JPS59158342A - Control device for idling speed of engine - Google Patents

Abstract

PURPOSE:To enhance the degree of control accuracy, by providing such an arrangement that the feed-back control of engine speed is carried out under the constant running operation of the engine, but the feed-back control of opening degree of a throttle valve is carried out under the other specific running condition of the engine, and as well by providing a sensor for detecting the reference opening degree position of the throttle valve. CONSTITUTION:A throttle lever 3 is coupled to the shaft 2a of a throttle valve 2 disposed in an engin E intake-air passage 1. The rod 7 of an actuator 7 comprising a motor 5 and gears 6a through 6d, is abutted against the end 3a of the lever 3. A control device 15 receives signals from an idle switch 9, a throttle valve opening degree sensor 8, an engine speed sensor 11, etc., and carries out the feed-back control of engine speed under the stable running condition of the engine upon idling operation thereof, but does the feed-back control of opening degree of the throttle valve under the unstable running condition of the engine. Further, the signal from the throttle valve opening degree sensor 8 may be calibrated by the signal from a motor position sensor 10, thereby the degree of control accuracy may be enhanced.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device for controlling engine rotational speed (engine rotational speed) when an engine is in an idling operating state.

Conventionally, this type of engine idle speed control device detects the engine speed, throttle valve opening, etc., and performs feedback control of the engine speed under relatively stable conditions during idling operation. Proposal J has been proposed in which position feedback control of the throttle valve can be performed under conditions where relatively quick control is desired during idling operation.

However, in such conventional devices, when the component parts are replaced, it is not possible to calibrate the output from the sensor that detects the opening of the throttle valve (throttle opening sensor). Therefore, when parts are replaced in this way, there is a problem that control accuracy deteriorates.

The present invention aims to solve these problems, and even when the stolen parts are replaced, the engine speed can be adjusted accurately, and the output from the throttle opening sensor can be adjusted to the calibration plate. It is an object of the present invention to provide an engine idle speed control device that improves control accuracy by making it possible to perform the following functions.

Therefore, the engine idle speed control device of the present invention includes: an actuator that controls the opening of the throttle valve provided in the engine intake passage; and a throttle opening sensor that detects the opening of the throttle valve. The engine is equipped with an idle sensor that detects that the engine is in an idling operating state, and a rotational speed sensor that detects the engine speed. Feedbank control of the engine rotation speed is performed using signals from several sensors, while bojon feedbank control of the throttle valve is performed using signals from the opening sensor under other set conditions when the idling state is detected. In order to perform this, a control means is provided which receives the overflow signals from each of the above-mentioned sensors and outputs a control signal based on the detection signal to the above-mentioned actuator, and sets a relative reference mode for control based on the control means. To this end, the present invention is characterized in that a position sensor is provided for detecting the position of the actuator corresponding to the reference opening degree of the throttle valve.

The enon idle speed control device as an embodiment of the present invention will be explained below with reference to the drawings. Fig. 1 is a complete configuration diagram thereof, Fig. 2 is a block diagram showing its control procedure, and Figs. 3 to 5 , Figures 6(a), (b), and 7 are graphs for explaining the use thereof, @8-14
All figures are flowcharts for explaining the operation.

As shown in Figure ff'1, the intake passage 11 of engine E
A throttle valve 2 is provided here, and a valve 2a of the throttle valve 2 is connected to a throttle lever 3 outside the suction passage 1.

Furthermore, when an accelerator pedal (not shown) is depressed, the end 3a of the throttle lever 3 rotates the throttle valve 2 in the clockwise direction 1) in FIG. 1 via the throttle lever 3.
A wire (not shown) is connected to the throttle valve 2 to rotate it in the opening direction, and a return spring (not shown) is attached to the throttle valve 2 to bias it in the closing direction. When the tensile force of the wire 1 is weakened, the throttle valve 2 closes.

By the way, when the engine is running at idle! Gosuro 7) Leben 2
An actuator 11 is provided to control the opening degree of the motor.The actuator 4 is equipped with a DC motor (hereinafter simply referred to as "motor") 5 having a ohm 6a on its rotating shaft. The two ohms 6al are engaged with the annular two ohm wheels 613.

This ohm wheel 6b is integrally provided with a pipe shaft 6c having a female threaded portion 6d.
A rod 7 having a male threaded portion 7a screwed into a female threaded portion 6d is attached to the rod 7 passing through the ohm wheel 6b and the pipe shaft 6c.

The tip of the rod 7 comes into contact with the end 3al of the throttle lever 3 through an idleless inch 9 as an idle sensor when the engine E is in an idling operating state.

Here, the idle sensor 9 is a switch that is turned on (closed) when the engine is idling and turned off (open) at other times.

Note that the rod 7 is formed with an elongated hole 7b, and a pin (not shown) on the actuator body side is guided through the elongated hole 7b, thereby preventing the rod 7 from rotating. It is.

In this way, the tip of the front door is in contact with the engine E when it is in idle operation, so the motor 5
By rotating in a certain direction, the pipe shaft 6c is rotated i1g via the ohm gear, and the rod 7 is protruded (advanced) from the actuator 4, which opens the throttle valve 2 and rotates the motor 5 in the opposite direction. Then, when it is retracted (retracted) into the round door actuator 4,
The throttle valve 2 can be controlled to close by the action of a return spring.

Further, a throttle opening sensor 8 is provided that detects the opening degree of the throttle valve 2 (throttle opening degree), and the throttle opening sensor 8 uses a potentiometer or the like that generates a voltage proportional to the throttle opening degree. It will be done.

Furthermore, a water temperature sensor 11 that detects a cooling water temperature as a warm-up temperature of the engine E is provided, and a rotation speed sensor 12 that detects the engine rotation speed using an ignition pulse is provided.

Furthermore, a vehicle speed sensor 13 is provided for detecting the vehicle speed using a pulse signal having a frequency proportional to the vehicle speed,
As this vehicle speed sensor 13, a publicly known glue inch is used.

A cranking switch 14 is installed as a crack/king sensor to detect the engine cranking state, and this cranking switch 14 is turned on (closed) when the starter motor is turned on, and otherwise Off with (
This is a switch that opens).

Then, upon receiving the detection signals from each sensor 8, 9, 11~] 4, a control signal based on these signals is sent to the actuator 4.
A control unit 15 is provided as a control means for outputting output to the motor 5, and this control unit 15 is configured to operate according to a set condition (2) when the idle operating state is detected by the idle switch 9 (when the idle switch is turned on). (described later), the engine rotation speed is feedback controlled (idle speed control) based on the signal from the rotation speed sensor 12, while under other set conditions (described later) when the idle state is detected, the throttle Position feedback control of the throttle valve 2 is performed based on a signal from the opening sensor 8.

In this case, the above condition (2) 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 9 was turned from off to on.

(2) The vehicle speed is extremely low (for example, 2.51<+o/b or less) (3) Actual engine speed (actual speed)
The deviation of NR from the target rotational speed NTW is within a predetermined range.

(4) For vehicles equipped with a cooler, a predetermined period of time has elapsed after the cooler relay, etc. was switched in accordance with the cooler load.

Further, the above-mentioned condition (2) refers to a condition in which the above-mentioned condition I is not satisfied, the engine is relatively unstable, and rapid feedbank control is desired.

Note that even if either of the above conditions (1) or (2) is satisfied, the control unit 15 will not output an output if, for example, it is impossible to control the throttle opening below the minimum throttle opening or below the minimum throttle opening.

Furthermore, the position (reference position) of the rod 7 of the actuator 4 corresponding to the reference opening degree of the throttle valve 2 (this opening degree is set as a small opening degree corresponding to, for example, around 60 Orpm of engine rotation speed) is detected. A motor position switch 10 is provided as a position sensor. In other words, this motor position switch 10
is provided behind the rear end surface of the rod 7, and is configured to be on (closed) when the rod 7 is in the most retracted state, and off (open) at other times, and this on/off signal is It is designed to be input to the control unit 15.

Furthermore, as shown in FIG. 2, the control unit 15 receives input from each sensor 8 to 14 and operates in an engine stall mode [a mode in which the engine E is in an inactive state (excluding a state in which it is in preparation for starting the engine)]. , determines the cranking mode (engine starting mode) and driving mode (driving mode other than the engine stall mode and cranking mode mentioned above), and also performs feedback control of the engine speed (idle speed control) or changes the position of the throttle valve 2. The control method of whether or not to perform feed puncture control is determined, and then, according to the result of this determination, the drive time of the motor 5 (including determination of the rotation direction) is calculated, and a control signal corresponding to this time is sent to the motor. 5
It is now possible to output to.

The control by this control unit 15 will be explained below. First, the main 70-
is shown in FIG. 9, and this main 70- is executed in synchronization with the ignition pulse as an FX rule. Note that this main flow is executed in synchronization with a pulse signal such as a clock having a predetermined period when there is no ignition pulse, such as when the engine is not operating (when the engine is stalled).

-Mana, in addition to the main routine represented by this main flow, several routines are prepared, and these routines include the engine stall processing flow (engine processing flow) shown in Figure 10. The routine engine stall shown in Fig. 11, the routine fast idle shown in the processing flow at high-speed idle (high-speed idle processing flow) as shown in Fig. 11, and the processing flow starting at idle switch off as shown in Fig. 12 (
There is a routine idle switch/off start etc. represented by idle switch off start process 70-).
All processes 70- are executed in synchronization with a tie→interrupt signal (50+ns timer interrupt signal) of a certain period (for example, 50 m5).

In addition, these flows are executed in time division, and the 10th to 12th flows are
The processing flow shown in the figure is executed with priority over the main 70-.

Now, in the main flow shown in FIG. 9, initialization is first performed at A-0, and at A-1, the cooling water temperature T
w, the actual opening PR of the throttle valve 2, the actual rotation speed NR of the engine E, the actual speed VR, the on/off information ISW of the idle switch 9, the on/off information MSW of the motor position switch 1o, the cranking switch 14 On/off information C8W is read.

Then, in A-2, it is determined whether the actual engine rotation speed NR<the set rotation speed N3 (about several hundred rotations), and if NR<N3, the YES route is taken, and A-3
At this point, it is determined whether the cranking inch 14 is on.

If Cranking Inch 14 is on, YF3)
woto'), A-4, actual opening ttvJ & N R<
It is determined whether the set rotation speed N1 (100 rotations or less) is high.

If NR<Nl, it is determined that the engine is in stall mode (see A-6). Conversely, if NR<Nl, it is determined that the cranking mode (see A-7) is in effect.

On the other hand, when the cranking switch 14 is off, A-
3, take the No route, and at A-5, the actual rotation speed NR < the set rotation speed N2 (less than 100 rotations and greater than N1) is '1! If NR<N2, the YES route is taken in A-5, and the engine stall mode is determined in this case as well.

Note that if it is determined in A-2 that NR<N3 does not hold, or if it is determined that NR<N2 does not hold in A-5, it is determined that the mode is the driving mode (see l to -11).

That is, when the cranking switch 14 is on, NR<N
l (<N2<N, 3), or when the cranking switch 14 is off and NR<N2, the engine stall mode and '1! determined and cranking in 14
is on and N1≦NR<N3, the cranking mode is determined, and in any other case, the driving mode is determined. As a result, the driving mode includes not only normal driving but also idling.

Then, when it is determined that A-6 is in stall mode, A,
At -8, a flag processing of 81=1 is performed.

This process is a 7 rasog process related to the engine stall process flow shown in FIG. Note that this engine stall processing flow will be described later.

Also, if it is determined that A-7 is in cranking mode, A-7
-9, 51=0, 52=0 (this S2 is set to 82=1 in engine stall processing 70-, and f
After that, in A-10, the throttle valve target opening p 'r Vi' c (this target opening changes depending on the cooling water temperature) during cranking is performed in the cranking mode. It is determined by an interpolation method and input to the Renstar PS.

The throttle opening (target throttle valve opening)-cooling water temperature characteristic during cranking obtained by the interpolation method is shown in FIG. 3.

Furthermore, when it is determined that A-11 is in the driving mode, A-1
In step 2, the target throttle valve opening degree P T WD and target engine rotation speed NTW- during driving are obtained from the driving map by interpolation and input into registers PS and NS, and then in A-13, Similar to -9,
Processing is performed to set 51=0 and 52=O.

The throttle opening degree (target throttle valve opening degree)-cooling water temperature characteristic and the target rotation speed-cooling water temperature characteristic during running, which are obtained by the interpolation method in this way, are shown in FIGS. 4 and 5, respectively.

In addition, the processing of A-9, A-10 and A-12, A-1
In either case, there is no problem in which process 3 is performed first.

After processing A-10 or A-13, A71
4, it is determined whether the engine coolant temperature exceeds the set temperature for the first time. This set temperature is, for example, 0.1
0,20. A plurality of temperature settings are prepared such as . For example, when the actual temperature is 8°C, the set temperature is 10°C, and when the actual temperature becomes higher than 10°C, the set temperature is changed to 20°C.

This determination is made in order to ensure that even if the idle switch 9 is out of order, it is possible to continue accurate control by changing the value of the register PS.

Details will be described later.

For this reason, give A-14 a -1, and if it's No, it's 1.
-15, 1.53=0 processing is done, YES
If so, the process of 53=1 is performed in A-16.

After that, in A-17, it is determined whether the idle switch 9 is on, and if it is on, it is 1.
18, after the flagging processing power f is set to 54=1, the RAM address PMi is set to A-1'N.
The second actual opening degree PR is input.

Then, in A-20, it is determined whether the idle speed control is OK (possible) or "force" under the conditions (1) and (2) described above, and if possible, A-29f 1, Δ
The calculation N=NS-NR is performed, and even if it is impossible (K
, A-2 to perform position feedback control.
1, the calculation AP=PS-PR is performed.

Here, NS has the target rotational speed NTWIJ' as described above.
The target opening PTWC or PTli is set in the PS.
Contains ID.

After the calculations in A-21 and A-29, the driving time ΔD of the motor 5 is calculated from ΔP or ΔN in A-22 and A-30, respectively.

Here, examples of the ΔP-ΔD characteristic and the ΔN-ΔD characteristic are shown in @6(,) and 6(b).

Furthermore, after processing A-22, A, and -30, it is determined in A-23 and A-31 whether or not it is possible to set ΔD, respectively.

Here, in the case of position feedback control (8-2
3) is determined to be possible if, for example, 100m5 has elapsed, otherwise it is determined to be impossible, and in the case of engine rotation speed feedback control (A-31), it is determined that it is possible if a longer time than the above case, for example, 700+ns has elapsed. It is judged that it is possible if it is, and it is judged that it is impossible if it is not.

In other words, in position feedback control, 100b
+sn+'+wA control possible, engine speed QL
With numerical feedback control, control can be performed every 700 m5 intervals.

Thereafter, in A-24, A-25, and A-26, it is determined whether 52=1', 55=1, and 56=1, respectively. If all are No, then in A-27, Set ΔD in the motor drive timer, A-2
At 8, the motor is driven until the timer reaches zero.

As a result, in both the engine rotational speed feedback control and the position feedback control, the engine is controlled in a target state according to the cooling water temperature and the like. In other words, the engine idle speed can be controlled to the optimum state.

Note that if YES in any of A-24, A-25, and A-26, the process returns without performing motor drive control.

By the way, when the idle switch 9 is off, A-1
7, take the NO length route, and at A-32, P
A determination is made as to whether S>PR. If the actual opening degree PR is smaller than the target opening degree PS (PTWC, PTWD), in A-19, PR is input to the RAM address PM, and from then on, the processes from A-20 to A-31 are performed as appropriate. I'm sexually abused. As a result, even if the idle switch 9 is malfunctioning and turned off, even if the actual opening is smaller than the target opening, the actual opening can be controlled to the target opening to prevent engine stalling, etc. It never invites.

Further, if the actual opening degree pR is equal to or greater than the target opening degree PS at A-32, it is determined at A-33 whether 54=0.

If idle switch 9 has not been turned on even once due to a malfunction, what should I do with A-18? (S/1.=
1) is not taken, so 54=0. In this case, in A-34, it is determined whether the cooling water temperature is lower than the water temperature (70 to 110°C) during normal driving, and if If lower, 55=1 in A-38
7 rung processing is performed. This process is a flag process related to the idle switch off start process flow shown in FIG. Note that this idle switch off start processing flow will be described later.

In the case of 54-1, the first value is 54-0, but the cooling water temperature is higher than the water temperature during normal running.In case 1, in A-35, whether 53 = 1 or not! l! I+ is determined.

If 53=1, that is, the set temperature is exceeded for the first time (A
-14, A-'16), A-36 at 0, 56-
A flag of 1 is processed. This process is a flagging process related to the high-speed idle process flow shown in FIG. Note that this high-speed idle processing flow ν) will be described later.

In addition, if S 3 = O, that is, if the set temperature has not been exceeded for the first time (see A-14, A-15), A
-37, processing is performed to make ΔP-0, which is 1
I) The motor 5 is not driven, and the mouth/endoma maintains its current position.

In this way, A-8 (processing to set 3,1=1), A
-36 (processing to set S6=1), A-37 (processing to set Δp=o), and A-38 (processing to set S5=1), and then return.

Note that the main 70- starts processing A-1 for each ignition pulse (including pseudo-pulse signals, hereinafter referred to as "interval"), and for one ignition pulse, A-1 is processed by the time the next ignition pulse is issued. Appropriate processes from 1 to A-38 are performed only once, and thereafter the process is in a waiting state at the return process.

In other words, when a certain ignition pulse is input, the processing power of the main flow is executed four times, a waiting state occurs at the return process, and when the next ignition pulse is input, A is executed again.
-1 processing starts and waits at the return processing.

The same process is repeated thereafter.

Therefore, even if a certain ignition pulse is input, it may not be possible to set ΔD, and in this case, the rod 7 will not be driven. Therefore, the position of the rondo is actually changed every few ignition pulses.

Next, the engine stall processing flow shown in FIG. 10 will be explained.

This flow is a flow in which, after the engine key is turned on, when the key is held in the ignition position for a certain period of time TO or more, the rod 7 is moved back to the reference position. It should be noted that if the predetermined period of time TO has not elapsed, it is assumed that the engine is ready to start, and cranking control is performed.

First, at B-0, it is determined whether 51=1, but if it is determined that the engine stall mode is at A-6 of the main 70-, in this case, it is at A-8), and S1. =
1, so when this stall processing flow is started next, the YES route will be taken for B-0 (5).

Then, in B-1, count process 1 where T=T+1
The calculation is made, and B-21 and 2 are determined to be T>TO or C. Normally, this TO is set to a time sufficient for determining that

If T > T O, it is in B-3 and 1te87
It is determined whether the value is -1. Initially, 57=0, so at B-4, processing is performed to set 52=1, and then at B-5, it is determined whether the motor position switch ./'0 is on.

Normally, the rod 7 is located in front of the motor position switch 10 (1) and turns off this motor position switch 1), so in B-5, NotL-) is selected, and with this 1) B-7 At this time, the motor 5 is driven with a pulse width L1 to drive the rod 7 backward. The retreat width at this time is determined by the pulse width L1, which is set relatively large.

After processing B-7, it returns and goes into a waiting state.
B-0 is processed again by the next 50m5 timer interrupt signal. When the engine is stalled and the motor position switch 10 is off, B-0, B-1, 8-2°B-3
, B-4, B-5, B-7 and return for 50+ns
Repeating each step several times, Rondore retreats by a predetermined width. As the rod 7 moves backward in this way, when the motor motion switch 10 is turned on, the route switches to YES at B-5, and after the process of 57=1 is performed at B-6, B- In No. 8, the motor position switch 1o is turned on because the motor position switch 10 is on.
Taking the route, at B-9, pulse width L2 (<Ll
) to drive the motor 5 to drive the rod 7 forward.

The forward width at this time is determined by the pulse width L2, which is set relatively small.

After processing B-9, the process returns to a waiting state, but the next 50m5 timer interrupt signal causes B-0 to be processed again, but in this case, 87=1 is set in B-6, so , B-3 jumps to B-8, and then B-9 is processed.

In this way, as the rod 7 gradually advances every 50m5, when the motor position switch 10 is turned off, the YES route is taken at B-8, and the
-10, B-11, B-12, 51=0 one after another
．． Processing is performed to set 52=0 and 57==O.

At this time, the rod 7 first moves backward quickly, then slowly moves forward a little and then stops.This causes the rod 7 to stop, and this position corresponds to the reference opening of the throttle valve 2. This becomes the reference position of the actuator 4. Therefore, even if components of the external water system, such as the throttle opening sensor 8, are replaced later, the output from the throttle opening sensor 8 can be calibrated at the above reference position, and the idle screw It is also possible to adjust the engine speed to a desired value by adjusting the above, without causing a decrease in control accuracy.

By the way, in B-2 of Fig. 10, if T>TO is not true, that is, if the engine may be ready to start, then in B-13, as in A-10, the throttle valve target during cranking is determined from the cranking map. Opening degree P
TWC is determined by interpolation and input into register PS.

The throttle opening characteristic thus obtained by the interpolation method is as shown in FIG.

Then, in B-14, it is determined whether the idle switch 9 is on. Since it is normally on, B-15
54=1 processing is performed, and then B-16E
Then, the actual opening PR is input to the address PM of the RAM.

Further, at B-17, the calculation AP=PS-PR is performed. Here, PS contains the target opening degree PTWC.

After the calculation of B-17, in B-18, ΔP
The driving time ΔD of the motor 5 is calculated from .

Furthermore, after the treatment of B-18, in B-19, ΔD
It is determined whether it is possible to set B-2, that is, whether 100m5 has elapsed, and if it is possible to set B-2.
0, it is determined whether 85=1, and if 55=0, B-2
At step 1, ΔD is set in the motor drive timer, and at step B-22, the motor is driven until this timer reaches zero.

Thereby, when starting the engine, the throttle opening degree can be set to a desired position by position feedback control.

By the way, if the idle switch 9 is malfunctioning, the No route is taken at B-14, but after that, at B-23, a comparison is made between the target opening degree PS>actual opening degree PR, and PS> If it is PR, processes B-16 to B-22 are performed in order to set the actual opening to the target opening.

On the other hand, in B-24 where PS>PR is not true, 54=
It is determined whether the idle switch 9 is 0 or not, and if the idle switch 9
If it is not on, 54=0, so B-2
In step 5, it is determined whether the cooling water temperature is lower than the water temperature during normal driving.

If the cooling water temperature is lower than the water temperature during normal driving,
At B-27, flag processing (S5=1) for the idle switch off start processing flow is performed.

In addition, if it is determined that 54=1 in B-24, or if the cooling water temperature is higher than the water temperature during normal driving, B-24
At step 26, processing is performed to set ΔP=0, in which case the motor 5 is not driven and the rod 7 maintains its current position.

Also, when the rod 7 is at the reference position, the outside will be marked as 8 in B-10, so after that, it will be No. in B-0.
The process takes the route, performs a reset process to set T=0 at B-28, and then returns.

Here, approximately 70- of the engine stall processing flow shown in FIG. 10 is shown in FIG. 8. That is, if the key switch is on but not in the starter position (in the ignition position) for 10 seconds or more, the rod 7 is driven backward to the motor position switch position and set at the reference position.

On the other hand, even if the key switch is in the ignition position, if To has not elapsed after the key switch is turned on,
When the key switch is in the starter position, cranking control is performed.

Next, the high-speed idle processing 70- shown in FIG. 11 will be explained. This flow continues even when the idle switch 9 remains off due to a failure such as a poor contact or disconnection, as shown in FIG. This is a flow in which the target opening degree PTWC or PTWD can be changed depending on the cooling water temperature, albeit roughly, each time the cooling water temperature reaches 30°C...).

That is, first, it is determined whether 86=1 in C-0, but if 33=1 in A-35 of the main 70-, that is, if the cooling water temperature exceeds the set temperature for the first time, then in A-36, 56=1. 1, so if the high-speed idle processing 70- is started at this time, Y at C-0.
Take the ES route. On the other hand, if the situation is not like the above, take the No route, return immediately after that, and proceed to the next 5
It is in a waiting state until the 010s timer interrupt signal is input.

If the YES route is taken at C-O, the calculation AP=PS-PM is performed at C-1.

Here, PS is the target opening degree, and PM is the previous target opening degree.

Then, in C-2, the opening ΔD when the motor is driven is calculated from the AP, and in C-3, it is determined whether ΔD can be set, that is, whether 100 m5 has elapsed, and if possible, in C-4, the RAM Address PM to P
S is input, ΔD is set in the motor drive timer at C-5, and the motor 5 is driven until the timer reaches 0 at C-6.

Thereafter, in C-7, the process returns with 56=0 and enters a waiting state until the next 50m5 timer interrupt signal is input.

That is, in the flow shown in FIG. 11, even if the idle switch 9 is broken and remains off, it is rough as shown by the symbol a in FIG.
By the process of C-6, the motor 5 is driven and the rod 7 is removed by changing the target opening degree according to the cooling water temperature. As a result, even in the event of a failure of the idle switch 9, which makes it impossible to control the idle speed, it is possible to start the engine when it is cold, and as the cooling water temperature increases by 1, it is possible to control the idle at a high speed that does not cause the engine to stall. be. Note that the numbers in the fJS7 diagram are 3rd,
The target opening characteristic corresponding to the characteristic in Fig. 4 is shown.

Next, the idle switch on start processing flow shown in FIG. 12 will be explained. This flow shows that in a case where there is no history of the idle switch being turned on at all (it is possible that the idle switch 9 has failed), the emergency opening degree PR≧the target opening degree PS and the cooling water temperature is This flow allows engine E to be started reliably even when the engine temperature is low.

That is, in this flow, first at D-0, 55
1. Condition 1 (This refers to the condition that the idle switch is off, PR≧PS, and the cooling water temperature is low; hereinafter referred to as the idle switch early start condition.) Below, A-3 in Figure 9
8, the process of 55=1 is performed, so under this idle switch off start condition, the YES route is taken at D-0, and on the other hand, if the above idle switch off start condition is not satisfied, the No route is taken. It returns and enters a waiting state until the next 50IlIS timer interrupt signal is input.

After taking the YES route at D-0, it is determined at D-1 whether 88=1. At first, it is S820, so in I)-2, motor position switch 1
It is determined whether 0 is on.

Normally, the rod 7 is located in front of the motor position switch 10 and is turned off, so it is determined in D-3 whether 89=1. Initially, 59=0, so at D-17, the motor 5 is driven with the pulse width L1 to drive the rod 7 backward.

This pulse width L1 is set relatively large as described above.

After the processing of D-17, the process returns, and when the next 50+ns timer interrupt signal is input, the processing of D-0 and D-1 is performed again, but at this time, the motor position switch 10 is still off. If so, the rod 7 is further retreated through D-3 and D-17 again. Thereafter, the rod 7 is moved backward when the motor position switch 10 is turned on in the same manner.

Then, when the motor position switch 10 is turned on,
In D-4, the process 58=1 is performed, and in D-5, it is determined whether or not the motor position switch 10 is off;
0 is on, so at D-6, the pulse width L2(
<Ll) to drive the motor 5 and drive the rod 7 forward. Here, since the pulse width L2 is set to be relatively small, the degree of advancement of the rod 7 is small.

After this processing, the retardation is carried out, and when the next 50m5 timer interrupt signal is input, the processing that continues with D=0.D-1 is performed again, but in this case, D-4 is 88-1. Therefore, at D-1, a jump is made to I)-5, and then processing at D-5 and D-6 is performed.

In this way, as the rod 7 gradually moves forward, the motor position switch 10 is turned off.

This causes the rod 7 to take the reference position. When the motor position switch 10 is turned off in this way, D
-5, take YES route, D-'LD-8+D
-9, 58=O, 59=1, 54=1 respectively
After the processing is performed, in D-10, AP=p
An operation s-po is performed. Here, PS is the target opening degree, and PO is the reference opening degree at the standard position of the rod 7.

After that, in D-11, the RAM address PM
Input the value of PS, and in D-12, calculate the opening ΔD when the motor is driven from ΔP. In D-13, it is determined whether it is possible to set ΔD, that is, whether 100m5 has elapsed. , if it cannot be set, it returns and enters a waiting state. When returned like this,
Since the processing to set 59=1 has been performed in D-8, the input of the next 5On+s timer interrupt signal causes I)-
0, D-1, D-2, D-3, D-10, D-11, D
-12, processing leading to D-13 is performed. and 100
When m5 has elapsed and ΔD can be set, D-14
, set ΔD in the motor drive timer, and
-15, the mokota 5 is driven until the timer reaches O. As a result, even under the idle switch off-start condition, the rod 7 can be quickly returned to the reference position and then set to a predetermined target opening position using position feedback control.
smooth start-up and accurate control are ensured.

In addition, after the process of D-15, in D-16, 55
= 0, and as a result, this flow repeats D-0 and return every 50 m5.

Therefore, the following engine operation is possible according to the flows shown in FIGS. 9, 11, and 12. In other words, even if the idle switch 9 is malfunctioning and remains off, the engine E can be started according to the flow shown in FIG. Since processing is performed to set 34 = 1 in D-9 of Figure 9, the NO route is selected in A-33 of Fig. 9, and if S321 is selected, that is, the set temperature is exceeded for the first time and the target opening degree is to be lowered. In this case, the throttle opening degree is reduced by a predetermined amount according to the flow shown in FIG. 11 following the process of A-36.

At this time, due to overshoot, the actual opening PR changes to the target opening P.
Although it is usually less than S (see symbol C in Figure 7),
In this way, when PS>PR, the YES route is taken at A-32 in Figure 9, and then A-19 to A-31.
Through the process, the actual opening PR is adjusted to match the target opening PS (see symbol d in Figure 7).

In this way, this device can not only perform engine speed feedback control or position feedback control of the throttle valve 2, but also set the rod 7 to the reference position when the engine is not operating.
to ensure smooth starting of engine E even in the event of a failure,
After that, high-speed idle control is performed, and the system also has the following fail-safe functions. In other words, if the front throttle opening sensor 8 is malfunctioning (the throttle opening sensor output is almost 0), even if the motor 5 is driven forward, the throttle opening sensor output is still 0, so the control may go out of control. In such a case, the motor 5 is driven to move the rod 7 back to the motor position switch position (reference position), and thereafter the motor 5 is not driven at all to provide a fail-safe function. . The flow is shown in Fig. 13. In this flow, first, in E-Q, A--
Read almost the same input as 1.

Then, at E-1, the throttle opening sensor output (
Actual opening) PR is compared with a small value Pm1n that is close to 0, and if PR < Pm1n, that is, if the front lever opening sensor output is malfunctioning and is almost 0, then in E-2, 510 It is determined whether or not =1.

Since S10=O at first, it is determined in E-3 whether the motor position switch 10 is on.

Normally, the rod 7 is located in front of the motor motion switch 10 and is turned off, so at E-7, the motor 5 is driven with a pulse width L1 to drive the rod 7 backward.

As mentioned above, this pulse width L1 is set to be relatively large.

After the processing of E-7, the process returns, and by inputting the next ignition pulse signal, E-0. Processes E-1, 13-2 are performed, but if the motor position switch 10 is still off at this time, the front door is moved further backward through E-3 and E-7 again. Thereafter, the rod 7 is moved backward in the same manner until the motor position switch 10 is turned on.

Then, when the motor position switch 10 is turned on,
In E-4, the process 510=1 is performed, and E-5
At this time, it is determined whether the motor position switch 10 is off or not. At this time, since the motor position switch 10 (± is on), E-6 (here, the motor 5 is turned on with a pulse width L2 (<Ll,) Drive rod 7
drive forward. Here, since the pulse width L2 is set to be relatively small, the degree of advancement of the rod 7 is small. After this process, the process is returned and the next ignition pulse signal is input, and the process continues with E-0, E-1, but in this case, since 310=1 in E-4, E- At step 2, the signal jumps to E-5, and then E-5 and E-6 are processed.

In this way, as the rod 7 gradually moves forward, the motor position switch 10 is turned off.

This causes the rod 7 to take the reference position. In this manner, when the motor position switch 10 is turned off and the rod 7 assumes the reference position, processing is performed such that the front door is not driven at all thereafter.

Note that if the throttle opening sensor 8 is normal, E
-1, we will take the No route, so after that E-7
' performs a reset process to set 310=0, and performs position feedback control as detailed above, that is, control that sequentially performs the processes shown in E-8, E-9, E-10, and E-11. This makes it possible to control the idle speed optimally depending on the engine operating condition.

By the way, as an example of such a failsafe function,
A configuration as shown in FIG. 14 is also conceivable. That is, in the flow shown in FIG. 114, if the throttle opening sensor 8 fails, the position feed ratio control is abandoned, but the engine speed feedback control is made possible. This flow will be briefly explained. In this flow, first, at F-0, almost the same input as that in FIG. 9 A-1 is read.

Then, in E-1, it is determined whether the mode is cranking (starting) mode or running mode (including the engine idling state), and if it is in cranking mode, F-
After the process of 2, a determination is made at F-4 as to whether anticipation control (F-6) or position feedback control (F=7) is to be performed.

Also, if it is in driving mode, after processing F-3, F
At -5, it is determined whether the prospective control (F-8) is the engine speed feedback control (F-9) or the position feedback control (F-7).

Here, prospective control refers to the following control. That is, under certain operating conditions of the engine, e.g.
If the throttle valve opening is suddenly closed, the rod 7 is moved forward in advance to a certain position (the throttle opening corresponding to this position is called the dashpot opening) in order to gradually reduce the throttle valve opening. This refers to control in which the dashpot opening is gradually decreased from the dashpot opening to the desired opening due to the sudden closing of the throttle valve 1). be.

If the control method is determined to be prospective control or position feedback control (F-6 to F-8), F-10
, the throttle opening sensor output (actual opening) PR is compared with a small value Pm1n close to 0, and if PR<
If Pm1n, that is, if the throttle opening sensor output is malfunctioning and approximately O, then in F-11, S11. It is determined 1111 whether or not =1. Initially, Sl is 0, so it is determined in F-12 whether the motor motion switch 10 is on.

Normally, the rod 7 is located in front of the motor motion switch 10 and is turned off, so if F-13t is set, the motor 5 is driven with the pulse width L1. b to drive the rod 7 backward.

This pulse width L1 is set relatively large as described above.

After the processing of F-13, the process returns, and the next ignition pulse signal is input, and the appropriate processing from F-0 to F-11 is performed again, but at this time, the motor position switch 10 is still off. If so, again F −12, F −1
3, the rod 7 is further retracted. Thereafter, in the same manner, the rod 7 is turned on until the motor position switch 10 is turned on.
to retreat.

Then, when the motor position switch 10 is turned on,
In F-14, the process 31.1 = 1 is performed, and in F-15, it is determined whether the motor position switch 10 is off, but since the motor position switch 10 is on at this time, in F-16 ,
Drive the motor 5 with a pulse width L2 (<Ll) to
/ Drive the door forward. Here, since the pulse width L2 is set to be relatively small, the degree of advancement of the rod 7 is small. After this processing, the return is made and the next ignition pulse signal is input, and the appropriate processing continues from F-0 to F-11 again, but in this case, 311 = 1 in F-14, so , F-11 jumps to F-15, and then F-15 and F-16 are processed.

In this way, as the rod 7 gradually moves forward, the motor position switch 10 is turned off.

This causes the rod 7 to take the reference position. In this manner, when the motor position switch 10 is turned off and the rod 7 assumes the reference position, processing is performed such that the rod 7 is not driven at all thereafter.

Note that if the throttle opening sensor 8 is normal, F
-10, we will take the No route, so after that F-
At step 17, a reset process is performed to set 811=O, and the control described in detail above, that is, the process shown in F-18 and F-19 is performed in sequence, thereby changing the engine operating state. It is possible to control the idle speed optimally according to the

In addition, the control method is rotation speed feed puncture control (F-9)
If it is determined that this is the case, then the processing of F-18+F-19 is performed regardless of the output state of the throttle opening sensor 8. In other words, idle speed control is implemented.

In this way, in the flow shown in FIG. 14, even if the throttle opening sensor 8 fails, the engine speed feedback control is guaranteed.

Note that in FIGS. 13 and 14, after the start, initialization processing is performed to set SI O=O and Sl 1=0. When the engine key is on, the flow process is started repeatedly from E-0 and F-0 each time an ignition pulse signal is input.

Furthermore, the present device can be applied to both engines having a carburetor type fuel supply system and engines having an innoecta type fuel supply system.

As described in detail above, the engine idle speed control device of the present invention includes an actuator that controls the opening degree of the throttle valve provided in the engine intake passage, and a slot 7) that detects the opening degree of the throttle valve. The engine is equipped with an opening sensor, an idle sensor that detects that the engine is in an idle operating state, and a rotational speed sensor that detects the engine speed. Under the conditions ``1
Feedback control of the engine rotational speed is performed using the signal from the rotational speed sensor, and position feedback control of the throttle valve is performed using the signal from the opening sensor under the conditions set at the time of the detection of the idling state. In order to achieve this, a control means is provided which receives detection signals from each of the above-mentioned sensors and outputs a control signal based on the detection signal to the above-mentioned actuator, and in order to set a relative reference mode for control based on the control means. With a simple configuration in which a position sensor is provided to detect the position of the actuator corresponding to the reference opening degree of the throttle valve, even if the component is replaced,
The engine speed can be adjusted accurately and the output from the throttle opening sensor can be calibrated, which has the advantage of easily improving control accuracy.

In addition, the above-mentioned caliper adjustment can be easily adjusted so that it can be performed only when the engine is not running.In this way, the negative effects of adjusting the caliper plate while the engine is running, such as the engine rotational speed, can be easily adjusted. It is possible to prevent a sudden drop in the amount of water and, in turn, to prevent adverse effects such as en-non-stop.

[Brief explanation of drawings]

The figures show an engine idle speed control device as an embodiment of the present invention.
The figure is a block diagram showing the control procedure, FIGS. 3 to 5. FIGS. 6(a), (b) and 7 are graphs for explaining the operation, and FIGS. 8 to 14 are flowcharts for explaining the operation. 1. Engine intake passage, 2. Throttle valve, 2a.
・Pongee, 3. Throat lever 13a, slot, one end of the throttle lever, 4. Actuator, 5. Motor,
6a...one ohm, 6b...one ohm wheel, 6c...
・Pipe shaft, 6d..Female thread part, 7..Rod, 7a.
・Male thread part, 7b...Elongated hole, 8...Throttle opening sensor, 9...Idle switch (idle sensor), 10
・・Motor position switch (position sensor)
, 11... Water temperature sensor, 12... Rotation speed sensor, 13...
・Vehicle speed sensor, 14...Cranking switch (crank,
(linking sensor), 15... control unit as control means, Eφ-engine. Sub-Agent Patent Attorney Yoshihiko Iinuma Fig. 2 115 Fig. 3 Cooling water temperature (OC) - Fig. 4 7 items of cooling water (0C) → Fig. 5 Me9 A (0c) - Fig. 6 (0 ) △P (actual opening tS--g village opening 78) Fig. 6 (b) △N (actual rotation speed - target rotation speed) Fig. 7 Cooling water, 'fjl, (oc) - Fig. 8

Claims (1)

[Claims] An actuator that controls the opening of a throttle valve provided in the engine intake passage, a throttle opening sensor that detects the opening of the throttle valve, an idle sensor that detects that the engine is in an idling state, and an engine rotation and a rotation speed sensor that detects the engine speed, and under the set conditions when the idle operation state is detected by the idle sensor, feedback control of the engine rotation speed is performed based on the signal from the rotation speed sensor. Under other set conditions at the time of state detection, in order to perform position feedback control of the throttle valve based on the signal from the throttle opening sensor, the controller receives the detection signals from each of the sensors and performs control based on the detection signal. The control means is provided with a control means for outputting a signal to the actuator and the actuator, and the position detects the position of the actuator corresponding to the reference opening degree of the throttle valve in order to set a relative reference mode when performing control based on the control means. An engine idle speed control device characterized by being provided with a rotation sensor.