JPS59158346A - Control device for idling speed of engine - Google Patents

Abstract

PURPOSE:To maintain a proper engine speed in which the feed-back control of idling engine speed is carried out with the use of the detected opening degree of a throttle valve, by controlling the throttle valve in accordance with the temperature of the engine when no idle running condition is detected due to failure of an idle sensor, etc. CONSTITUTION:An actuator 4 comprising a motor 5 and gears 6a through 6d is provided to drive a throttle valve 2 in an intake air passage 1 for controlling the idling engine speed. A control device receives signals from an idle sensor 9, a throttle valve opening sensor 8, etc., and carries out feed-back control in accordance with the opening degree of the throttle valve under a fixed running condition upon idling. When no idle running condition is detected due to failure of the idle sensor 9, etc., the desired opening degree is computed in accordance with a signal from a water temperature sensor 11 to control the throttle valve, thereby the control of fast idle from the time of the cold engine condition may be made.

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. (idle speed control), and has also 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, with such conventional devices, if it is determined that the engine is not running at idle, especially if the sensor that detects that it is running at idle (idle sensor) has a poor contact or is disconnected, the engine There is a problem in that the opening degree of the throttle valve cannot be changed in accordance with the warm-up temperature of the engine, and as a result, the above-mentioned controls are not performed appropriately.

The present invention attempts to solve such problems, and when it is determined that the operation is not idling, that is, it is off-idling, the system determines whether the engine is operating at an off-idle or not, based on the temperature of the engine, such as the cooling water temperature. Engine idle control that enables high-speed idle control even when the engine is cold (when the engine is cold) and maintains an appropriate engine speed by adjusting the throttle opening. The purpose is to provide a rotation speed control device.

For this reason, the engine idle speed control device of the present invention has a throttle valve 111 provided in the engine intake passage.
An actuator that controls the engine speed, an idle sensor that detects that the throttle valve is in the idle operating state, and a rotational speed sensor that detects the engine rotational speed, and when the idle sensor detects the idle operating state. Under the set conditions, feedback control of the engine speed is performed based on the signal from the engine speed sensor, while under other set conditions when detecting the idling state, the signal from the throttle opening sensor is controlled. In order to perform pump feedback control of the throttle valve based on the signal, the sensor receives the detection signal from each of the sensors and outputs a first control signal based on the detection signal.
a first control means for outputting an output to the actuator;
A temperature sensor is installed to detect Ennon's temperature.''
1. When the idle sensor does not detect the idle operating state of the engine, a second control signal is generated based on the detection signal of the temperature sensor in order to control the opening of the throttle valve according to the enon temperature detected by the temperature sensor. An engine idle speed control device as an embodiment of the present invention will be described below with reference to the drawings. Figure 2 is a block diagram showing the control procedure, Figures 3 to 5, Figure 6 (a),
(b) and FIG. 7 are graphs for explaining the operation, and FIGS. E68 to 12 are flowcharts for explaining the operation.

As shown in the MJ diagram, a throttle valve 2 is disposed in an intake passage 1 of the engine E, and a shaft 2a of the throttle valve 2 is connected to a throttle lever 3 outside the intake passage 1.

Further, a wire is attached to an end 3a of the throttle lever 3 to rotate the throttle valve 2 in a clockwise direction (opening direction) in FIG. 1 via the throttle lever 3 when an accelerator pedal (not shown) is depressed. (not shown) is connected to the throttle valve 2, and is connected to the throttle valve 2 in the closing direction (
A return spring (not shown) is installed that exerts a force of 1, so that when the tension on the wire is weakened, the throttle valve 2 closes.

Incidentally, an actuator 4 is provided to control the opening degree of the throttle valve 2 during engine idling operation, and this actuator '1' 4 drives a DC motor (hereinafter simply referred to as "motor") 5 having a worm 6a on its rotating shaft. The ohm 6a outside the motor 5 is meshed with an annular ohm wheel 61.

This ohm wheel 61) is integrally provided with a pipe shaft 6c having a female threaded portion 6d.
[Yamaguchi of c] The rod 7 having a male threaded portion 7a that is screwed into the end portion 6d is connected to the ohm wheel 6b and the pipe shaft 6C.
It is installed through the

The tip of the rod 7 comes into contact with the end 3al of the brake lever 3 via an idle switch 9 serving as an idle sensor when the engine E is in an idling state.

Here, ゛? The idle switch 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 has a long hole 7b formed therein, into which a pin (not shown) on the actuator body side is guided, thereby preventing the rod 7 from rotating. It's getting messy.

In this way, the tip of the rod 7 is in contact with the engine E when it is in idle operation, so by rotating the motor 5 in a certain direction, the pipe shaft 6c is rotated via the ohm gear, and the rod 7 is rotated. 7 to actuator 4
When the rod 7 is protruded (advanced) from the opening, the throttle valve 2 is opened, the motor 5 is rotated in the opposite direction, and the rod 7 is retracted (backward) into the cutout 4, the throttle valve 2 is returned by the action of the spring. It can be removed by controlling it to close.

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

Furthermore, a water temperature sensor (temperature sensor) 11 that detects the cooling water temperature as the machine 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 that 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 13.

Further, a cranking switch 14 is provided as a cranking sensor for detecting the engine cranking state, and the cranking switch 14 is turned on (closed) when the starter motor is turned on, and turned off (closed) otherwise. This is a switch that opens).

And each sensor 8. , 9.11 to 14 and outputs a first control signal based on these signals to the motor 5 of the seven cutter units 4. This control unit 15 performs feedback control (idling) of the engine speed based on a signal from the rotational speed sensor 12 under a set condition (described later) when the idle operating state is detected by the idle switch 9 (idle switch on). speed control) while
Position feedback control of the throttle valve 2 is performed based on a signal from the throttle opening sensor 8 under another set condition II (described later) when the idle state is detected.

Here, the above-mentioned condition I 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) Vehicle speed is extremely low (e.g. 2,51++n/I
+ or less).

(3) The deviation of the actual engine rotation speed (actual rotation speed) NR from the target rotation speed NTW is within a predetermined range.

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

Moreover, the above-mentioned condition (2) refers to a condition in which the above-mentioned condition (2) is not satisfied, the engine is relatively unstable, and it is desired to perform feedback control quickly.

Note that even if any of the above conditions ILII is satisfied, the control unit 15 will not output if, for example, it is impossible to control the throttle opening to the maximum throttle opening or more, or if it is impossible to control the throttle opening to the maximum throttle opening or more.

This control unit 15 receives a detection signal from the water temperature sensor 11 and outputs a second control signal to the motor 5 of the actuator 4 based on this detection signal, thereby cooling the engine when the off-idle operating state of the engine E is detected. It also serves as a second control means for controlling the opening degree of the throttle valve 2 according to the water temperature.

Furthermore, 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, an engine rotation speed of around 600 rpm)
A motor position switch 10 is provided as a position sensor for detecting the position (reference position) of the rod 7. That is, 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. This on/off signal 4M- is inputted to the control unit 15.

Furthermore, as shown in FIG. 2, the control unit 15 receives input from each of the sensors 8 to 14, and operates in an engine stall mode 1 in which the engine E is in an inoperative state (excluding a state in preparation for an engine start). ．． Cranking mode (engine starting mode) and driving mode (''1
A control method for determining whether to perform engine stall mode (operation mode other than cranking mode) and whether to perform feedback control of the engine speed (idle speed 1ξ control) or position feedback control of the throttle valve 2. Then, according to the result of this determination, the drive time of the motor 5 (including determination of the rotation direction) can be calculated, and a control signal corresponding to this time can be output to the motor 5. There is.

The control by this control unit 15 will be explained below. First, the main 70-
As shown in FIG. 9, this main 70- is executed in principle in synchronization with the ignition pulse. Note that this main 70- is executed in synchronization with a pseudo 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).

In addition to the main routine represented by this main flow, several routines are prepared, including the routine represented by the engine stall processing flow (engine stall processing flow) as shown in Figure 10. Processing 70-(high-speed idle processing flow) at high-speed idle as shown in FIG. There is a routine idle switch off start, etc., which is expressed as an off-start processing flow), but all processing flows are executed in synchronization with a timer interrupt signal (50+ns quima interrupt signal) of a certain period (for example, 50m5). It has become.

Also, these 70- are executed in time division, and the 10th to 12th
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 O, and at A-1, the cooling water hW
T W , actual opening PR of throttle valve 2, engine E
Actual rotation speed NR, actual vehicle speed VR, on/off information from the idle switch 9 (Ha I SW, motor position switch 1., Oh- et al. on/off information hq s w , and on/off information C8W from the cranking switch 14 are read. It is done.

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 , it is determined whether the cranking switch 14 is on.

If the cranking speed inch 14 is on, take the YES route and set the actual rotation speed N-R<setting amount+ at A-4.
17 number N1 (1,00 revolutions or less) is determined.

If NR<N1, 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, the No route is taken, and in A-5 it is determined whether the actual rotation speed NR<set rotation speed N2 (less than 100 rotations and greater than N1), and if NR<N2, then A-5.
In step 5, the YES route is taken 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, the driving mode is determined (see A-11).

That is, when the cranking switch 14 is on, NR<N
l (<N2<N3), or when the cranking switch 14 is off and NR<N2, it is determined that the engine is in stall mode, and when the cranking switch 14 is on and N1≦NR<N3, It is determined to be cranking mode, and other than the above, it is determined to be driving mode. 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, flag processing is performed such that 81=1.

This process is a flag process related to the engine stall process flow shown in FIG. Furthermore, this engine stalling process 70-
This will be discussed later.

Also, if A7 is determined to be in cranking mode,
In A-9, S 1 =0. S 2 = O (this S 2
is set to 32=1 in the engine stall processing flow, and is processed to 7 (used for processing), and then A-1
0, the throttle valve target opening PTWC (this target opening changes depending on the cooling water temperature) during cranking is obtained from the cranking map by interpolation, and the Rensta P
An input to S is made.

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

Furthermore, if A-11 determines that the mode is running, 8-1
2, the throttle valve target opening PTWD and the engine target rotation speed NTW during driving are obtained from the driving map by interpolation and input into the renostars 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, A-1
4, it is determined whether the engine cooling water temperature as the engine temperature exceeds the set temperature for the first time. This set temperature is, for example, 0+10.20. There are multiple types available, and the set temperature is changed sequentially depending on the actual temperature. 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, the value of the register PS can be changed to continue accurate control.

Details will be described later.

For this reason, if the answer is No in A-14, the process of S320 is performed in A-15, and if the answer is YES, the process of S320 is performed.
At -16, processing 53-1 is performed.

After that, in A-17, it is determined whether the idle switch 9 is on, and if it is on, in 8-18, after 7 lag processing is performed such that 54=1,
-19, the actual opening PR is set to the RAM address PM.
is entered.

In A-20, the above condition 1. From II, it is determined whether idle speed control is OK (possible), and if possible, in A-29, ΔN2N5-
A calculation called NR is performed, and if it is impossible, in order to perform position feedback control, in A-21,
The calculation ΔP=PS−PR is performed.

Here, NS contains the target rotation speed NTW as described above, and PS contains the target opening degree PTWC' or PT music.

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

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

Furthermore, after the processing in A-22 and A-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 (A-2
3) is determined to be possible if, for example, ioO+ns has elapsed, otherwise it is determined to be impossible, and in the case of engine speed feedback control (A-31), it is determined that it is possible if ioO+ns has elapsed, and in the case of engine speed feedback control (A-31), it is determined that it is possible if ioO+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, 100m
Control is possible every 5 intervals, and with engine rotation speed feedback control, control is possible every 70 (bas) intervals.

After that, in A-24, A-25, and A-26, 52=1, 55=1, and 56=1, respectively, but what about that?
If both are NO, then ＼-27
, set ΔD to the motor drive timer and set ΔD to the motor drive timer.
At -28, the motor is driven until the timer reaches O.

As a result, in both the engine speed feedback control and the position feedbank control, the engine is controlled in a target state depending on 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, if the idleless inch 9 is off, the 8-
Taking the No route at 17, at A-32,
A determination is made whether PS>PR. If actual opening PR
If the target opening degree PS (PTWC, P"l'D) J:Q is also small, in 8-19, address P of RAM
PR is input to M, and thereafter the processing from A-20 to A-31 is performed as appropriate. This allows I) to control the actual opening to the target opening even if the idle switch 9 is malfunctioning and turned off and the actual opening is smaller than the target opening; It does not cause engine stall etc.

Further, if the actual opening degree PR is equal to or greater than the target opening degree 28 at A-32, it is determined whether the actual opening degree is 54-0 or not at A-33.

If the idle switch 9 has not been turned on at all due to a malfunction, etc., the process A-18 (the process to set S4=1) is not performed, so 54=O, and in this case,
At A-34, it is determined whether the cooling water temperature is lower than the water temperature during normal running (70 to 110°C), and if it is lower, a flag processing is performed at A-38 to set 55=1. . 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 or 54-0, if the cooling water temperature is higher than the water temperature during normal running, A-
At 35, it is determined whether 53=1.

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

In addition, if 53 = 0, that is, if the set temperature has not been exceeded for the first time (see A-14, A-1, and 5), 8-
At step 37, APPO3 processing is performed, whereby the motor 5 is not driven and the rod 7 maintains its current position.

In this way, A-8 (processing to set S1=1), A-
36 (processing to set S6=1), A-37 (processing to set ΔP=0), and A-38 (processing to set S5=1), and then return.

Note that the main 70- starts processing A-3 for each ignition pulse (including a pseudo pulse signal; the same applies hereinafter), and for one ignition pulse, A-1 is processed by the time the next ignition pulse is issued. The appropriate processing up to A-38 is performed only once, and after that, the processing is in a waiting state at the return processing.

That is, when a certain ignition pulse is input, the main 70-
Processing is performed only once, and a waiting state occurs at the return processing, and when the next ignition pulse is manually applied, A is restarted.
-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 reach the AD center, and in this case, the rod 7 will not be driven. Therefore, in reality, the position of the rod 7 is changed every several ignition pulses.

Next, the engine stalling process 70- 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. Note that when the predetermined time T0 has not elapsed, it is assumed that the engine is ready for starting, and cranking control is performed.

First, in )3-0, it is determined whether 51=1, but if the stall mode is determined in A-, 6 of the main 70-, in this case, 51=1 in A-8. Therefore, if this stall processing flow is started at this time, the YES route will be taken at B-0.

Then, at B-1, a count process of T = i' + 1 is performed, and at B-2, T > T O
The decision is made as to what is going on. Normally, this 'FO is set to a time sufficient to determine that the engine has stalled.

If T > T O, 87- in B-3
It is determined whether it is 1 or not. At first S'? = 0, so at B-4, after the processing to set it to 52-1 is performed, at B-5, the motor position switch 10IJ
'It is determined whether it is on or not.

Normally, the rod 7 is located in front of the motor position switch 10 to turn off the motor position switch 10, so in B-5, take the No route.
As a result, at B-7, the motor 5 is driven with the pulse width L1 to drive the rod 7 backward. The retreat width at this time is determined by the pulse width L1, and this width is set to be relatively large.

After processing B-7, the process returns and enters a waiting state, but
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. B~2゜B-3
+B-4+B-5+B-7 and return 50+ns
While repeating each step several times, the rod 7 retreats by a predetermined width. As the rod 7 moves backward in this way, when the motor position 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, the process at B-8 At , it is determined whether the motor position switch 10 is off.

In this case, the motor position switch 10 is on, so take the No route and set the pulse width L at B-9.
2 (<Ll), the motor 5 is driven 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, the motor position switch 10 is gradually moved forward by the opening/door every 50 m5.
When turned off, take the YES route at B-8,
In B-10, B-11, B-12, 51=
Processing is performed to set 0.52=O and 57=0.

At this time, the mouth/throat 7 makes a series of movements in which it first quickly retreats, then slowly moves forward a little and then stops.

This causes the rod 7 to stop, but this position is
This is the reference position of the actuator 4 corresponding to the reference opening degree of the 77 Torr valve 2. Therefore, even if a component of this device, such as the throttle opening sensor 8, is replaced later, the output from the throttle opening sensor 8 can be calibrated at the reference position described above. The engine speed can also be adjusted to a desired value by adjusting the idle screw, etc., 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 starting wall (which may be in the fit state), similarly to A-10, in B-13, the cranking map shows the The throttle valve target opening degree PTWC is determined by interpolation and inputted to the renostator PS.

The throttle opening characteristic thus obtained by the interpolation method is as shown in FIG. 3. Then, in B-14, it is determined whether the idle switch 9 is on. Since it is normally on, B-15
In step B-16, the actual opening PR is input to the address PM of RA IV4.

Furthermore, at B-17, the calculation ΔP=PS-PR is performed. Here, PS is the target opening P T W C
Contains.

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

Furthermore, after processing B-18, in B-19, AD
It is determined whether it is possible to set B-, that is, whether 100 ms has elapsed, if it is possible to set B-
20 determines whether 85=1, and if 55=0, B-
At step 21, .DELTA.1] is set in the motor drive timer, and at step B-22, the timer is driven until the timer reaches 0.

As a result, the throttle opening degree can be set at a desired position based on the engine temperature using Bonsion feedback control.

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

On the other hand, if PS>PR, in B-24, 54
= 0 or not, and if the idle switch 9 has not been turned on even once, it is S420, so B
-25, it is determined whether the cooling water temperature is lower than the water temperature during normal running.

If the cooling water temperature is lower than the water temperature during normal driving,
At B-27, a 7-go process (S5=1) for the idle switch-on start process 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, APPO2 processing is performed, 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, 8 is marked as ○ in B-10, so after that, No. is marked in B-0.
The process takes the route, performs a reset process to set T=O at B-28, and then returns.

In this way, according to the engine stall processing flow shown in FIG. 10, 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 moved to the motor position switch position (reference position). ) and then centered to the reference position. On the other hand, even if the key switch is in the ignition position, T after the key switch is turned on.

Cranking control is performed when the engine has not reached the start position or when the key switch is in the starter position.

Next, the high-speed idle processing flow 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 a disconnection, as shown in FIG. Each time the cooling water temperature as the engine temperature reaches 30°C...), the target opening degree PTWC or PTWD can be changed depending on the cooling water temperature, albeit roughly, to quickly warm up the engine E. 70-, which made it possible to complete the process.

That is, it is determined whether 86=1 in Yozu C-0, but if 83=1 in A-35 of the main flow, that is, when the cooling water temperature exceeds the set temperature for the first time, 56=1 in A-36. 1, so if the high-speed idle processing flow 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 0m5 timer interrupt signal is input.

If the YES route is taken at C-0, the calculation AP=PS-PM is performed at C-1.

Here, PS is the target opening degree, and PM is the target opening degree set in the previously executed process 70-.

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 or not AD can be set, that is, 100m5 has elapsed.If possible, in C-4, the RAM is P to address PM
S is input, AD is set in the motor drive timer at C-5, and the motor 5 is driven until the timer reaches O 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, C-1 to C-1 to
-6, the motor 5 is driven and the rod 7 is
The target opening degree is changed according to the cooling water temperature. As a result, even if the idle switch 9 fails, which makes idle speed control impossible, it is possible to start the engine when it is cold, and as the cooling water temperature increases as the engine temperature, high-speed idle control that does not cause the engine to stall becomes possible. It will become. Note that the reference numeral in FIG. 7 indicates the target opening characteristic corresponding to the characteristic in FIG. 3.4.

Here, the above-mentioned second process including this high-speed idle processing flow is explained.
A flowchart showing the action of the control means is shown in FIG. In other words, when the cooling water temperature as the engine temperature reaches a certain set water temperature for the first time, the idle switch 9
If it is off, the control when the idle switch is on is not performed, and the difference between the target opening according to the set water temperature and the target opening according to the previous set water temperature is calculated, and the opening corresponding to the difference is calculated. The adjustment is performed by driving the motor 5, and rapid adjustment to the idle opening according to each set water temperature is repeated, and the idle opening is adjusted so that an appropriate engine speed can be maintained. Adjustments are made at high speed.

Next, the idle switch off start processing flow shown in FIG. 12 will be explained. This flow is performed when the actual opening PR≧target opening 1)S and the cooling water temperature are applied when there is no history of the idle switch being turned on at all (this may be the case when the idle switch 9 has failed). 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, but under the above conditions (idle switch off, conditions where PR≧Ps and coolant temperature are low, hereinafter referred to as idle switch off start conditions). , A-38 in Figure 9
Since the process 55=1 is performed, 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 returned. It is in a waiting state until the next 50m5 timer interrupt signal is input.

After taking the YES route at D-0, it is determined whether 58=1 is true or not at D-1. Initially 58=0, but 4. In D-2, motor position switch 10
It is determined whether it is on or not.

Normally, since the motor position switch 1o is located in front of the motor position switch 1o and is in the OFF state, it is determined in D-3 that 89=1. At first, it is s920, so at D-17, motor 5 with pulse width L1
is driven to drive the rod 7 backward.

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

After processing D-17, it returns and the next 5'0+++
When the s timer interrupt signal is input, D-0 and D-1 are input again.
However, at this time, the main motor position switch 10 is turned off, and the rod 7 is further retreated through D-3 and D-i7 again. Thereafter, the rod 7 is moved backward in the same manner until the motor position switch 10 is turned on.

Then, when the soter position switch 10 is turned on,
In D-4, the process 58=1 is performed, and in D-5, it is determined whether the motor position switch 10 is off.

Since the switch 10 is on, at D-6, the motor 5 is driven with a pulse width L2 (<Ll) to drive the mouth/throat 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 process, the process returns and when the next 50m5 timer interrupt signal is input, the process continues with D-0, D-1, but in this case, D-4 is 8821. Therefore, in I)-1, a jump is made to 1]-5, and then processing of D-5 and D-6 is performed.

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

This causes the rod 7 to take the reference position. When the motor position switch 10 is turned off in this way, D
Take the YES route at -5 and 1), D 7+l:)
8+D -9, respectively 58=O, 59=
After the processing of 1,54=1 is performed, the calculation of JP=I) S - P O is performed in D-10. Here, PS is I] the opening degree, and PO is the standard opening degree at the hocho position of the Rondore.

After that, in D-11, input the value of PS to the address PN of the RAM, and in D-12, calculate the motor drive time ΔD from AP, and then set ΔD in 1)-13. It is determined whether or not the number of rooms has elapsed, and if the setting is not possible, the process returns and enters a waiting state. When the return is made in this way, the processing to set 39=1 has been done in D-8, so the next 50m5 timer interrupt signal is manually input l), D-
0,1)-1,D-2,D-3,D-](1;D-]
1, D-1, 2, D-1, and 3 are processed. Then, when 1.0 (') +os has elapsed and AD can be sent, ΔD is sent to the motor drive timer in D-14, and the timer continues until the timer reaches 0 in I)-15. Driving of the motor 5 takes place. As a result, even under idle switch off-start conditions, the rod 7 can be quickly returned to the reference position and then set to a predetermined target opening position using the link control to the engine feed valve. This ensures smooth startup and accurate control.

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

Therefore, the following engine operation is possible by the flows shown in FIGS. 9, 13, and 12.

In other words, even if the idle switch 9 is malfunctioning and remains in the OFF state, the engine E can be started by the switch 70 shown in FIG. 84 in D-9 of Figure 12. = 1, so the No route is selected in A-33 of Fig. 9. If it is 53-1, that is, if the set temperature is exceeded for the first time and you want to lower the target opening degree, A-3 is selected.
6, the throttle opening degree is reduced by a predetermined amount according to the flow shown in FIG.

Due to this 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 P S > P R, A-
Take the YES route at 32, then no\-19
~ Through the process of A-31, whether the actual opening degree PR or the target opening degree P
Adjusted to match S (see symbol d in Figure 7)
.

In this way, this device can not only perform carrot rotational speed feedback control or boss feedback control of the throttle valve 2, but also set the lower door to the reference position when the engine is not operating, and even when the idle switch 9 is out of order. It is possible to ensure a smooth start of the engine E, and to perform subsequent high-speed idle control (control that quickly completes warm-up by changing the entrance ronttle opening according to the cooling water temperature). It can be done.

The temperature sensor may be one that detects the temperature of the engine lubricating oil or the temperature of the engine wall or the vicinity, in addition to one that detects the water temperature.

Further, the present device can be applied to engines having a capletor type fuel supply system and engines having an injector type fuel supply system.

As described above in detail, 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 that detects the opening of the throttle valve. The sensor includes an idle sensor that detects that the engine is in an idle operating state, and a rotational speed sensor that detects the engine speed, and under the set conditions when the idle operating state is detected by the idle sensor, the above-mentioned Feedback control of the engine speed is performed based on the signal from the rotation speed sensor, while feedback control of the position of the throttle valve is performed using the signal from the throttle opening sensor under other set conditions at the time of detection of the idling state in 1. In order to perform the control, a first control means is provided which receives detection signals from each of the above-mentioned sensors and outputs a first control signal based on the detection signals to the above-mentioned actuator, and a temperature sensor is provided to detect the temperature of the engine. and to control the opening degree of the throttle valve according to the engine temperature detected by the temperature sensor when the idle sensor does not detect the idle operating state of the engine,
The simple configuration includes a second control means that outputs a second control signal to the actuator based on the detection signal of the temperature sensor, and if it is determined that the idle operation is not in progress, the idle sensor may fail. Even when the engine is cold, the throttle opening can be accurately and quickly controlled based on the engine temperature. This enables high-speed idle control even when the engine is cold, and as a result, the engine speed decreases. It has the advantage that it is properly held and does not cause runaway or stalling, and it also has the advantage of being able to start the Ennon when it is cold.

[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 12 are flowcharts for explaining the operation. 1. Ennon intake passage, 2. Throttle valve, 2a.
・Shaft, 3...Throttle lever, 3a...One end of throttle lever, 4...Actuator, 5...Motor, 6a
...Two ohms, 6b...Three ohms wheel, 6C...Pipe shaft, 6d...Female threaded part, 7...Rod, Ma...Male threaded part, 7b...Long size, 8...Throttle opening sensor,
9... Idle switch (idle sensor), 10...
Motor position switch (position sensor), 11
...Water temperature sensor (temperature sensor), 12..Revolution speed sensor, 13..Vehicle speed sensor, 14..Cranking switch (cranking sensor), 15..Control unit as first and second control hands 15t. ,E...Engine. Sub-Agent Patent Attorney Yoshihiko Iinuma Figure 4 Cooling water temperature ('c) - Figure 5 Cold water J1 water 7 items (0G) Figure 6 (a) Δρ (actual opening - target opening) Figure 6 (b) △N (actual rotation speed - eye tank: rotation speed) Figure 7 cold 1J1 7 items (0e') -

Claims (1)

[Claims] an actuator that controls the opening of a throttle valve provided in an engine intake passage; a throttle opening sensor that detects the opening of the throttle valve; and an idle sensor that detects that the engine is in an idling operating state; and a rotation speed sensor that detects the engine rotation speed, and performs feedback control of the engine rotation speed based on the signal from the rotation speed sensor under the set conditions when the idle operating state is detected by the idle sensor. 1. Under other set conditions at the time of detecting the idle operating state, the sensor receives detection signals from each of the above sensors in order to perform position feedback control of the throttle valve based on the signal from the throttle/torre opening sensor. is provided with a vJl control means for outputting a first control signal based on the detection signal to the actuator, and is provided with a temperature sensor for detecting the temperature of the ennon, so that when the idle sensor does not detect the idle operating state of the engine, In order to control the opening degree of the throttle valve according to the engine temperature detected by the temperature sensor, a second control means is provided for outputting a second control signal to the actuator based on the detection signal of the temperature sensor. An engine idle speed control device characterized by: