which maintained an idle speed sufficiently high that no expected variation in idle speed would be sufficient to stall the engine. Of course, such an engine theoretically wastes fuel at idle since most of the time it need not be operated at such a high idle speed.
A prior art solution which improves engine fuel economy is an idle air control apparatus which includes an engine speed responsive closed loop control to maintain a low engine idle speed but respond to variations in engine idle speed by increasing or decreasing idle air flow as necessary to maintain a substantially constant engine idle speed. Such controls have proved, in some cases, to successfully prevent engine stall while improving engine idle fuel economy, but only with a great deal of difficulty in design and calibration because of the different system gains required under different engine operating conditions.
One of the major difficulties in the design of a closed loop speed responsive idle air control system is the problem of the need for fast response versus stability of the system. An internal combustion engine, particularly one of the multicylinder variety, exhibits speed variations at idle which can be classed in three basic classes. The fastest and largest speed variations are those due to the imposition of a sudden load on the engine such as the initiation of an air conditioning compressor or power steering pump. These speed variations are easily large enough to stall an engine operating near its low speed stall limit and must be corrected by a quick and comparatively large increase in idle air flow. A slower change, but one also capable of stalling an engine, is caused by changes in environmental parameters such as atmospheric air pressure or humidity or engine parameters with wear. These changes must also be corrected, although more slowly. There are, lastly, rapid small random fluctuations in engine speed resulting from the pulses of certain individual cylinder firings and other causes, for which fluctuations it is not necessary to correct, since they are generally not large enough to cause engine stall. However, in some systems, these last variations may be sufficient to cause stability problems in the closed loop engine speed control if that control is provided with a high gain.
Summary of the Invention
It is therefore an object of this invention to provide an engine idle air control that provides improved fuel economy during idle operating conditions, prevents engine stall due to changes in engine load or environmental conditions and maintains a smooth and stable engine idle operation.
It is a further object of this invention to provide such an engine idle air control which responds as required to the sudden large engine load variations and slower environmental changes to prevent engine stall but does not respond to rapid engine speed variations not sufficient to cause engine stall by themselves.
It is a further object of this invention to provide such an engine idle air control without a high gain closed loop engine speed control which nevertheless responds quickly to engine load conditions to prevent engine stall.
These and other objects are attained in an engine idle air control using a control valve in an induction air passage positioned by a stepper motor with position feedback control. Means are provided for sensing predetermined sudden engine load variations; and the desired valve position is changed accordingly with the actual valve position following in closed loop fashion. Only during selected occurrences of a predetermined steady state engine idle condition is the engine speed compared with a desired engine speed and a trim correction made to the closed loop position control. This trim, when made, is made at a significantly slower rate, and thus with a lower gain, than that of the closed loop position control. Further details and advantages of this invention will be apparent from the accompanying drawings and following description of a preferred embodiment.
Summary of the Drawings
FIG. 1 shows a schematic and block diagram of an engine with an idle air control according to this invention.
FIG. 2 shows a cutaway of a portion of the air and fuel supply system of the engine of FIG. 1.
FIGS. 3, 4 and 5 show computer flow charts describing a simplified version of the idle air control of FIG. 1.
FIGS. 6-10 show computer flow charts for a more complete embodiment of the idle air control of FIG. 1.
Description of the Preferred Embodiment
Referring to FIG. 1, a multicylinder, internal combustion engine 10 has air intake apparatus including an air cleaner 11, throttle body 12 and intake manifold 13 and exhaust apparatus including manifold 14 and exhaust pipe 15. Referring to FIG. 2, the throttle body 12 is shown defining a main air induction passage 17 having therein an operator-controlled main throttle valve 18 and an idle air bypass passage 19 which bypasses the throttle 18 and has therein an idle air control valve 20 controlled by a stepper motor 21. Fuel injection apparatus is generally denoted by an injector 22 positioned to inject a controlled quantity of liquid fuel into main air induction passage 17. The fuel injection apparatus responds to the manifold pressure so that the fuel added corresponds to the sum of the air flow through the main air induction passage 17 and the air flow through the bypass passage 19. This fuel is mixed with the air that flows through bypass passage 19 at a point below throttle 18, even in an idle condition, when throttle 18 is "closed", since there is always some leakage of air, and therefore fuel, around the closed throttle 18.
Referring again to FIG. 1, the idle air control includes digital computing apparatus including a central processing unit (CPU) 22, a read only memory (ROM) 23, a random access memory (RAM) 24, a keep alive memory (KAM) 25 and an input/output device (IN/OUT) 26. These devices are standard and are interconnected in the standard manner with buses and other lines indicated generally by a bus 27. Inputs to IN/OUT 26 are an engine speed signal (RPM), provided by an engine driven distributor 29 which generates a pulse signal varying with engine speed, TEMP, provided from an engine coolant temperature sensor 30, MAP and TPS, provided from manifold absolute pressure sensor and throttle position sensor, respectively, not shown, but included within throttle body 12, a park/neutral vs. drive discrete signal (P/N), provided from a park/neutral sensor 32 located in the transmission 33 driven by engine 10, an air conditioning compressor on-off discrete signal (A/C), provided from the compressor, vehicle battery voltage (V BATT), provided from the vehicle battery, not shown, vehicle speed (VEH SPD), which can be obtained from the speedometer or transmission and atmospheric pressure BARO from a pressure. An output signal, MOT DRIVE, is provided from IN/OUT 26 to stepper motor 21. Of course, the computing apparatus shown may include other inputs and outputs and may control other engine functions such as fuel, spark timing, etc.; but, for the sake of simplicity, only those connections and operations necessary to describe the idle air control are shown in these Figures. Further details of the input and output functions will be described with reference to the flow charts.
A simplified set of flow charts for the operation of the idle air control of FIGS. 1 and 2 is shown in FIGS. 3-5. FIG. 3 shows a flow chart of a minor loop which runs every 12.5 milliseconds and basically computes a desired stepper motor position. FIG. 4 shows a flow chart for the subminor loop which runs every 6.25 milliseconds and basically computes stepper motor position error and outputs a corrective pulse, if necessary. FIG. 5 shows a flow chart for the major loop which runs every 200 milliseconds and performs certain long term functions such as the fade out of the cracker mode, the detection of the conditions necessary for speed correction and the speed correction itself.
Referring to FIG. 3, the minor loop starts with a decision point 35 at which it is determined whether a motor reset is required or in progress. The motor reset is necessary due to the fact that this embodiment includes no position sensor for the idle air control valve but keeps track of the pulses to the stepper motor arithmetically in up/down counting fashion in a storage location or register in RAM 24. Since it is possible that the actual stepper motor and therefore valve position may become unsynchronized with the count, a motor reset procedure may be initiated in which the stepper motor is driven all the way to the valve closed limit and stalled, the count set to zero and the stepper motor subsequently stepped out to the desired position. This procedure is initiated at the first occurrence of vehicle speed greater than 30 miles per hour after engine start or after the detection of an error in the motor position count. If a motor reset is required or in progress, the flow chart proceeds to step 36 in which the necessary operation is accomplished. This consists mainly in setting the present motor position count to 255 (all ones in an eight bit binary register) and the desired stepper motor position to zero on the first pass and discarding the remainder of the minor loop on each pass until the present motor position counter has decremented to zero in conjunction with the subminor loop to be described at a later point in this specification, then setting the true desired motor position and allowing the system to open the valve thereto.
If a motor reset is not desired or in progress, the minor loop flow chart proceeds to decision point 37, in which it is determined whether the power steering stall or cracker mode flags are set. The power steering stall mode is entered if RPM falls too low and adds a corrective factor ALPA to the desired stepper motor position to open the throttle. The cracker mode causes this factor ALPA to be reduced gradually to zero at the end of a PSS mode. If either of these modes is indicated, the program gets the corrective factor ALPA from a memory location in RAM 24 at step 38. If not, the program sets ALPA equal to zero in step 39.
The program next determines whether the air conditioning compressor is on in decision point 40. If not, the program sets the desired stepper motor position equal to a value NAC at step 41; if so, the program sets the desired stepper motor position equal to a value WAC, which is larger than NAC, in step 42. Finally, in step 43, the program calculates and stores in a register the final desired stepper motor position from the sum of the value already determined (NAC or WAC) plus a temperature correction factor PTV obtained from a lookup table in ROM 23 referenced by TEMP plus the value ALPA already obtained. This desired stepper motor position is stored in a location in RAM 24 for use during the subminor loop and the program exits the minor loop.
The subminor loop starts with a decision point 45 in which it is determined whether the vehicle battery voltage VBATT is greater than 10 volts. If not, the program exits the subminor loop, since the stepper motor 21 may not operate reliably below that voltage. If so, the program proceeds to step 46, in which the positional error of the idle air control valve DELTA is calculated by subtracting the present motor position count PMP from the desired motor position number DSMP. In decision point 47, if DELTA equals zero, the program exits the subminor loop. If not, however, the program proceeds to decision point 48 in which it is determined whether DELTA is positive. If the answer is no, the retract flag is set in step 49, the present motor position count PMP is decremented by one in step 50 and an output pulse is generated in step 51 for delivery to the stepper motor 21. The program then exits the subminor loop. If, at decision point 48, DELTA is found to be positive, the extend flag is set in step 52, the present motor position count PMP is incremented by one in step 53, an output pulse is initiated in step 51 and the subminor loop exited. The extend or retract flags are used to set output apparatus to direct the output pulse to the correct coils of stepper motor 21 for stepping in the desired direction.
The major loop in FIG. 5 begins with a decision point 55, which determines whether the cracker mode flag is set. If it is, the program proceeds to step 56 in which ALPA is decreased by a constant number. This is the part of the program which gradually reduces ALPA in the cracker mode.
From step 56, or if the answer is no at decision point 55, the program proceeds to decision point 57 in which it is determined whether a particular, defined, stable idle condition exists. The rest of the major loop is concerned with a speed correction trim to the desired motor position DSMP of the idle air control valve position control. Such a trim is only desirable when a stable engine idle condition exists so that engine operating conditions are well defined and relatively unchanging. Such an idle condition would preferably be curb idle in which the vehicle is not moving, the throttle is closed, the engine is running and there is no stepper motor position error DELTA. Decision point 57 could comprise tests for these various conditions. If the answer is no, the program exits the major loop. If the answer is yes, the program proceeds to decision point 58 in which it is determined whether a major loop count MLCT equals zero. If not, MLCT is decremented in step 59 and the program exits the major loop. If so, MLCT is reset to some initial value in step 60 and the speed error ERR is calculated in step 61 as the desired engine speed DSRPM minus the actual measured engine speed RPM. The program then proceeds to decision point 62 in which it is determined whether the speed error ERR is within a deadband. If so, the program exits the major loop. If not, the program proceeds to decision point 63 in which ERR is determined to be positive or negative. If positive, the program proceeds to decision point 64 in which it is determined whether the air conditioning compressor is on or off. If on, the value WAC is incremented in step 65; if off, the value NAC is incremented in step 66. If ERR is found to be negative in decision point 63, the program proceeds to decision point 67, in which the air conditioning compressor is determined to be on or off. If it is on, the value WAC is decremented by one in step 68; and, if it is off, the value NAC is decremented by one in step 69. The program then exits the major loop.
FIGS. 6-10 provide more complete and detailed flow charts for the idle air control of FIGS. 1 and 2. Although more complex and difficult to read than the simplified flow charts described above, these flow charts represent the full preferred embodiment.
FIG. 6 shows a flow chart of the minor loop which runs every 12.5 milliseconds. It begins at decision point 71, in which it is determined if the ignition is off. This state can occur immediately after engine shutoff, when the computer is run for a short time to set up the engine for the next start. If so, the program proceeds to step 72, in which the desired stepper motor position is set equal to value NAC plus an additional factor PARK, which ensures a more open idle air control valve for cold engine starting. The program then exits the minor loop. If the ignition is on, however, the program proceeds to decision point 73, in which it is determined if the engine is running. If not, the program proceeds to step 72; if so, the program proceeds to decision point 74.
With decision point 74, the minor loop begins that part of its program concerned with motor reset. This portion of the program includes three separate flags: the motor reset flag, the motor reset start flag and the motor reset done flag. In decision point 74, the apparatus checks to see if the motor reset done flag is set. The reset condition of this flag is the counter reset signal. As will be seen in a later description of the initialization routine, this flag will be reset when the vehicle ignition is first activated. It can also be reset at other times if a motor reset is found to be necessary or desirable and is set when the valve closing operation of a motor reset is completed. If it is reset, then a motor reset is desired and the program continues to decision point 75, in which it is determined whether the motor reset start flag is set. If not, then the motor reset routine has not yet begun and the program continues to decision point 76 in which it is determined whether the vehicle speed is greater than 30 mph. If so, the program proceeds to step 77, in which the motor reset start flag is set, and then to decision point 78, in which it is determined whether the motor reset flag is set. The program also reaches decision point 78 directly from decision point 75 if the motor reset start flag had been set previously. This portion of the routine prevents actual initiation of motor reset until a vehicle speed of 30 mph is achieved. This speed is deemed sufficient, for the engine of this embodiment, to prevent stall during the reset routine; it may be different for other engines.
If the motor reset flag is set, the program proceeds to step 79, in which the motor reset flag is reset, the present motor position count PMP is set equal to 255 and the desired stepper motor position DSMP is set equal to 0. This will occur only on the first pass of each motor reset in which decision point 78 is reached; and from step 79 the program exits the minor loop. If the motor reset flag is not set, the program proceeds to decision point 80, in which it is determined whether the present motor position count equals 0. If not, the program exits the minor loop; but if so, the program proceeds to step 81, in which the motor reset done flag is set, the value NAC is obtained from memory and the value WAC is derived from the sum of NAC plus CDL, a stored constant.
From this point, the program proceeds to decision point 82, as it does from decision point 74 if the motor reset done flag is set and from decision point 76 if car speed is not greater than 30 mph. It can be seen that this portion of the program is essentially skipped except when a motor reset is initiated, at which time the present motor position is set equal to 255 and the desired stepper motor position is set equal to 0. The subminor loop is then effective, in 256 consecutive loops, to drive the idle air control valve completely closed and set the present motor position count to 0. When this occurs, the routine sets the desired value of NAC or WAC; the remainder of the minor loop calculates the desired stepper motor position; and the subminor loop once again, in repeated loops, drives the idle air control valve open again to the desired position.
In decision point 82, it is determined whether or not the throttle is closed. If not, the program exits the minor loop; if so, the program proceeds to decision point 83, in which it is determined whether or not the power steering stall flag is set. If it is not, the program proceeds to decision point 84 in which RPM is compared with a value PSSA. If it is, then engine speed is too low, probably as a result of activation of the power steering pump. The program, therefore, proceeds to step 85, in which the power steering stall flag is set and then to step 86, in which the value ALPA is obtained from memory. If RPM is not less than PSSA, however, the program proceeds to decision point 87, which will be described at a later point. This method of detecting activation of the power steering pump could be replaced, if desired, by a pressure sensing switch discrete input similar to the air conditioning compressor.
If the power steering stall flag was found to be set at decision point 83, the program proceeds to decision point 88, in which it is determined whether RPM is greater than or equal to PSSB, a number somewhat larger than PSSA to provide hysteresis in the setting of the power steering stall flag. If the answer is no, the program proceeds to step 86; but if the answer is yes, the program proceeds to step 89, in which the power steering stall flag is reset and the cracker mode flag is set, and then to decision point 87.
In decision point 87, it is determined whether the cracker mode flag is set. If not, ALPA is set equal to 0 at step 90; and the program proceeds to decision point 91. If so, the program proceeds directly to decision point 91. At decision point 91, it is once again determined whether the cracker mode flag is set. If so, the program proceeds to decision point 92. If not, the program proceeds to step 93, in which DELTA TPS is obtained from memory, having been computed at a different point in the program. The program then proceeds to decision point 94, in which it is determined whether or not DELTA TPS is negative. If not, the program proceeds to decision point 92; if so, the program proceeds to decision point 95, in which it is determined whether the absolute value of DELTA TPS is greater than a threshold. If not, the program proceeds to decision point 92; if so, the program proceeds through step 96, in which the cracker mode is set and ALPA is set equal to a value TALP from memory, to decision point 92.
The power steering stall mode is used to open the throttle immediately if RPM drops below a predetermined safe minimum value. Its use is mainly to detect power steering pump operation if no pressure sensor is used in the steering system, but it will also act to save the engine from stall caused by other loads. The throttle cracker mode is used, in conjunction with a portion of the major loop, to return the idle air control valve slowly at the end of a power steering stall mode and to open it quickly by a predetermined amount and close it slowly any time the rate of throttle closure becomes greater than a predetermined closure rate.
At decision point 92, it is determined whether or not the air conditioning compressor is on. If not, the program proceeds through step 97, in which desired stepper motor position DSMP is set equal to NAC, to step 98. If so, the program proceeds through step 99, in which desired stepper motor position DSMP is set equal to WAC, to step 98, in which desired stepper motor position DSMP is modified by the addition of the temperature factor PTV and the additional factor ALPA and stored in a register. The program then proceeds to decision point 100, in which this register is checked for overflow. If there is no overflow, the program exits the minor loop with the calculated value of desired stepper motor position intact. If there is overflow, however, desired stepper motor position is set equal to the number 255 in step 101 before the program exits the minor loop.
Before discussing the initialization routine of FIG. 7, it would be helpful to describe the function of the keep alive memory (KAM) 25. This keep alive memory is a non-volatile memory which retains its contents intact in the event of the deactivation of the vehicle ignition. Since this type of memory is significantly more expensive than a volatile random access memory, the size is obviously kept to the minimum necessary. Two bytes of this memory are assigned to the idle air control routine. One of these bytes stores the count of the present motor position; and the other byte stores the value of NAC. Each of these parameters may be changed during operation of the system; and it is desired that the last value of each be retained when the vehicle engine and ignition are deactivated so that they will be available for the next activation of the ignition and engine start.
In the initialization routine of FIG. 7, decision point 103 determines whether the keep alive memory is OK. If not, the apparatus is presumed to have lost its values of present motor position and NAC and default values of these parameters obtained from ROM are loaded into appropriate RAM locations. These values are predetermined to be such as to at least enable the engine to operate, even if they are not optimum. The value of present motor position will be corrected during the next motor reset routine; and the value of NAC will be corrected eventually by the major loop speed trim routine. The default values are loaded in step 104. The program proceeds to step 105 either directly from step 104 or from decision point 103 if the keep alive memory is OK. In step 105 the value WAC is computed from NAC by the addition of a factor CDL obtained from ROM. The program then proceeds to step 106, in which the motor reset flag is set and the motor reset done flag and motor reset start flag are reset. The program then exits the initialization routine.
The subminor loop, which runs every 6.25 milliseconds, is described in FIG. 8. The routine begins at decision point 108, in which it is determined if the ignition is off. If not, the program proceeds to decision point 109, in which it is determined whether the battery voltage VBATT is greater than or equal to 10. If the ignition is off, however, the program skips decision point 109 and proceeds directly to step 110. If VBATT is not greater than or equal to 10, the program exits the subminor loop. If it is, however, the program proceeds to step 110, in which the quantity DELTA is determined as the difference of desired stepper motor position DSMP and present motor position count PMP.
The subminor loop then proceeds to decision point 111, from which it exits if DELTA is equal to 0. If not, however, it proceeds to decision point 112 in which it determines whether DELTA is positive. If so, it sets the extend flag in step 113 and checks, in decision point 114, to see whether the present motor position count equals 255. If not, it increments the present motor position count in step 115 and outputs a pulse in step 116. If so, it proceeds from decision point 114 directly to step 116 and may optionally be programmed to reset the motor reset done flag, since the present motor position count at this point should not be as large as 255. If, in decision point 112, DELTA is found to be negative, the retract flag is set in step 117 and the present motor position count is checked for a 0 value at decision point 118. If it is not equal to 0, the present motor position count is decremented in step 119; and the program proceeds to step 116. If it is equal to 0, the program proceeds directly to step 116 and may optionally reset the motor reset done flag. Of course, with the motor reset done flag reset, the minor loop will cause a motor reset routine to be initiated as soon as the vehicle speed is found to be greater than 30 mph.
The major loop is described in FIG. 9 and includes a subroutine described in FIG. 10. Referring to FIG. 9, the major loop begins at step 121 by obtaining the temperature factor PTV from RAM. It then proceeds to decision point 122 and, if the cracker mode (CRM) flag is set, then to step 123, in which ALPA is decremented by a number DTA obtained from ROM. At decision point 124, ALPA is tested for greater than 0 and if it is not, it is set equal to 0 and the cracker mode flag is reset in step 125. From step 125, or from decision point 124 if ALPA is greater than 0, the program proceeds directly to decision point 126. The portion of the major loop just described provides a gradual reduction in ALPA over time when the cracker mode flag is set.
Referring back to decision point 122, if the cracker mode flag was not set, the program proceeds to decision point 127 and then, if engine speed RPM is less than desired engine speed DSRPM, directly to decision point 126. If engine speed is not less than the desired engine speed, the program proceeds to decision point 128 in which it is determined whether PTV is equal to 0. The scale of PTV is predetermined such that this question is equivalent to asking whether the engine is warmed up to a predetermined degree. If it is not and RPM is correct or high, it is undesirable to actuate the engine speed trim loop and the program thus exits the major loop. If it is, however, the first condition for stable idle is met, and the program proceeds to decision point 126. Decision point 127 skips the test of decision point 128 if RPM is too low.
From decision point 126, the program proceeds to decision point 227 if vehicle speed equals 0 and to step 228 if vehicle speed does not equal 0. From decision point 227 the program proceeds to decision point 129 if the throttle is closed and to step 228 if it is not closed. From decision point 129, the program proceeds to decision point 130 if the engine is running and to step 228 if it is not. In step 228, the major loop count MLCT is set equal to a number MLT1 obtained from ROM and the program exits the major loop. Thus, the major loop count is reset to a predetermined number and the major loop exited if any of the conditions for stable idle are not met. MLCT determines the number of major loops between each trim correction and, therefore, the rate of correction or gain of the system with respect to speed, since each correction changes WAC or NAC by only one count.
In decision point 130, MLCT is tested for 0 and if it is not, it is decremented in step 158 and the program exits the major loop. If MLCT equals 0, the program advances to decision point 131. From decision point 131, the program advances to step 132, in which MLCT is set equal to a constant MLT2, if the extend flag is set and advances to step 133, in which MLCT is set equal to MLT1, if the extend flag is not set. The two values MLT1 and MLT2 permit different effective gains in the trim correction loop, depending on whether air flow is increasing or decreasing.
From either of the latter two steps, the program advances through step 134, in which the quantity DELTA equal to present motor position PMP minus desired stepper motor position DSMP is computed, to decision point 135, in which DELTA is compared with a constant threshold DLUD. If DELTA is not less than or equal to DLUD, the program exits the major loop, since the stepper motor is not in the correct position and no speed trim is desired until this is corrected. If it is, however, the program advances to decision point 136. From this point, the program advances to decision point 137 if the power steering stall flag is not set and bypasses decision point 137 to go to step 138 if the power steering stall flag is set. From decision point 137, the program exits the major loop if the cracker mode flag is set, since RPM will obviously be changing as ALPA is reduced, and proceeds to step 138 if the cracker mode flag is not set.
In step 138, the program retrieves an altitude compensated manifold absolute pressure value AMAP from memory, the value of AMAP having been calculated in another portion of the program by multiplying a sensed value of manifold absolute pressure by an altitude compensation factor derived from a lookup table addressed by the value of atmospheric pressure BARO. The program then proceeds to decision point 139 and, if the air conditioning compressor is on, to decision point 140, in which the value of AMAP is compared with a pair of numbers HAC and LAC obtained from ROM. If AMAP is between said numbers, the program advances to decision point 141; and, if not, the program exits the major loop. If the air conditioning compressor is not on, the program proceeds from decision point 139 to decision point 142, in which AMAP is compared with a pair of numbers HNA and LNA obtained from ROM. If AMAP is between said numbers, the program proceeds to decision point 141; if not, the program exits the major loop. The AMAP range tests are used primarily in lieu of a P/N discrete signal for those vehicles not having a P/N switch, particularly those with manual transmissions. It is not desired to use speed trim with an engaged manual transmission.
The program checks the power steering stall flag in decision point 141 and, if it is not set, sets desired engine speed DSRPM equal to WNA in step 142 and proceeds to step 143. If the power steering stall flag is set, the program proceeds from decision point 141 through step 159, in which the desired engine speed DSRPM is set equal to PSSB plus BANDA, and then proceeds to step 143. It will be noticed, with reference to the minor loop, that PSSB is the upper reference in the PSS mode tests. Thus PSSB+BANDA is a speed sufficient, when it is attained, to kick the engine out of the PSS mode. This prevents the engine from just sitting in the PSS mode for a long time when it is not necessary. In step 143, an error quantity ERR is derived from the desired engine speed minus the actual engine speed and the quantity ERR is then compared with a deadband quantity BAND at decision point 144. If it is smaller than BAND, the program exits the major loop.
If the absolute value of ERR is greater than or equal to BAND, a speed trim correction will be made; the exact procedure to be followed depends on the sign of the error, since this determines the direction of correction, and whether or not the air conditioning compressor is on, since this determines the value that is to be corrected. The program proceeds to decision point 145, in which the sign of ERR is checked. If it is positive, the program proceeds to decision point 146, in which the state of the air conditioning compressor is checked. If the air conditioning compressor is on, the program proceeds through step 147, in which the value of WAC is brought into a main register ACCA, and the program branches to a subroutine L255 in step 148. Those familiar with Motorola 6800 microprocessor will recognize register ACCA as accumulator A. The program then proceeds through step 149, in which the number in register ACCA is returned to location WAC in RAM, and then exits the major loop. If the air conditioning compressor is not on, the program proceeds from decision point 146 to step 150, in which the value NAC is stored in register ACCA. Subroutine L255 is called in step 151 and then, in step 152, the number in register ACCA is restored in location NAC of RAM. If the quantity ERR is negative, the program proceeds from decision point 145 to decision point 153, in which the state of the air conditioning compressor is checked. If it is on, the program proceeds through step 154, in which WAC is stored in register ACCA, through step 155, in which subroutine L000 is called, to step 149. If the air conditioning compressor is not on, the program proceeds from decision point 153 through step 156, in which the value of NAC is stored in register ACCA, through step 157, in which subroutine L000 is called, to step 152.
Subroutines L000 and L255 are described in FIG. 10. Subroutine L000 begins by testing the contents of register ACCA for 0 at decision point 160. If the number is not 0, the contents of the register ACCA are decremented in step 161 and the program returns to the main routine. If register ACCA does contain 0, however, the present motor position count is incremented in step 162 and the motor reset done flag is reset in step 163, after which the program returns to the main routine. This subroutine checks to see if the appropriate quantity WAC or NAC has reached the lower limit of 0 and, if it has, achieves the desired speed correction by the indirect method of incrementing the present motor position count, since it is impossible to further decrement the value of the reference. The subroutine further calls for a motor reset, since, if the value of the reference has reached its lower limit, the present motor position count must be in error.
Subroutine L255 is similar but designed to detect the upper limit. It begins with decision point 164, in which the contents of register ACCA are tested for the number 255, which is all "ones" in binary. If it is not, then the contents of register ACCA are incremented in step 165 and the program returns to the main routine. However, if the upper limit has been reached, the present motor position count is decremented in step 166, the motor reset done flag is reset in step 163 and only then does the program return to the major loop.
The above-described apparatus is an idle air control for an internal combustion engine which avoids the gain and stability problems of fast responding closed loop speed control systems by using a fast response idle air control valve position control loop with a speed trim at a much lower gain and only under predetermined stable engine idle conditions. It is well adapted to throttle body injection fuel systems such as that shown and, since the idle air control valve controls a portion of the intake air even when the throttle opens, even advantageously provides intake air corrections when the engine is not idling to provide smoother engine operation.
Claims
The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:
1. Idle air control apparatus for a vehicle driving internal combustion engine having at least one air induction passage, the engine being subject to stall during engine idle due to large amplitude changes in idle speed caused by predetermined engine loading events and changes in engine and environmental parameters, the engine further being characterized by random idle speed fluctuations of amplitude insufficient to produce stall, the apparatus comprising: a control valve in the air induction passage effective during engine idle to control air flow therethrough; a stepper motor effective, in response to the arithmetic count of applied electrical pulses, to position the control valve with respect to a reference position; register means effective to store at least one valve control number representing the currently desired position of the control valve, said register including memory means that survives engine shutoff; means effective to sense the predetermined engine loading events and arithmetically change the valve control number in the register means by a predetermined amount assigned to each such event; up-down counter means effective to arithmetically count the pulses applied to the stepper motor and thus indicate actual control valve position; means effective to recurrently compare the contents of the up-down counter means and register means and apply pulses as required to the stepper motor at a first predetermined rate to reduce any difference therebetween; means responsive to actual engine speed only during occurrence of a predetermined steady state idle condition to compare actual engine speed with a desired engine idle speed and arithmetically change the valve control number in the register at a second predetermined rate substantially slower than the first predetermined rate to reduce any difference between said speeds, whereby the apparatus acts to control engine idle air flow to prevent stall due to the predetermined engine loading events and parameter changes but ignores the small random idle speed fluctuations for stability.
2. Idle air control apparatus for a vehicle driving internal combustion engine having a main induction passage with a throttle therein and a throttle bypass passage, the engine being subject to stall during engine idle due to large amplitude changes in idle speed caused by predetermined engine loading events and changes in engine and environmental parameters, the engine further being characterized by random idle speed fluctuations of amplitude insufficient to produce stall, the apparatus comprising: a control valve in the throttle bypass passage effective to control air flow therethrough, said air flow effective to help determine engine speed at idle with the throttle closed; a stepper motor effective, in response to the arithmetic count of applied electrical pulses, to position the control valve with respect to reference position; register means effective to store at least one valve control number representing the currently desired position of the control valve, said register including memory means that survives engine shutoff; means effective to sense the predetermined engine loading events and arithmetically change the valve control number in the register means by a predetermined amount assigned to each such event; up-down counter means effective to arithmetically count pulses applied to the stepper motor and thus indicate actual control valve position; means effective to recurrently compare the contents of the up-down counter means and register means and apply pulses is required to the stepper motor at a first predetermined rate to reduce any difference therebetween; means responsive to the actual engine speed only during occurrence of a predetermined steady state idle condition, said steady state idle condition comprising at least zero vehicle speed, a closed throttle, an engine running condition and no difference between the contents of the up-down counter means and register means, said means being effective to compare actual engine speed with the desired engine idle speed and arithmetically change the valve control number in the register at a second predetermined rate substantially slower than the first predetermined rate to reduce any difference between said speeds, whereby the apparatus acts to control engine idle air flow to prevent stall due to the predetermined engine loading events and parameter changes but ignores the small random idle speed fluctuations to maintain stability in engine idle operation.