JPS59226248A - Apparatus for controlling idling speed of engine - Google Patents

Apparatus for controlling idling speed of engine

Info

Publication number
JPS59226248A
JPS59226248A JP10044983A JP10044983A JPS59226248A JP S59226248 A JPS59226248 A JP S59226248A JP 10044983 A JP10044983 A JP 10044983A JP 10044983 A JP10044983 A JP 10044983A JP S59226248 A JPS59226248 A JP S59226248A
Authority
JP
Japan
Prior art keywords
control
engine
speed
rotation speed
correction value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP10044983A
Other languages
Japanese (ja)
Inventor
Manabu Arima
学 有馬
Akira Takai
高井　明
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP10044983A priority Critical patent/JPS59226248A/en
Publication of JPS59226248A publication Critical patent/JPS59226248A/en
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/005—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle by-pass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
    • F02D2011/102—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

PURPOSE:To increase the speed at which the engine speed is converged to an aimed ilding speed, by setting the control gain for determining a feedback correction value at the time when the engine speed is higher than the aimed idling speed at a greater value than that at the time when the engine speed is lower than the aimed idling speed. CONSTITUTION:A control valve 48 is provided in a by-pass passage 46 which is disposed to by-pass a throttle valve 42 in an intake passage 26. In controlling the control valve 48 by a control unit 52, a feedback control value is selected by use of a feedback correction value determined from the deviation between an aimed idling speed and the actual engine speed detected by an engine-speed sensor 54 and a load correction value determined to correspond to ON-OFF switching of external loads such as a cooler. Here, the control gain for determining the feedback correction value at the time when the engine speed is higher than the aimed idling speed is made greater than that at the time when the engine speed is lower than the aimed idling speed. The control valve 48 is controlled by use of the feedback control value thus obtained.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、アイドル運転時にエンジン回転数を目標アイ
ドル回転数に収束させるためのアイドル回転制御装置に
関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an idle rotation control device for converging engine rotation speed to a target idle rotation speed during idle operation.

（従来技術） 自動車において、エンジンがアイドリング状態にあると
き、安定したアイドル回転を得るためにアイドル回転制
御を行うことが知られている。この制御は、エンジンの
回転数を検出し、これを予め設定した目標アイドル回転
数と比較して、吸入空気量をフィードバック制御するも
のであり、回転数が目標アイドル回転数を越えると吸入
空気量を減少させ、回転数が目標アイドル回転数より低
下ｔ、７’ｖ、！１ハ、吸入空気量を増大するように制
御される。クーラ等のエン・シン外部負荷の作動時に、
一時的に回転が低下するのを防ぐために外部負荷の作動
時に負荷の値に応じて制御量を増やすいわゆる見込み補
正を行うことが知られている（特開昭３グー／／３’７
．２ｓ号公報参照）。(Prior Art) In an automobile, it is known to perform idle rotation control in order to obtain stable idle rotation when the engine is in an idling state. This control detects the engine rotation speed, compares it with a preset target idle rotation speed, and performs feedback control of the intake air amount. When the engine rotation speed exceeds the target idle speed, the intake air amount is , and the rotation speed drops below the target idle rotation speed t, 7'v,! 1) Control is performed to increase the amount of intake air. When operating an external load such as a cooler,
In order to prevent a temporary decrease in rotation, it is known to perform so-called prospective correction, which increases the control amount according to the value of the load when an external load is activated.
．． (See Publication No. 2s).

アイドル回転制御は上述のようにエンジンの運転状態に
応じて、適正な目標アイドル回転数を設定し、早くその
回転数に収束するように制御するものであり、上記目標
回転数は燃費の面から安定な回転が得られるかぎり、小
さい方が望ましい。As mentioned above, idle speed control sets an appropriate target idle speed according to the engine operating condition and controls the engine to quickly converge to that speed. As long as stable rotation can be obtained, a smaller value is preferable.

しかしながら、目標回転数を小さくするということは、
それだけエンジンストップに至る危険性が増すというこ
とである。それ故に、特に回転が低下してエンジンスト
ップに至りゃすいクーラ等の外部負荷が作動する時、こ
の回転の低下を防ぐために行う見込補正の補正値は各エ
ンジン毎のバラツキ等を考慮して充分大きな値に設定し
ておく必要がある。そうすると２例えばあるエンジンに
とっては、その見込補正値は最適なものであっても、あ
るエンジンにとっては、要求以上に大きな値と々ること
が考えられる。このことは、同一エンジンにおいても、
経年変化等によって外部負荷の負荷の大きさが変化した
場合にも生じる現象である。However, reducing the target rotation speed means
This means that the risk of the engine stopping increases accordingly. Therefore, especially when an external load such as a cooler is activated that is likely to cause a drop in rotation and cause the engine to stop, the correction value for the estimated correction performed to prevent this drop in rotation is sufficient, taking into account variations in each engine. It must be set to a large value. Then, for example, even if the estimated correction value is optimal for a certain engine, it is conceivable that for a certain engine the value may be larger than required. This means that even in the same engine,
This phenomenon also occurs when the magnitude of the external load changes due to changes over time.

このように見込補正値が要求以上に大きな値にあった場
合、エンジン出力が上りすぎて、一時的に回転が吹き上
がる（上昇する）という現象が生じる。このことは、運
転性フィーリング上好ましくなく、また、燃費の面から
も好まし込ことではない。従来のものは、実際エンジン
回転数と目標アイドル回転数との差に応じて設定される
フィードバック補正値を決めるだめの制御利得は、実際
のエンジン回転数が目標アイドル回転数より高いときで
あっても、低いときであっても同じ値であったため、上
記の不具合が顕著であった。If the estimated correction value is larger than the required value, the engine output increases too much, causing a phenomenon in which the engine speed temporarily increases (increases). This is not desirable in terms of drivability, and is also not desirable in terms of fuel efficiency. In the conventional system, the control gain used to determine the feedback correction value, which is set according to the difference between the actual engine speed and the target idle speed, is determined when the actual engine speed is higher than the target idle speed. Since the values were the same even when the values were low, the above-mentioned problem was noticeable.

（本発明の目的） 従って、本発明の目的は、上記の点を防止して、運転性
のフィリングの向上を図るとともに、しかもより燃費の
面で有利なエンジンのアイドル回転制御装置を提供する
ことである。(Object of the present invention) Therefore, an object of the present invention is to provide an engine idle rotation control device that prevents the above-mentioned problems, improves drivability, and is more advantageous in terms of fuel efficiency. It is.

（本発明の構成） 上記目標を達成するため、本発明は、以下のように構成
される。すなわち、本発明は、少なくとも、実際エンジ
ン回転数と目標アイドル回転数との差に応じて設定され
るフィードバック補正値と、クーラ等のエンジン外部負
荷の作動の有無に応じて設定される負荷補正値とを用い
てフィードバック制御値を設定し、この制御値に従って
アイドル運転時のエンジン回転数が目標値に収束するよ
うに吸入空気量をフィードバック制御するエンジン６ア
イドル回転制御装置において、エンジンの回転数を検出
する回転数検出手段と、外部負荷の作動及び停止を検出
する負荷検出手段と、吸入空気量を制御する制御弁と、
前記フィードバック制御値に従って制御弁に対し制御信
号を出力するフィードバック制御手段と、回転数が目標
アイドル回転数より高いとき前記フィードバック補正値
を決めるための制御利得を回転数が目標アイドル回転よ
り低いときよりも犬きく設定する補正値制御手段とを備
えたことを特徴とする。(Configuration of the present invention) In order to achieve the above goal, the present invention is configured as follows. That is, the present invention provides at least a feedback correction value that is set according to the difference between the actual engine rotation speed and a target idle rotation speed, and a load correction value that is set according to the presence or absence of operation of an engine external load such as a cooler. An engine 6 idle speed control device that sets a feedback control value using A rotation speed detection means for detecting, a load detection means for detecting operation and stoppage of an external load, and a control valve for controlling an intake air amount.
feedback control means for outputting a control signal to the control valve according to the feedback control value; and a control gain for determining the feedback correction value when the rotation speed is higher than the target idle rotation speed than when the rotation speed is lower than the target idle rotation speed. The present invention is characterized by comprising a correction value control means for setting the correction value to a certain value.

第１図を参照しつつ本発明の構成について説明する。The configuration of the present invention will be explained with reference to FIG.

フィードバック制御手段は、吸入空気量を調整するンｔ
めの制御信号を制御弁に対して出力する。The feedback control means adjusts the amount of intake air.
outputs a control signal to the control valve.

補正値制御手段はフィード・々ツク制御手段により設定
された目標アイドル運転時と、回転数検出手段からの回
転数との差に応じて、上記制御値を定めるだめの制御利
得を決定しフィードバック制御手段に出力する。この場
合回転数が目標回転数よりも大きい場合には、回転数が
目標回転数より小さい場合よりも、大きい制御利得が与
えられる。The correction value control means determines a control gain for determining the above-mentioned control value according to the difference between the target idling operation set by the feed/direct control means and the rotation speed detected by the rotation speed detection means, and performs feedback control. Output to means. In this case, when the rotational speed is higher than the target rotational speed, a larger control gain is given than when the rotational speed is lower than the target rotational speed.

フィードバック制御手段は、負荷の作動状態に応じて決
定される見込の補正のための負荷補正値と、上記の制御
利得と回転数差に応じて決定されるフィードバック補正
値に基づき上記制御弁への制御値を定める。The feedback control means controls the control valve based on a load correction value for expected correction determined according to the operating state of the load, and a feedback correction value determined according to the control gain and rotation speed difference. Define control values.

（本発明の効果） 本発明は見込み補正を組み込んだアイドル回転制御装置
であシ、エンジンの負理状態の変化に対応して−速く目
標アイドル回転数に到達させることができるとともに、
回転数が目標回転数を越える変動に対しては、大きな制
御利得が与えられるので、速く回転数を下げることがで
きるので燃費を低減することができるとともに、外部負
荷の作動時あるいは停止時に生じ易い回転の吹き上げ（
上昇）を防止して運転フィーリングの悪化を防ぐ。また
、このように制御しても、エンジンの停止の問題はｋく
、結果として速く目標回転数に近づけることができる。(Effects of the Present Invention) The present invention is an idle rotation control device that incorporates estimated correction, and can quickly reach the target idle rotation speed in response to changes in the negative state of the engine.
A large control gain is given to fluctuations in the rotation speed that exceed the target rotation speed, so the rotation speed can be lowered quickly, reducing fuel consumption. Rotating blow up (
rise) to prevent deterioration of driving feeling. Furthermore, even with this control, the problem of stopping the engine is minimized, and as a result, the engine speed can be quickly brought close to the target rotational speed.

（実施例の説明） 以下、本発明の実施例につき図面を参照しつつ説明する
。(Description of Embodiments) Hereinafter, embodiments of the present invention will be described with reference to the drawings.

ａ）システムの構成 第２図を参照すれば、エンジン本体１０は内部をピスト
ン１２が摺動するシリンダ１４を有するシリンダブロッ
ク１６と、シリンダ１４の上部に取付けられて燃焼室１
８を形成するシリンダヘッド２０とを備えている。シリ
ンダヘッド２０には吸気管２２及び排気管２４がそ１１
．それ接続される。さらに、シリンダヘッドｚＯには、
上記吸気管２２及び排気管２４に連通ずる吸気通路２６
の一部及び排気通路２８の一部が形成される。吸気通路
２６の燃焼室１８への開口部すなわち、吸気ポート８０
には吸気弁３２が、排気通路ｚ８の燃焼室１８への開１
コ部すなわち排気ポート３４には排気弁８６がそれぞれ
組み合わされる。吸気通路２６の先端にはエアクリーナ
８８が設けられる。その下流側には空気を計量するエア
フローメータ４０が設けられ、さらにその下流には、ス
ロットル弁４２がそれぞれ設けられている。吸気通路２
６の吸気ポート８０近くには燃焼噴射ノズル４４が配置
され−ｒいる。また、吸気通路２６には、スロットル弁
４２をバイパスするバイパス通路４６が設けられ、該通
路４６には、通路４６内を流通する空気量を調節する比
例ンレノイド弁４８が設置されている。さらに、吸気通
路２６には、スロットル弁４２の開度を検出するスロッ
トル弁開度センサ５０が設けられている。a) System Configuration Referring to FIG. 2, the engine body 10 includes a cylinder block 16 having a cylinder 14 in which a piston 12 slides, and a combustion chamber 1 attached to the upper part of the cylinder 14.
8 and a cylinder head 20 forming a cylinder head 8. The cylinder head 20 includes an intake pipe 22 and an exhaust pipe 24.
．． It is connected. Furthermore, the cylinder head zO has
An intake passage 26 communicating with the intake pipe 22 and exhaust pipe 24
A part of the exhaust passage 28 and a part of the exhaust passage 28 are formed. The opening of the intake passage 26 to the combustion chamber 18, that is, the intake port 80
The intake valve 32 opens the exhaust passage z8 to the combustion chamber 18.
Exhaust valves 86 are combined with the respective exhaust ports 34 . An air cleaner 88 is provided at the tip of the intake passage 26. An air flow meter 40 for measuring air is provided on the downstream side thereof, and a throttle valve 42 is provided further downstream thereof. Intake passage 2
A combustion injection nozzle 44 is arranged near the intake port 80 of the engine 6. Further, the intake passage 26 is provided with a bypass passage 46 that bypasses the throttle valve 42, and a proportional renoid valve 48 that adjusts the amount of air flowing through the passage 46 is installed in the passage 46. Further, the intake passage 26 is provided with a throttle valve opening sensor 50 that detects the opening of the throttle valve 42 .

燃料噴射ノズル４４及び比例ンレノイド弁４８を制御す
るために、好ましくはマイクロコンピータで構成される
制御ユニット５２が設置される。In order to control the fuel injection nozzle 44 and the proportional valve 48, a control unit 52, preferably consisting of a microcomputer, is installed.

本例の装置はエンジン回転数を検出する回転数センサ５
４を備えており、このセンサ５４からの信号は制御ユニ
ット５２に入力される。制御ユニット５２にはエアフロ
ーメータ４０及びスロットル開度センサ５０からの信号
も入力される。また、冷却水温を検出する水温センサ５
６からの信号も制御ユニツ）５２に入力される。さらに
、制御ユニット５２には、クーラ等の各種エンジン付属
品すなわち、エンジン外部負荷５８の０Ｎ−ＯＦＦ信号
が入力される。The device of this example is a rotation speed sensor 5 that detects the engine rotation speed.
4, and the signal from this sensor 54 is input to the control unit 52. Signals from the air flow meter 40 and the throttle opening sensor 50 are also input to the control unit 52 . In addition, a water temperature sensor 5 that detects the cooling water temperature
The signal from 6 is also input to control unit 52. Further, an ON-OFF signal from various engine accessories such as a cooler, ie, an engine external load 58 is input to the control unit 52 .

ｂ）制御フロー 第３図は、本発明に従う制御フログラムのフローチャー
トの７例を示すものである。b) Control Flow FIG. 3 shows seven examples of flowcharts of control programs according to the present invention.

このプログラムでは、まず、アイドル回転制御を行う条
件を充足しているかどうか判断される（Ｓ、）（例えば
、スロットル弁の開度がアイドル開度で、かつ回転が低
い場合アイドルと判断）。In this program, first, it is determined whether the conditions for performing idle rotation control are satisfied (S,) (for example, if the opening degree of the throttle valve is the idle opening degree and the rotation is low, it is determined that the engine is idling).

充足している場合には、エンジンの運転条件たとえば、
冷却水温、クーラ等外部負荷の作動の有無、等に応じて
目標アイドル回転数Ｎが演算され（Ｓ２）、その大きさ
に応じて比例ンレノイド弁４８に対する基本制御値ｐ１
−にＩＮ　　が演算される（Ｓ３）。次に現在の回転数
Ｎ　ｒｌ）ｍと目標アイドル回転数Ｎとの比較が行なわ
れ（Ｓ４）、回転数Ｎｒｐｍが目標回転数Ｎより大きい
場合と、小さい場合とで別々にフィードバック補正値０
０　ＦＩＢが演算される。すなわち、回転数Ｎｒｐｍが
目標アイドル回転数Ｎより大きい場合には予め記憶され
た制御利得に、が読み出され回転数差に応じてフィード
バック補正値が演算される（Ｓ５、Ｓ６．Ｓ、）、回転
数Ｎｒｐｍが小さい場合には同様に、制御利得に２　　
が読み出されてフィードバック補正値Ｄｆ８　が演算さ
れる（Ｓ、、Ｓ８、ｓ、　）。この場合、Ｋ、　＞に２
である。次に、クーラ等の外部負荷がＯＮにガっている
かどうかが判断され（Ｓ、。）、ＯＮになっている場合
には、負荷の種類に応じて所定値り。が、ＯＦＦの場合
は零の値が見込補正値Ｄ　　として与えＯＡＤ られる（Ｓ１１）　（Ｓ１２）。そして、最終制御値り
が演算され（３１５）％それに基づいて比例ンレノイド
弁４８に対して制御信号が出力される（Ｓ、４）。If the engine operating conditions are met, e.g.
The target idle rotation speed N is calculated according to the cooling water temperature, the presence or absence of operation of an external load such as a cooler, etc. (S2), and the basic control value p1 for the proportional renoid valve 48 is calculated according to its magnitude.
- is calculated IN (S3). Next, the current rotational speed Nrl)m is compared with the target idle rotational speed N (S4), and the feedback correction value 0 is determined separately when the rotational speed Nrpm is larger than the target rotational speed N and when it is smaller than the target rotational speed N.
0 FIB is calculated. That is, when the rotation speed Nrpm is larger than the target idle rotation speed N, the control gain stored in advance is read out and a feedback correction value is calculated according to the rotation speed difference (S5, S6.S,). Similarly, when the rotation speed Nrpm is small, the control gain is set to 2.
is read out and the feedback correction value Df8 is calculated (S, , S8, s, ). In this case, K, >2
It is. Next, it is determined whether an external load such as a cooler is turned on (S, .), and if it is turned on, a predetermined value is set depending on the type of load. However, if it is OFF, a value of zero is given as the expected correction value D (S11) (S12). Then, a final control value is calculated (315)%, and a control signal is outputted to the proportional valve 48 based on it (S, 4).

本例の制御では、回転数Ｎｒｐｍ　が目標回転数Ｎより
大きい場合には、制御利得が太きいため、フィードバッ
ク補正値が太きくなり、回転数ははやく低下する。従っ
て、目標回転数を越える回転数での運転が極力抑えられ
、燃費の面で好オしいとともに、速く目標回転数に近づ
かせることができる。In the control of this example, when the rotational speed Nrpm is larger than the target rotational speed N, since the control gain is large, the feedback correction value becomes large and the rotational speed quickly decreases. Therefore, operation at a rotational speed exceeding the target rotational speed is suppressed as much as possible, which is favorable in terms of fuel efficiency, and the target rotational speed can be quickly approached.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は、本発明のクレーム対応図、第２図は本発明に
従う装置のシステム構成図、第３図は発明の／実施例の
フローチャートである。 符号の説明 １０・・・エンジン本体、１２・・・ピストン−１４°
°゛シリンダ、２６・・・吸気通路、２８・・・排気通
路、８８・・・エアクリーナ、４０・・・エアフローメ
ータ、４ｚ・・・スロットル弁、４４・・・燃料噴射ノ
ズル、４８・・・比例ンレノイド弁、５０・・・スロッ
トル弁。 Ｉｍ［センサ、５ｚ・・・制御ユニット、５４・・・回
転数センサ、５６・・・水温センサ。 第１図 第２図 鵠FIG. 1 is a claim correspondence diagram of the present invention, FIG. 2 is a system configuration diagram of an apparatus according to the present invention, and FIG. 3 is a flowchart of an embodiment of the invention. Explanation of symbols 10...Engine body, 12...Piston -14°
° Cylinder, 26... Intake passage, 28... Exhaust passage, 88... Air cleaner, 40... Air flow meter, 4z... Throttle valve, 44... Fuel injection nozzle, 48... Proportional Lenoid Valve, 50... Throttle Valve. Im[sensor, 5z...control unit, 54...rotation speed sensor, 56...water temperature sensor. Figure 1 Figure 2 Elephant

Claims (1)

【特許請求の範囲】[Claims] 少なくとも、実際エンジン回転数と目標アイドル回転数
との差に応じて設定されるフィードバック補正値と、ク
ーラ等のエンジン外部負荷の作動の有無に応じて設定さ
れる負荷補正値とを用いてフィードバック制御値を設定
し、この制御値に従ってアイドル運転時のエンジン回転
数が目標値に収束するように吸入空気量をフィードバッ
ク制御するエンジンのアイドル回転制御装置において、
エンジンの回転数を検出する回転数検出手段と、外部負
荷の作動及び停止を検出する負荷検出手段と、吸入空気
量を制御する制御弁と、前記フィードバック制御値に従
って制御弁に対し制御信号を出力するフィードバック制
御手段と、回転数が目標アイドル回転数より高いとき前
記フィードバック補正値を決めるための制御利得を回転
数が目標アイドル回転より低いときよりも大きく設定す
る補正値制御手段とを備えたことを特徴とするエンジン
のアイドル回転制御装置。Feedback control is performed using at least a feedback correction value that is set according to the difference between the actual engine rotation speed and the target idle rotation speed, and a load correction value that is set according to the presence or absence of operation of an engine external load such as a cooler. In an engine idle speed control device that sets a value and performs feedback control of the intake air amount so that the engine speed during idling operation converges to a target value according to this control value,
A rotation speed detection means for detecting the rotation speed of the engine, a load detection means for detecting operation and stoppage of an external load, a control valve for controlling the amount of intake air, and outputting a control signal to the control valve according to the feedback control value. and correction value control means for setting a control gain for determining the feedback correction value when the rotation speed is higher than the target idle rotation speed than when the rotation speed is lower than the target idle rotation speed. An engine idle speed control device featuring:
JP10044983A 1983-06-06 1983-06-06 Apparatus for controlling idling speed of engine Pending JPS59226248A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP10044983A JPS59226248A (en) 1983-06-06 1983-06-06 Apparatus for controlling idling speed of engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP10044983A JPS59226248A (en) 1983-06-06 1983-06-06 Apparatus for controlling idling speed of engine

Publications (1)

Publication Number Publication Date
JPS59226248A true JPS59226248A (en) 1984-12-19

Family

ID=14274220

Family Applications (1)

Application Number Title Priority Date Filing Date
JP10044983A Pending JPS59226248A (en) 1983-06-06 1983-06-06 Apparatus for controlling idling speed of engine

Country Status (1)

Country Link
JP (1) JPS59226248A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6338662A (en) * 1986-08-05 1988-02-19 Nissan Motor Co Ltd Control device for number of idle revolutions

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6338662A (en) * 1986-08-05 1988-02-19 Nissan Motor Co Ltd Control device for number of idle revolutions

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