JPH0435617B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a device for controlling the idle operating state of an engine.

[Conventional technology]

Conventionally, some intake air amount control devices for this type of engine detect engine speed, throttle valve opening, vehicle speed, etc., and supply control signals to the motor based on these detection signals. By moving the rod forward or backward and moving the stop position of the throttle valve,
Under certain conditions during idling, engine speed feedback control (rotation feedback control) is performed, while under other conditions during idling, position feedback control of the throttle valve is performed. A system has been proposed in which the engine rotational speed is controlled at or near a target value.

Here, the above conditions refer to a case where at least the following items are satisfied, and refer to a condition in which the engine is relatively stable.

(1) A predetermined amount of time has elapsed after the idle switch was turned from off to on.

(2) The vehicle speed is extremely low (for example, 2.5 km/h or less), that is, the signal frequency from the vehicle speed sensor, which detects vehicle speed with a pulse signal having a frequency proportional to the vehicle speed, is below a predetermined value.

(3) The deviation of the actual engine speed (actual speed) from the target speed must be within a specified range.

(4) In vehicles equipped with a cooler, after the cooler relay etc. switches according to the cooler load,
The specified time has elapsed.

Further, the above-mentioned conditions refer to conditions when the above-mentioned conditions are not satisfied, the engine is relatively unstable, and rapid feedback control is desired.

By the way, in addition to controlling the idle speed mentioned above, some conventional engine intake air amount control devices control the amount of intake air immediately after switching from load operation to idle operation in order to prevent a shock when the throttle valve suddenly closes. Some devices are also designed to perform what is called dumppot control, which temporarily maintains a large amount of water (for example, Japanese Utility Model Application Publication No. 163635/1983).

In other words, taking the one disclosed in the above-mentioned publication as an example, in this dartpot control, first, when the engine is in a load operating state (high load state), the rod is moved to a certain position (throttle opening corresponding to this position). is called the dart pot standby opening, which is greater than the normal idle opening.

As a result, the throttle valve stop position is set to a position greater than the normal idle opening position.

This kind of operation is called a dart pot standby anticipation operation. When the throttle valve suddenly closes while the dart pot is on standby, the throttle valve becomes fully closed. If the idle switch worked normally, it would turn on, but if the idle switch is As a trigger, the rod gradually retreats. As a result, the throttle valve gradually decreases from the dart pot standby opening to a desired opening (for example, idling opening).

Note that this kind of operation is called a dart pot tailing operation.

In this way, by temporarily setting the throttle opening larger than the normal idle opening immediately after returning to idle, it is possible to avoid an overload condition caused by temporary fuel retention that occurs when the throttle valve is suddenly closed, and to Contributes to prevention.

[Problem to be solved by the invention]

However, with conventional engine intake air amount control devices, if the idle switch is malfunctioning (including a disconnection of the harness), the idle switch will not turn on, and the trigger signal will not be input.
As a result, the backward movement of the rod, ie, the dart pot tailing movement, is not started, and as a result, a high engine speed state continues, resulting in a problem of deterioration of driving controllability.

The present invention aims to solve these problems by reducing engine idling. To provide an intake air amount control device for an engine, which restricts operation to maintain an additional intake air amount immediately after returning to idle, as represented by a dart pot, until a history of detection due to normal operation of an idle sensor is obtained. With the goal.

[Means to solve the problem]

Therefore, the intake air amount control device for an engine of the present invention includes an intake air amount control valve provided in an intake passage of the engine, an actuator that controls the opening degree of the intake air amount control valve, and an actuator that controls the opening of the intake air amount control valve when the engine is in idling operation. an idle sensor that detects whether or not the
an idle control means for supplying an idle control signal for setting a valve opening to the actuator so that the engine rotation speed reaches a target engine rotation speed when the idle sensor detects the idle operation state; A non-idle control signal different from the idle control signal is supplied to the actuator during load operation so that the opening degree of the intake air amount control valve at the time of switching to the idle operation state is greater than the opening degree based on the idle control signal. non-idling control means; and the idle sensor is configured to idle so that the opening degree of the intake air amount control valve continues to exceed the opening degree based on the idle control signal even after the load operation state is switched to the idle operation state. Immediately after idle return control means for temporarily supplying the actuator with an immediately after idle return control signal different from the idle control signal when detecting the switching to the operating state; and the idle sensor detecting the idle operating state. storage means for storing a history of the above, and regulating the operation of the non-idle control means and the control signal immediately after return to idle when there is no history of the idle sensor detecting the idle operation state based on the stored contents of the storage means; It is characterized by the provision of regulatory measures to

[Effect]

With this configuration, if the idle sensor detects even once that the engine is in an idling state, the intake air amount control valve opening degree will be reduced from immediately after returning to idling until a predetermined period of time has elapsed. The opening degree is controlled to be higher than the normal idle opening degree, but if the idle operation state is not detected even once by the idle sensor, the non-idle control means and the idle return immediately control means control the opening degree. Therefore, the control valve opening is prohibited from becoming higher than the normal idle opening immediately after returning to idle.

〔Example〕

The following is an explanation of an engine intake air amount control device as an embodiment of the present invention with reference to the drawings. FIG. 1 is an overall configuration diagram thereof, FIG. 2 is a configuration diagram of its main parts, and FIGS. 3 to 7 are respectively FIGS. 8 to 11 are flowcharts to explain the effects.

As shown in FIG. 1, an internal combustion engine E such as a gasoline engine for use in a car according to this embodiment
(hereinafter simply referred to as "Engine E") is equipped with a turbocharger 3. The turbocharger 3 includes a turbine 4 interposed in the exhaust passage 2 of the engine E, and a compressor 5 interposed in the intake passage 1 of the engine E and rotationally driven by the turbine 4.

Note that a bypass passage that detours around the turbine installation portion of the exhaust passage 2 is connected to the exhaust passage 2,
A waste gate valve 6 is provided to open and close this bypass passage. This waste gate valve 6 is driven to open and close by a two-diaphragm type pressure response device 7, and is operated by an electromagnetic switching valve 34 (this valve 34 has a return spring (not shown) for the valve body). Therefore, by selectively supplying atmospheric pressure and supercharging pressure to one pressure chamber of the pressure response device 7, the opening timing of the waste gate valve 6, etc. can be adjusted, and at least two types of supercharging pressure characteristics can be realized. It's getting old.

In addition, in the intake passage 1 of the engine E, in order from the upstream side (air cleaner side), an air flow sensor 16, a compressor 5 of the turbocharger 3,
An intercooler 8, electromagnetic fuel injection valves 9 and 10 (these valves 9 and 10 have different injection capacities), and a throttle valve 11 as an intake air amount control valve are provided in the exhaust passage 2 of the engine E. A turbine 4 of the turbocharger 3, a catalytic converter 31, and a muffler (not shown) are provided in this order from the side (engine combustion chamber side).

As shown in Fig. 2, intake passage 1 of engine E
A shaft 11a of a throttle valve 11 disposed in the intake passage 1 is connected to a throttle lever 11c outside the intake passage 1.

Further, when an accelerator pedal (not shown) is depressed, the end portion 11d of the throttle lever 11c
Throttle valve 1 via throttle lever 11c
A wire (not shown) is connected to the throttle valve 11 to rotate the throttle valve 11 in the clockwise direction (opening direction) in FIG. 1) is installed, so that when the tensile force of the wire is weakened, the throttle valve 11 closes.

By the way, an actuator 12 is provided that controls the opening degree of the throttle valve 11 during engine idling operation, and this actuator 12 is equipped with a DC motor (hereinafter simply referred to as "motor") 13 having a worm 14a on its rotating shaft. hand,
The worm 14a with the motor 13 meshes with an annular worm wheel 14b.

This worm wheel 14b has a female threaded portion 14.
A rod (stopper member) 15 having a male threaded portion 15a screwed into the female threaded portion 14d of the pipe shaft 14c passes through the worm wheel 14b and the pipe shaft 14c. installed.

The tip of the rod 15 comes into contact with the end 11d of the throttle lever 11c via an idle switch 25 as an idle sensor when the throttle valve 11 is in a fully closed state. That is, the rod 15 restricts the fully closed stop position of the throttle valve 11.

Here, the idle switch 25 is a switch that is turned on (closed) when the throttle valve 11 is at the fully closed stop position (during engine idling operation), and turned off (open) at other times.

Note that a long hole 15b is formed in the rod 15, and a pin (not shown) on the actuator body side is guided into this long hole 15b, thereby preventing the rod 15 from rotating. It's getting messy.

As described above, since the tip of the rod 15 is in contact with the engine E when it is in the idle operating state, by rotating the motor 13 in a certain direction, the pipe shaft 14c is rotated via the worm gear, and the rod 15 is rotated. When the rod 1 is protruded (advanced) from the actuator 12, the throttle valve 11 is opened, the motor 13 is rotated in the opposite direction, and the rod 1 is moved forward.
5 into the actuator 12, the throttle valve 11 can be controlled to close by the action of the return spring.

That is, by driving the rod 15,
By changing the fully closed stop position of the throttle valve 11, the idle opening degree of the throttle valve 11 can be controlled.

Further, a throttle sensor 20 is provided to detect the opening degree of the throttle valve 11 (throttle opening degree), and a potentiometer or the like that generates a voltage proportional to the throttle opening degree is used as the throttle sensor 20. It will be done.

Furthermore, as shown in FIG. 1, a water temperature sensor 2 detects the cooling water temperature as the warm-up temperature of the engine E.
1, and a rotational speed sensor 17 that detects the engine rotational speed using ignition pulse information obtained from, for example, the primary negative terminal of the ignition coil 32.

Furthermore, a vehicle speed sensor 24 is provided which detects the vehicle speed using a pulse signal having a frequency proportional to the vehicle speed, and a known reed switch is used as the vehicle speed sensor 24.

Further, a cranking switch 26 is provided as a cranking sensor that detects the engine cranking state, and this cranking switch 26 is turned on (closed) when the starter motor is turned on, and turned off (open) otherwise. This is a switch.

By the way, the air flow sensor 16 detects the number of Karman vortices generated by a columnar body disposed in the intake passage 1 by using ultrasonic modulation means or by detecting a change in resistance value. This detects the amount of intake air in the intake passage 1, and the digital output from the air flow sensor 16 is input to the controller 29. Note that the digital output from the air flow sensor 16 is applied to, for example, a 1/2 frequency divider within the controller 29, and then subjected to various processing.

In addition, it is generally said that the air flow sensor 16 malfunctions due to intake pulsation or the like when the engine E is running at low speed and under high load. As a result of the adjustment, the intake pulsation as described above almost no longer occurs, so it is considered that the measurement reliability or accuracy by the air flow sensor 16 is sufficiently high.

In addition to the above-mentioned sensors and switches, there is also an intake air temperature sensor 18 that detects intake air temperature, an atmospheric pressure sensor 19 that detects atmospheric pressure, an O ₂ sensor 22 that detects oxygen concentration in exhaust gas, and a knock sensor that detects engine knock status. 23, Day streamer 33
The crank angle sensor 27 detects the crank angle using a photoelectric conversion means, and the reference opening of the throttle valve 11 (this opening is determined based on the engine speed, for example).
It is set as a small opening corresponding to around 600 rpm. ) The motor position switch 2 is used as a position sensor to detect the position (reference position) of the rod 15 with the actuator 12 corresponding to
8, etc. are provided, and signals from these sensors and switches are input to a controller 29.

Note that the motor position switch 28 is
As shown in the figure, it is provided behind the rear end surface of the rod 15, and is configured to be on (closed) when the rod 15 is in the most retracted state and off (open) at other times.

In addition, an intake temperature sensor 18, an atmospheric pressure sensor 19,
Since the detection signals of the water temperature sensor 21, throttle sensor 20, _O2 sensor 22, knock sensor 23, etc. are analog signals, they are input to the controller 29 via the A/D converter.

Note that the atmospheric pressure sensor 19 may be incorporated into the controller 29.

Further, an ignition coil 32 is provided, and this ignition coil 32 is connected to a power transistor 3 as a switching transistor.
0, the primary side current is turned on and off.

Furthermore, a display meter 35 is provided in the vehicle interior.

Possible examples of the display meter 35 include one with a needle-type display meter 35a, and one with a segment-type display section 35b in which light emitting diodes (LEDs) are arranged in a row and these LEDs blink as appropriate. .

By the way, the controller 29 is configured with a CPU, a memory (including a map), and an appropriate input/output interface. When the engine speed is lower than a predetermined value), under the set conditions, the engine speed sensor 1
Feedback control of the engine speed (rotation speed feedback control) is performed by the signal (rotation speed information) from the throttle sensor 20 under other set conditions when detecting the idle state. In order to perform position feedback control of the throttle valve 11,
It has the function of an idle control means M1 that receives detection signals from the idle switch 25, rotation speed sensor 17, throttle sensor 20, and vehicle speed sensor 24, and outputs an idle control signal based on these detection signals to the motor 13 of the actuator 12. are doing.

In addition, when performing rotational speed feedback control, the target engine rotational speed is changed according to the cooling water temperature as shown in Fig. 3, and when performing position feedback control, the target throttle opening is changed according to the cooling water temperature. is changed as shown in FIG.

Furthermore, the relationship between the drive time ΔD of the motor 13 of the actuator 12 and the deviation ΔN or ΔP is as shown in FIGS. 5 and 6, respectively. Here, the deviation ΔN means the difference between the actual engine speed and the target engine speed, and the deviation ΔP means the difference between the actual throttle opening and the target throttle opening.

Although the above conditions have already been described, this condition refers to a case where at least the following items are satisfied, and refers to a condition in which the engine is relatively stable.

(1) A predetermined period of time has elapsed after the idle switch 25 was turned from off to on.

(2) The vehicle speed is extremely low (for example, 2.5 km/h or less).

(3) The deviation of the actual engine speed (actual speed) from the target speed must be within a specified range.

(4) In vehicles equipped with a cooler, after the cooler relay etc. switches according to the cooler load,
The specified time has elapsed.

Further, the above conditions refer to conditions when the above conditions are not satisfied, the engine is relatively unstable, and rapid feedback control is desired.

Furthermore, the flow of processing by this idle control means M1 is shown in FIG. That is, first, in step A1, various data are input, and then in step A2, it is determined whether the engine is in an idling operating state. If the engine is in an idle operating state (idle switch 25 is on and the engine speed is lower than a certain value), the YES route is taken in step A2, and it is determined in step A3 whether the above conditions are met. If the conditions are such that it is desired to perform rotational speed feedback control, in step A4,
The rotational speed feedback control mode is selected.

As a result, engine speed feedback control is performed on the engine E so that the engine speed reaches the target engine speed.

Further, if it is determined in step A3 that the condition is satisfied, the position feedback control mode is selected in step A5.

As a result, position feedback control is performed on the engine E so that the target throttle opening is achieved.

Even if any of the above conditions are satisfied, if it is impossible to control the throttle opening below the minimum throttle opening or above the maximum throttle opening, the controller 29 will not output any output.

Further, the controller 29 includes a non-idle control means M that moves the rod 15 in the following manner even when an idle operating state is not detected.
It has two functions. i.e. controller 2
9 drives the rod 15 in advance to a high throttle opening (two types are selected depending on the state of the throttle opening) when the throttle opening is greater than a predetermined value (dashpot standby anticipation operation). Furthermore, when the idle switch 25 detects that the throttle valve 11 is in the fully closed position, the controller 29 controls the rod 15 to a predetermined low throttle opening (for example, fast idle opening) that is smaller than the high throttle opening. In order to perform a dartpot operation such as driving the needle to the side, the actuator 12 receives detection signals from each sensor and sends a dartpot control signal based on these detection signals.
It also has the function of a dart pot control means (immediately after idle return control means) M2' which outputs output to the motor 13 (dash pot tailing operation).

The dart pot standby operation by the non-idle control means M2 is performed in two stages (mode 1 and mode 2).
If the following conditions are met, the rod 15 is advanced to the respective dart pot standby opening degrees θd ₁ and θd ₂ in preparation for the subsequent dart pot tailing operation.

Here, the conditions for the rod to move forward in mode 1 are that the throttle opening degree stays in a zone where it is greater than or equal to a predetermined value _θ1 for a predetermined period of time (for example, about 0.5 seconds), and the rod to move forward in mode 2 to move forward. The conditions for this to occur are that the throttle opening is at least another predetermined value θ ₂ (>θ ₁ ) and the engine speed remains in a zone where it is at least a predetermined value N _p for a predetermined period of time (for example, about 0.5 seconds). .

The degree of advance of the rod 15 in mode 1 (dashpot standby opening degree θd ₁ ) is the degree of advancement of the rod 15 in mode 2 (dashpot standby opening degree θd ₂ ).
(see Figure 7).

Further, the dart pot tailing operation refers to the operation in which the idle switch 2 is suddenly closed by the sudden closing of the throttle valve 11 after the above-mentioned dart pot standby operation is completed.
5 is turned on, the rod 15 is gradually moved backward toward the fast idle opening degree θi at a desired slope.

As a result, a throttle opening larger than the fast idle opening θi is temporarily secured immediately after the idle switch 25 is turned on.

Furthermore, until the idle switch 25 first detects that the throttle valve 11 is in the fully closed stop position, that is, until the idle switch 25 is first turned on, the controller 29
It also has the function of prohibition means (restriction means) M3 for prohibiting the protrusion control of the rod 15 by the non-idle control means _M2 and the subsequent dart pot control means M2'.

Next, the flow of processing by the non-idle control means _M2 , the dumppot control means _M2 ', and the inhibiting means M3 is shown in FIG. That is,
First, in step B1, various data are input, and then in step B2, it is determined whether flag S1=1.

This flag S1 is set to 0 when the ignition key switch 36 is turned off, so initially S1=0.

Therefore, in step B2, the NO route is taken, and in step B3, it is determined whether the idle switch 25 is on.

If the idle switch 25 has never been turned on, the NO route is taken at step B3, but if it is turned on even once, the YES route is taken at step B3, and the flag S1 is set to 1 at step B4.

Thereafter, in step B5, it is determined whether the mode is mode 1, mode 2, or a mode other than mode 1 or 2.

If it is determined that it is mode 1, the rod 15 is moved forward to the doss pot standby opening degree _θd1 in step B6. If it is determined that the mode is 2, the rod 15 is moved forward to the doss pot standby opening degree _θd2 in step B7.

As a result, the rod 15 is moved forward to a position corresponding to each mode, and as a result, the dart pot standby operation is completed.

In steps B6 and B7, the function of the non-idle control means _M2 is mainly fulfilled.

Note that if the mode is neither mode 1 nor mode 2, the dart pot is not placed on standby.

After that, when the throttle valve 11 is suddenly closed and the idle switch 25 is closed, YES is selected in step B8.
After determining the route, a dart pot tailing operation is performed in step B9. As a result, the throttle valve 11 gradually closes to the fast idle opening degree.

That is, immediately after the idle switch 25 is turned on, the opening degree of the throttle valve 11 temporarily exceeds the normal idle opening degree, and in step 9, the function is mainly performed as a control means immediately after returning to idle.

A series of these operating characteristics of the doss pot is shown in FIG.

Note that if there is a history of the idle switch being turned on at least once after the ignition key switch 36 is turned on, the YES route will be taken in step B2 unless the ignition key switch 36 is turned off, so the dart pot control from step B5 onwards will be processing is carried out smoothly.

Also, if there is no history of the idle switch being turned on after the ignition key switch 36 is turned on,
Since the NO route is continued in step B3, the dart pot control remains prohibited.

That is, steps B ₂ and B ₃ primarily function as a regulating means.

The controller 29 also has a function as a prospective control means for causing the rod 15 to protrude prospectively at times other than when controlling the dart pot. That is, this prospective control means is used when performing cranking or fast idle. In other words, when you press the accelerator pedal and start the engine,
After that, the rod 15 is moved forward in order to achieve cranking and fast idle in order to prevent the rotation from dropping until the idle speed control is activated when the foot is removed from the accelerator pedal.

In such a case, as in the case of dart pot control, due to a failure of the idle switch 25,
Since the rod 15 may not be moved backward, the rod 15 is not projected forward unless the idle switch 25 has been turned on once.

The controller 29 also includes, for example, a display 35.
If is a boost meter, air flow sensor 1
6. Receives signals from the rotational speed sensor 17, intake temperature sensor 18, and atmospheric pressure sensor 19, information on intake air amount A, information on engine rotational speed N, information on intake temperature T,
It has the function of an intake passage pressure display control means M4 that outputs a signal corresponding to the intake passage pressure P to the display 35 based on information on the atmospheric pressure AP.

Now, focusing on the intake passage pressure display process, the flow of the process performed in the controller 29 is briefly shown in FIG. 10. That is, in step C1 of FIG. 10, the air flow sensor 16,
Input each data from the rotation speed sensor 17, intake temperature sensor 18, and atmospheric pressure sensor 19, and proceed to the next step.
At C2, A/N is calculated from the intake air amount A and the engine rotation speed N, which have been corrected according to the intake air temperature T and atmospheric pressure AP.

This A/N is proportional to the density inside the intake passage 1 (density inside the manifold), and the density inside the intake passage 1 is proportional to the intake passage pressure (P/T), so if you know the A/N and the intake temperature T, , since the intake passage pressure P is also known,
Thereafter, in step C3, a drive signal (display signal) corresponding to the A/N having information on the intake passage pressure P as described above is output to the display meter 35. As a result, the intake passage pressure is displayed on the display meter 35. In this case, the signal output to the display meter 35 is a current signal, but may be a voltage signal.

Further, the controller 29 controls the intake passage pressure display control means M based on the signal from the inhibiting means M3.
4, it also has the function of a failure display control means M5 that outputs an idle sensor failure indication signal to the display 35.

Next, the flow of processing mainly performed by these idle sensor failure determination means J and failure display control means M5 is shown in FIG. 11.

First, data from various sensors and switches is input in step D1, and then in step D2.
Then, it is determined whether the flag S1 is 0 or not. If the idle switch 25 has never been turned on, as can be seen from FIG.
Since it remains at 0, if the idle switch 25 is not turned on after the ignition key switch 36 is turned on, the YES route is selected in step D2.

In this way, if it is determined YES in step D2, it is assumed that the idle switch 25 is malfunctioning, and in step D3, the malfunction display control means M5 takes priority over the intake passage pressure display control means M4. , a failure indication signal is output to the display 35, thereby causing the display meter 35 to display that the idle switch 25 is in failure.

As a method of indicating a failure, for example, the value indicated by the needle is set to a constant value regardless of the operating state. By continuing to point to a constant value in this way, a warning is given that the idle switch 25 is out of order.

If the result in step D2 is NO, that is, S1=1, then in step D4, the intake passage pressure display control means M4 causes the display 35 to display the normal intake passage pressure. The specific means are as described above.

The controller 29 also includes fuel supply control means that receives signals from the above-mentioned sensors and switches and outputs signals for supplying fuel to the electromagnetic fuel injection valves 9 and 10 in accordance with the operating state of the engine E; An ignition timing control means outputs an ignition timing control signal according to the operating state of the engine E, and a two-diaphragm pressure response device 7 is used to adjust the opening timing of the waste gate valve 6 in order to obtain different boost pressure characteristics. It also has the function of a wastegate valve control means that outputs a signal to the electromagnetic switching valve 24 to be controlled (this valve 24 has a return spring (not shown) for the valve body).

As mentioned above, A/N information has intake passage pressure information, so this is used as engine load information, and the engine operating state is detected from this information and engine speed information to control fuel supply, etc. is being carried out.

In other words, the air flow sensor 16, rotation speed sensor 17, intake air temperature sensor 18, and atmospheric pressure sensor 19 are not only used to display the intake passage pressure P, but are originally used for electronic fuel supply control. Therefore, an air flow sensor 16, rotation speed sensor 17, etc. are not newly provided to display the intake passage pressure.

In addition to the booth meter, the controller 29 can also be used as a display means for displaying failures.
For example, a speedometer, tachometer, etc. may be used.

Note that the reference numeral 37 in FIG. 1 indicates a battery.

Also, in FIG. 1, a line directly connected from the battery 37 to the controller 29 is connected to a backup memory within the controller 29.

〔Effect of the invention〕

As described in detail above, according to the engine intake air amount control device of the present invention, until the idle sensor detects the idle operating state of the engine, the additional intake air immediately after returning to idle from the dash pot, etc. Since the operation to maintain the engine speed is regulated, there is no problem that the high engine rotation state is maintained during idling, and there is an advantage that driving controllability can be greatly improved.

[Brief explanation of drawings]

The figures show an intake air amount control device for an engine as an embodiment of the present invention. Fig. 1 is its overall configuration, Fig. 2 is its main part configuration, and Figs. 3 to 7 are its functions. Graph to explain, No. 8
Figures 1 to 11 are flowcharts for explaining each action. DESCRIPTION OF SYMBOLS 1... Intake passage, 2... Exhaust passage, 3... Turbo charger, 4... Turbine, 5... Compressor, 6... Waste gate valve, 7... Pressure response device, 8... Intercooler, 9, 10... ...Electromagnetic fuel injection valve, 11... Throttle valve (intake air amount control valve), 11a... Shaft, 11c... Throttle lever, 11d... Throttle lever end,
12...actuator, 13...motor, 14
a... Worm, 14b... Worm wheel,
14c... Pipe shaft, 14d... Female threaded part, 15
. . . Rod as a stopper member, 15a . . . Male threaded portion, 15b . . . Long hole, 16 . Throttle sensor, 21...Water temperature sensor, 22... _O2 sensor, 23...Knock sensor, 24...Vehicle speed sensor, 25...Idle switch as idle sensor, 26...Cranking switch, 27...
... Crank angle sensor, 28 ... Motor position switch, 29 ... Controller, 30 ... Power transistor, 31 ... Catalytic converter, 3
2...Ignition coil, 33...Distributor, 34...Electromagnetic switching valve, 35...Display device, 35a...Needle type display section, 35b...Segment type display section, 36...Igniz Syon key switch, 37...Battery, E...Engine, M1
...Idle control means (first control means), M2...
...Dashpot control means (second control means), M
3...Prohibition means, M4...Control means for intake passage pressure display, M5...Control means for failure display.

Claims (1)

[Claims] 1. An intake air amount control valve provided in the intake passage of the engine, an actuator that controls the opening degree of the intake air amount control valve, an idle sensor that detects whether the engine is in an idling operating state, and an idling sensor that detects whether the engine is in an idling operating state. an idle control means for supplying an idle control signal for setting the valve opening to the actuator so that the engine speed becomes the target engine speed when the sensor detects the idle state; A non-idle control signal that supplies a non-idle control signal different from the idle control signal to the actuator during load operation so that the opening degree of the intake air amount control valve at the time of switching to the idle state is larger than the opening degree based on the idle control signal. a control means, and the idle sensor is in an idle operating state so that the opening degree of the intake air amount control valve continues to exceed the opening degree based on the idle control signal even after switching from the load operating state to the idle operating state. an idle return immediately after control means that temporarily supplies an idle return immediately control signal different from the idle control signal to the actuator when it detects that the idle sensor has switched to the idle operating state, and a history of the idle operation detected by the idle sensor. and a regulation that restricts the operation of the non-idling control means and the immediate-idle-return control means when there is no history of the idle sensor detecting an idling state based on the memory contents of the storage means. An engine intake air amount control device characterized by comprising means.