JPS60224947A - Engine idling controller - Google Patents

Abstract

PURPOSE:To improve the reliability of operation by moving a stopper member for limiting the full-close stop position of a throttle valve to the referential position upon fault of an idle sensor and calibrating thereafter operating the throttle valve to the initial idle opening condition through motion of said member. CONSTITUTION:An actuator 12 is provided to control the opening of a throttle valve 11 under idling. Said actuator 12 is constructed with D.C. motor 13 where a worm 14a is provided on the rotary shaft. The worm 14a is geared with a worm wheel 14b provided integrally with a pipe shaft 14c having male screw then a stopper member or a rod 15 is screwed over the pipe shaft 14c to limit the full-close position of the throttle valve 11 by means of the rod 15. The actuator 12 is controlled to move the rod 15 to the referential position upon decision of fault of an idle sensor 25 while simultaneously controlled by a controller 29 such that the throttle valve 11 will move the rod 15 until predetermined initial idle open condition is achieved.

Description

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

[Conventional technology]

Conventionally, some engine idle control devices of this type detect engine speed, throttle valve opening, vehicle speed, etc., and supply control signals based on these detection signals to the motor to move the rod forward. Alternatively, by moving the throttle valve back and moving the stop position of the throttle valve, feedback control of the engine speed (rotation speed feedback control) is performed under a certain condition I during idling operation.
On the other hand, a system has been proposed in which position feedback control of the throttle valve can be performed under other conditions n during idling operation.

Here, the above-mentioned condition (3) 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 was turned from off to on.

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

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

(4) For 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 I is not satisfied, the engine is relatively unstable, and quick feedback control is desired.

By the way, conventional engine idle control devices are also capable of performing anticipatory control called dashpot control in order to prevent shock when the throttle valve is suddenly closed.

In other words, with this dashpot control, if the engine continues to operate in a certain state (for example, a high load state) for a predetermined period of time, the rod is moved to a certain position (throttle opening corresponding to this position) even if the throttle valve is not closed. is referred to as the dashpot standby opening, and is advanced according to expectations up to 77 strokes (larger than the normal idle opening).

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

This kind of operation is called dashpot standby anticipation operation.

If the throttle valve suddenly closes in such a dashpot standby state and the throttle valve becomes fully closed, if the idle switch operates normally,
This turns on, and the rod gradually retreats using this idle switch on as a trigger.

As a result, the throttle valve gradually decreases from the dashpot standby opening to the desired opening (for example, 77 stroke idle opening).

Note that this kind of operation is called a dash pot ringing operation.

In this way, an overrich condition due to temporary fuel retention, which can occur when the throttle valve is suddenly closed, is not caused, thereby contributing to the prevention of shock.

In addition, in order to achieve 77-stroke idle control when the engine is cold, even when the accelerator pedal is pressed to start the engine (idle switch is off), the rod will protrude in anticipation when the cooling water temperature is low. Thereafter, the rod is also moved back as the cooling water temperature rises.

[Problem that the invention seeks to solve]

With conventional engine idle control devices, if the idle switch is malfunctioning (including a disconnection of the harness), the idle switch will not turn on, so the bird will not receive a signal, which will cause the rod to move backward. Operations such as dashpot tailing operations and operations that reduce the throttle opening as the cooling water temperature rises do not start, resulting in a sustained high engine rotation state, leading to deterioration in driving controllability. There is a problem.

The present invention is an attempt to solve such problems, and when the idle sensor malfunctions, the present invention does not maintain the dashpot standby state or the low temperature 7 ast idle state as in the past, but instead maintains an appropriate idle state. An object of the present invention is to provide an engine idle control device that can shift to an open state.

[Means for solving problems]

For this reason, the engine idle control device of the present invention includes a stopper member that regulates the fully closed stop position of the throttle valve provided in the intake passage of the engine, and a stopper member that changes the fully closed stop position by driving the stopper member. an actuator that controls the opening of the throttle valve; an idle sensor that detects that the throttle valve is in the fully open stop position; In addition to being equipped with a throttle sensor for detecting the engine speed and a rotation speed sensor for detecting the engine speed, the sensor is equipped with a sensor for detecting the engine speed and a rotation speed sensor for detecting the engine speed. A first control means for receiving a signal and outputting an idle control signal to the actuator based on the detection signal, and a second control means for moving the stopper member even when the idle operation state is not detected, An idle sensor failure determination means for determining a failure of the sensor, and a position sensor for detecting a reference position of the stopper member corresponding to a reference opening degree of the throttle valve are provided, and Calibration control means receives a determination signal and a signal from the position sensor and outputs a calibration control signal to the actuator for driving the stopper member to the reference position when the idle sensor fails, and the idle sensor failure determination means When the reference position detection signal from the position sensor is input while the idle sensor failure determination signal is being input, the reference position detection signal is used as a trigger signal to move the stopper member to a predetermined initial idle opening state. The present invention is characterized in that it is provided with initial idle opening setting means in the event of a failure, which outputs a signal for setting an initial throttle opening for driving to the actuator.

[For production]

With this configuration, if the idle sensor is not malfunctioning, for example, dashpot control consisting of dashpot standby operation and dashbot tailing operation is executed under required conditions, or 77 stroke idle control is executed. On the other hand, if it is determined that the idle sensor is malfunctioning, the stopper member is once driven to the reference position for calibration, and then the stopper member is driven to a predetermined initial idle opening state. What will be done will be done. This allows the engine to operate at an appropriate idle opening.

〔Example〕

Below, an engine idle control device as an embodiment of the present invention will be explained with reference to the drawings. Fig. 1 is a diagram of its overall configuration, Fig. 2 is a diagram of its main part configuration, and Figs. 3 to 7 each explain its operation. Graphs for this purpose and FIGS. 8 to 14 are flowcharts for explaining their effects.

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

A bypass passage that bypasses a portion of the exhaust passage 2 where the turbine is provided is connected to the exhaust passage 2, and a waste gate pal 76 is provided to open and close this bypass passage.

This wastegate valve 6 is designed to be opened and closed by a two-diaphragm type pressure response device 7, but the pressure is By selectively supplying atmospheric pressure and supercharging pressure to one pressure chamber of the response device 7, the opening timing of the waste gate valve 6, etc. is adjusted, and at least two
It is now possible to realize the supercharging pressure characteristics of the species.

Also, in the intake passage 1 of the engine E, from the upstream side (air cleaner side), air 70-sensor]6. Yuichi Bocchanoya 3's Comprefusa 5. Intercooler 8. Electromagnetic fuel injection valves 9 and 10 (these valves 9 and 1 (l is different in injection capacity) and a throttle valve 11 are provided,
The exhaust passage 2 of the engine E is provided with a turbine 4° catalyst converter 31 of a turbocharger 3 and a muffler (not shown) in order from the upstream side (engine combustion chamber side).

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

Furthermore, a wire is attached to the end lid of the throttle lever 11c to rotate the throttle valve 11 in the clockwise direction (opening direction) in FIG. 2 via the throttle lever 11c when an accelerator pedal (not shown) is depressed. (not shown) is connected to the throttle valve 11, and a return spring (not shown) is attached to the throttle valve 11 to bias it in the closing direction, thereby weakening the tensile force of the wire. The throttle valve 11 is designed to gradually close.

By the way, when the engine is running at idle, the throttle valve 11
An actuator 12 is provided to control the opening degree of the worm 14a.
(hereinafter simply referred to as [motor 1)]
13, and the worm 1 with this motor 13
4a meshes with an annular ohm wheel 14b.

A pipe shaft 14c having a female threaded portion 14d is integrally provided on the ohm wheel 14b, and a rod (stopper member) 15 having a male threaded portion 15a that is screwed into the female threaded portion 14d of the pipe shaft 14c is connected to the ohm wheel 14b. It is attached to pass through the wheel 14b and the pipe shaft 14c.

The tip of the rod 15 is connected to the throttle lever 1 via an idle switch 25 as an idle sensor.
The end portion 11d of the throttle valve 1c comes into contact with the end portion 11d of the throttle valve 11 when the throttle valve 11 is in a fully closed state. That is, the rod 15 restricts the fully closed position of the throttle valve 11.

Here, the idle switch 25 is a switch that is turned on (closed) when the throttle valve 11 is in the fully closed stop position (in the non-idle operating state) and turned off (open) at other times.

Note that the rod 15 has an elongated hole 15b formed therein, into which a bottle (not shown) on the actuator body side is guided, thereby preventing the rod 15 from rotating. It's being measured.

In this way, the tip of the rod 15 is in contact with the Ennon E when it is in the idle operating state, so the motor 1
3 in a certain direction, the pipe shaft 14c is rotated via the ohm gear, and the rod 15 is protruded (advanced) from the actuator 12, which opens the throttle valve 11 and rotates the motor 13 in the opposite direction. When the rod 15 is retracted (retracted) into the actuator 12, the throttle valve 11 can be controlled to close by the action of the return spring.

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

Further, a throttle sensor 2 ( ) is provided to detect the opening degree of the throttle valve 11 (throttle opening degree), and as the first and second throttle sensors 20 , a potentiometer or the like that generates a voltage proportional to the throttle opening degree is used. It will be done.

Furthermore, as shown in FIG. 1, a water temperature sensor 21 is provided to detect the cooling water temperature as the engine temperature of the Ennon E, and an ignition pulse obtained from the primary negative terminal of the IGNI/CITAN filter 32 to measure the engine speed. A rotation speed sensor 17 for detecting information is provided.

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

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

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

Furthermore, it is said that the air 70 sensor 16 in the shell malfunctions due to intake pulsation or the like when the engine E is at low speed and under high load. By appropriately adjusting the dimensions of the portions, etc., the intake pulsation as described above almost no longer occurs, so it is considered that the measurement reliability or accuracy by the air flow sensor 16 is sufficiently high.

Furthermore, in addition to the above-mentioned sensors and switches, an intake air temperature sensor 18 that detects the intake air temperature is also provided. Atmospheric pressure enclosure for detecting atmospheric pressure 19. 02 sensor 22° that detects the oxygen concentration in the exhaust gas; Knock sensor 23 that detects the engine knock state. A crank angle sensor 27 that detects the crank angle by a charge conversion means with a distributor 33. Throttle valve 1
1 standard opening (this opening is, for example, engine speed 600)
It is set as a small opening corresponding to around rpn+. ) rod 1 with actuator 12 corresponding to
A motor position switch 28 as a motion sensor for detecting the position (reference position) of 5 is provided, and signals from these sensors and switches are input to a mounting roller 29.

As shown in FIG. 2, the motor position switch 28 is provided behind the rear end surface of the rod 15, and is turned on (closed) when the rod 15 is in the most retracted state.
It is configured to be off (open) at other times.

In addition, the intake air temperature sensor 18. Atmospheric pressure sensor 19. Water temperature sensor 21. Throttle sensor 20,0. Since the detection signals of the sensors 22, 7 sensor 23, etc. are analog signals, they are input to the controller 29 via the A/D converter.

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

Further, an ignition coil 32 is provided, and the primary side current of the ignition fill 32 is switched on and off by a power transistor 30 as a switching transistor.

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

The display meter 35 may have a needle hole display section 35a, or a segment type display section 35b in which light-emitting diodes (LEDs) are arranged in a row and these LEDs blink as appropriate. .

By the way, the controller 29 is configured with a CPU, a memory (including a map), and an appropriate input/output interface. When the engine speed is smaller than a predetermined value in the state of Under the other set condition (3) at the time of state detection, the idle switch 251 rotation speed sensor 17 .
Throttle sensor 20. It has the function of an idle control means (first control means) Ml that receives detection signals from the vehicle speed sensor 24 and outputs an idle control signal based on these detection signals to the motor 13 of the actuator 12.

In addition, when performing rotation speed feedback control,
The target engine speed is changed as shown in Fig. 3 according to the coolant temperature, and when performing position feedback control, the 11-point throttle opening is changed as shown in Fig. 4 according to the coolant temperature. .

Furthermore, the driving time Δ of the motor 13 of the actuator 12
The relationship between D and the deviation AN or ΔP is shown in Section 5.
It is as shown in Figure 6. Here, the deviation ΔN is
Deviation AP means the difference between the actual engine speed and the target engine speed, and the deviation AP means the difference between the actual throttle opening and the target throttle opening.

Although the above condition I has already been mentioned, this condition I
means that at least the following conditions are satisfied, and that the engine is relatively stable.

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

(2) Vehicle speed is extremely low (e.g. 2.5 + a/h or less)
To be.

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

(4) For 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 I is not satisfied, the engine is relatively unstable, and quick feedback control is desired.

Furthermore, the flow of processing by this idle control means M1 is shown in FIG. That is, first in step A1, various data are input, and then in step A2.
At t++, it is determined whether the engine is in an idling operating state. If the engine is in an idle operating state (idle switch 25 is on and the engine speed is lower than a certain value), select YES in step A2.
and 7 lugs 51=O with stems A2' and A2''.
, 54=O, in step A3, the above condition I
Determine whether or ■. If condition I is the condition where you want to perform rotation speed feedback control, the steering knob A4
, the rotation speed feedbank control mode is selected.

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

In addition, if it is determined that condition ■ is satisfied in step A3,
In step A5, position feedback control mode is selected.

As a result, the boss feed bank control is performed on the engine E so that the target throttle opening is achieved.

Note that if the answer to step A2 is NO, the process returns.

Further, the flags S1 and S4 will be explained later.

Note that even if any of the above conditions (2) is satisfied, if it is impossible to control the throttle opening below the minimum throttle opening or above the maximum throttle opening, the controller 29 will not output.

Furthermore, the controller 29 has the function of a second control means M2 that moves the rod 15 in the following manner even when the idle operating state is not detected.

That is, when the throttle opening is greater than or equal to a predetermined value, the controller 29 sets the rod 15 to a high throttle opening (
(Two types are selected depending on the throttle opening state)
When the idle switch 25 detects that the throttle valve 11 is at the fully closed stop position, the rod 15 is moved to a predetermined low throttle opening that is smaller than the high throttle opening (for example, 77 stroke). idle opening)
In order to cause the dashpot to move toward the side, the actuator 12 receives detection signals from each sensor and sends a dashpot control signal based on these detection signals.
Gutshpot control means (second
Control means) also has the function of M2. Here, the rod 15 controlled by this dashpot control means M2
The dash bond operation consists of a dashpot waiting anticipation operation and a dashpot tailing operation.

First, the dashpot standby expected operation has two stages (mode 1 and mode 2), and if the following conditions are met, the rod 15 is advanced to the respective dashpot standby opening degree θ (illθd2), and the subsequent dashbot tailing This is an action to prepare for the action.

Here, the condition for rod advancement in mode 1 is that the throttle opening stays in a zone with a predetermined value of 01 or more for a predetermined time (for example, about 0.5 seconds) or more, and the rod advancement in mode 2 is The conditions for this are that the throttle opening is greater than or equal to another predetermined value θ2 (>θ1) and the engine speed is a predetermined value N. This means staying in the above zone for a predetermined period of time (for example, about 0.5 seconds).

Note that the degree of advancement of the rod 15 in mode 1 (dashbot standby opening degree θd,) is smaller than the degree of advancement of the rod 15 in mode 2 (dashpot standby opening degree θd2) (
(See Figure 7).

In addition, the dashpot tailing operation means that after the above dashpot standby operation is completed, when the idle switch 25 is turned on by sudden closing of the throttle valve 11, the rod 15 is turned on at a desired slope toward the 77-stroke idle opening degree θi.
An action that gradually moves the person backward.

Further, the flow of processing by this dashpot control means M2 is shown in FIG. 9. That is, first in step a1, various data are input, and then in step a2, mode 1 or mode 2 is selected.
A determination is made as to whether it is other than the above.

If it is determined that the mode is mode 1, in step a3, the rod 15 is moved forward by the dashpot standby opening degree θd. If it is determined that the mode is mode 2, the rod 15 is moved forward to the dashpot standby opening degree θd2 in step a4.

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

Note that if the mode is neither mode 1 nor mode 2, dashpot standby is not performed.

After such dash board F standby anticipation operation, the flag 54-0 is set in step a5, but after that, when the throttle valve 11 is suddenly closed and the idle switch 25 is closed,
Take the YES route in step a5' and step a
At 6, a dashpot tailing operation is performed. As a result, the throttle valve 11 gradually closes to the fast idle opening degree.

A series of these dashpot operating characteristics is shown in FIG. 7.

Further, the controller 29 may cause the engine to reach a high rotational speed state due to, for example, the rod 15 failing to return from the dashpot protruding state. The idle sensor 25 is used to prevent the engine from rotating.
It has the function of idle sensor failure determination means J that determines failure of the idle sensor. The flow of processing for such means J is shown in FIG. 10.

Nawa Nine, first in step B1, throttle sensor 20
etc., and in step B2, the detected throttle opening change amount dθ/dt is set to a set value ao(
This a. is set to a small value) for a predetermined period of time (for example, 0.5 seconds), and the detected throttle opening θ is the set value θ. (This θ. is the rod 15
(which includes the possible range and is smaller than fully open) is determined.

By the way, if the amount of change dθ/dt in the throttle opening continues to be smaller than the predetermined value a0, it can be estimated that the throttle valve 11 may be at the fully open stop position. It is desirable to confirm that the opening degree is within the range that can be at the fully closed stop position by the movement of rod 5, and therefore the throttle opening degree θ is θ. It is necessary to know that it is smaller than .

In this way, θ〈θ. In addition, if dθ/dl<a, it is possible to detect a failure state in which the idle sensor 25 is not turned on even though it should be turned on.

Therefore, if it is determined that ES is present in Step 2, B2, it is determined that the idle sensor 25 is malfunctioning, and the flag 51 is set to 1 in Step B3.

Also, if the answer to step B2 is No, return.

Further, the controller 29 receives a determination signal from the idle sensor failure determination means J and a signal from the motor position switch 28, and receives a calibration control signal for driving the rod 15 to the retracted reference position when the idle sensor 25 fails. In addition to having the function of a calibration control means M3 that outputs the value to the motor 13, the reference position detection signal from the motor position switch 28 is inputted while the idle sensor failure determination signal from the idle sensor failure determination means J is being inputted. This reference position detection signal is used as a signal to drive the rod 15 to a predetermined initial idle opening state for the motor 1, which is an initial throttle opening setting signal.
It also has the function of an initial idle opening degree setting means M4 at the time of failure, which is outputted to M4.

First, the processing performed by the calibration control means M3 will be explained using FIG. 11. That is, in step C1, data such as the motor position switch 28 is input, and in step C2, it is determined whether the flag 51=1. If the idle sensor 25 is out of order, as is clear from FIG. 10, a YES route is taken at step C2 where the flag S1:1 is checked, and whether 84=1 is checked at the next step C2'. Ru. S4 is the beginning 8
Since 4=0, the No route is taken and in the next step C3, it is determined whether flag 52=1 or not.

Note that even if 51=1, if the processing by the failure initial idle opening setting means M4, which will be described later, is completed and the throttle valve 11 is in the set opening state, 54=1, so take the YES route. As expected, no processing is done.

At first, the flag 52=0, so in step C3, No.
In step C4, it is determined whether the motor switch 28 is on (closed). Normally, the rear end of the arad 15 is in front of the motor position switch 28, so the motor position switch 28 is turned off (
Open). Therefore, in step C4, N.

Taking this route, in step C5, the motor 13 is driven with a pulse width Ll to drive the rod 15 backward.

Here, since the pulse width L1 is set relatively large, the rod 15 is driven backward very easily.

As a result of the rod 15 retreating in this way, the motor bossion switch 28 is turned on (closed), and in step C6, the flag 52 is set to 1, and in step C7,
It is determined whether the motor position switch 28 is off (open), but at this time the motor position switch 28
is on, so in step C8, the pulse width L
2<<Ll), the motor 13 is driven to move the rod 15 forward.

Here, since the pulse width L2 is set relatively small, the degree of advancement of the rod 15 is small. After this process, the process returns, and for example, when the next timer interrupt signal is input, the process continues with steps CI, C2, C2', and C3, or in this case, 82=1 is set in step C6. Therefore, in step C3, the process jumps to step C7, and then steps C7 and C8 are performed.

In this way, as the rod 15 gradually moves forward, the motor position switch 28 is turned off. This causes the rod 15 to take the reference position.

Therefore, after that, the No route is taken in step C7, and the process of setting 53=1 is performed in step C9.

Here, the process of setting 7 lag S3:1 is a process indicating that the calibration of the arad 15 has been completed.

Next, the processing performed by the failure initial idle opening degree setting means M4 will be explained using FIG. 12.

That is, first in step D1, 7 lag S 1 = 1
#-It is determined whether

When the idle sensor fails, 51=1, so ST.

In step D1, the YES rate is taken, and in the next step D2, it is determined whether 7 lag 53=1.

If rod 15 has been calibrated, i.e. rod 15
When is in the reference position, S3:1 but mutter step D2
Taking the YES route, in the next step D3, the motor drive B♀ΔD corresponding to the set throttle opening is set in the timer, and in step D4, the motor 13 is driven until the timer reaches 0.

As a result, the rod 15 moves further forward, and the throttle valve 1
1 becomes a predetermined initial idle opening state.

Further, when the rod 15 advances to a predetermined position and is set to the initial idle opening degree, step D5. l)6. D? .

In D8, 52=0, 53=0, 54=1. S
]=0.

Note that the process of setting the flag 54=1 is a process that indicates that the initial idle opening degree has been set.

In this way, when it comes to 54-1, the idle control switch 2
5 is turned on, until it becomes 8420 according to Figure 8.
Or dashpot standby is performed and 84 in Figure 9
Since 54=1 continues until it reaches 20, the above calibration control and setting control are performed only once. In other words, if the above idle sensor failure determination is established because the vehicle happened to be traveling with a constant throttle opening, the failure determination will continue to be established even after the above control, but the above calibration control and setting control will not be applied once. This makes it possible to avoid deterioration of durability due to unnecessary operation, and disadvantages such as returning the throttle valve 11 during calibration work and reducing the engine speed unnecessarily.

Note that the controller 29 also has the ability to act as a prospective control means (second control means) for causing the rod 15 to project forward at times other than during dashpot control. That is, this prospective control means is used when performing cranking or 7-ast idle. In other words, when you step on the accelerator pedal and apply the engine, in order to prevent the rotation from dropping until you take your foot off the accelerator pedal and the idle speed control is activated, the rod 15 is used to achieve cranking and 7-ast idle. It moves forward with prospects.

In such a case, as well as when controlling the dash board 1,
If the idle switch 25 is out of order, the rod 15 may not move backward, so if the idle switch is out of order, the rod 15 is returned to the reference position and then moved forward to the set position.

Note that the processing flow in this case is the same as that described in FIG. 11.12.

Further, the controller 29 also includes an air flow sensor 169, rotation speed sensor 17, etc. when the display 35 is boost or not. Intake temperature sensor 18. After receiving a signal from the atmospheric pressure sensor 19, a signal corresponding to the intake passage pressure P is displayed based on the information on the intake air amount A, the engine speed N, the intake temperature T, and the atmospheric pressure AP. It has the function of control means M5 for displaying the intake passage pressure to output to the device 35.

Now, focusing on this intake passage pressure display process, the flow of the process performed in the controller 29 will be briefly shown.
It will look like Figure 3. That is, Stella 7'E in FIG.
1, air 70-sensor 169 rotation speed sensor 17° intake temperature sensor 18. Each data from the atmospheric pressure sensor 19 is input, and in the next step E2, A
/N is calculated.

This A/N is the density inside the intake passage 1 (density inside the manifold)
The density inside the intake passage 1 is proportional to the intake passage pressure (P/T
), so if you know A/N and intake temperature T, you can also know intake passage pressure P. After that, in step E3, correspond to A/H with information on intake passage pressure P as described above. A drive signal (display signal) is output to the display 35.

As a result, the intake passage pressure is displayed on the display 35. In this case, the signal output to the display 35 is a current signal, but may be a voltage signal.

Further, the controller 29 controls a failure display control means M6 which outputs an idle sensor failure display signal to the display 35 in priority to the intake passage pressure display control means M5 based on the determination signal from the idle sensor failure determination means J. It also has functions.

Next, the flow of processing mainly performed by the idle sensor failure determination means J and failure display control means M6 is shown in FIG. 14.

First, in step F1, data from various sensors and switches are input, and then in step F2, it is determined whether 7lag S1 is 1 or not. If the idle sensor 25 is out of order, the flag 51 is set to 1, as can be seen from FIG. 10, or if the idle sensor 25 is out of order, the YES route is selected in step F2.

In this way, if YES is determined in step F2, it is determined that the idle sensor 25 is malfunctioning, and in step F3, the malfunction display control means M6 takes priority over the intake passage pressure display control means M5, and the display is 35, and this causes the idle sensor 25 to be displayed on the display 3S.
to display a message indicating that there is a malfunction.

As a method of indicating a failure, for example, the value indicated by the needle is set to a constant value regardless of the operating state. By continuing to point to a constant value in this way, the idle sensor 2
5 is out of order.

In addition, if NO in step F2, that is, S is ○,
At the bottom of the stem 4, the intake passage pressure display control means MS causes the display 35 to display the normal intake passage pressure. The specific means are as described above.

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

As mentioned above, since the A/N information includes intake passage pressure information, this is used as engine load information, and the engine operating state is detected from this information and engine speed information to perform fuel supply control, etc. It is.

In other words, air 70 - sensor 161 rotation speed sensor 17
Or intake temperature sensor 18. Atmosphere 11 sensor 1c,]
is not only used to display the intake passage pressure P, but is originally used for electronic fuel supply control, etc. Therefore, the air 70- is used to display the intake passage pressure. The sensor 1G, rotation speed sensor 17, etc. are not provided.

In addition to the boost meter, a device driven by a signal from the controller 29, such as a speedometer or a tuff meter, may be used as a display device for indicating a failure.

Note that the reference numeral 36 in FIG. 1 indicates an ignition key switch, and the reference numeral 37 indicates a battery.

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

〔Effect of the invention〕

As described in detail above, according to the engine idle control device of the present invention, the stopper member that regulates the fully closed stop position of the throttle valve provided in the intake passage of the engine, and the an actuator that controls the opening degree of the throttle valve by changing the fully closed stop position; and an idle sensor that detects that the throttle valve is at the fully closed stop position to detect that the engine is in an idling operating state. , a throttle sensor that detects the opening degree of the throttle valve, and a rotation speed sensor that detects the engine rotation speed, as well as feedback control of the engine rotation speed during idling operation or bombon feed pump and link control of the throttle valve. In order to do this, the first control means receives detection signals from each of the sensors and outputs an idle control signal to the actuator based on the detection signals, and the stopper member is moved even when the idle operation state is not detected. and a position sensor for detecting a reference position of the stopper member corresponding to a reference opening degree of the throttle valve. ,
and receives a determination signal from the idle sensor failure determination means and a signal from the position sensor, and outputs a calibration control signal to the actuator for driving the stopper member to the reference position when the open idle sensor fails. When a reference position detection signal from the position sensor is input while the idle sensor failure determination signal from the idle sensor failure determination means is input to the calibration control means and the idle sensor failure determination means, the reference position detection signal is used as a trigger signal to perform the above-described operation. The idle sensor has a simple configuration including an initial idle opening setting means for outputting an initial throttle opening setting signal to the actuator to drive the stopper member to a predetermined initial idle opening state. If the throttle valve malfunctions, the actuator is used to move the stopper member to a reference position for calibration, and then the actuator is driven to move the stopper member until the throttle valve reaches a predetermined initial idle opening state. If the idle sensor fails, for example, the dash pot tailing operation may not start as in the past, or the operation of reducing the throttle opening as the cooling water temperature rises may not start.
This has the advantage of realizing highly reliable non-idle control without causing a situation where a high engine speed state is sustained.

[Brief explanation of the drawing]

The figures show an engine idle control device as an embodiment of the present invention. Fig. 1 is a diagram of its overall configuration, Fig. 2 is a diagram of its principal parts, and Figs. 3 to 7 each explain its operation. The graphs for and FIGS. 8 to 14 are flowcharts for explaining the effects, respectively. 1.Intake passage, 2.Exhaust passage, 3.Turbocharger, 4.Turbipe 5.Hump presser, 6.West date valve, 7.Pressure response device, 8.Intercooler, 9110.Electromagnetic type fuel injection valve, 11... Throttle valve, lla... Shaft, 11c... Throttle lever, 11dl... Throttle lever 1i1.12-... Actuator, 13... Motor, 14a... Two ohms, 14
b... ohm wheel, 14 (... pipe shaft, 14d
...Female thread part, 15...Rod as a stopper member,
15a... Male thread part, 15b... Long hole, 16... Air flow sensor, 17... Rotation speed sensor, 18... Intake temperature sensor, 19... Atmospheric pressure sensor, 20... Throttle sensor, 21... Water temperature sensor , 22...0. Sensor, 23・
/Tsuku sensor, 24...Vehicle speed sensor, 25...Idle switch as idle sensor, 26...Cranking switch, 27...Crank angle sensor, 28...
Motor position switch as position sensor,
29... Controller, 30... Power transistor,
31... Catalyst converter, 32... Ignition filter, 33... Distributor, 34... Electromagnetic switching valve, 35... Indicator, 35a... Needle hole indicator, 35b...
・Segment type display section, 36.. Ignition key switch, 37.. Battery, E.. Engine, J.. Idle sensor failure determination means, Ml.. First control means.
M2: dashpot control means as second control means; Ni3: calibration control means;
M4: Initial idle opening setting means at the time of failure, M5: Intake passage pressure display control means, MG: Failure display control means. Agent Patent Attorney Yoshihiko Iinuma Figure 2'-20 6121 ↑ Water temperature - Figure 4 ↑ Eye water 1 → Figure 5 ΔN (Actual rotation speed - Target rotation speed) Figure 6 ΔP (Actual opening - Target opening degree) Fig. 7 Time t→ Fig. 8 Rotation Fig. 9 M Fig. 10 Fig. 11 Fig. 12

Claims (1)

[Claims] a stopper member that regulates the fully closed stop position of a throttle valve provided in an intake passage of an engine; and an actuator that changes the fully closed stop position by driving the stopper member to control the opening degree of the throttle valve. ,
An idle sensor detects that the throttle valve is in the fully closed stop position in order to detect that the engine is in an idling operating state, a throttle sensor detects the opening degree of the throttle valve, and detects the engine rotation speed. In addition to being equipped with a rotation speed sensor, in order to perform feedback control of the engine rotation speed or position feedback control of the throttle valve during idling operation,
a first control means for receiving detection signals from each of the sensors and outputting an idle control signal to the actuator based on the detection signals; and a second control means for moving the stopper member when the idle operation state is not detected. and a position sensor for detecting a reference position of the stopper member corresponding to a reference opening degree of the throttle valve. Calibration control means receives a determination signal from the idle sensor failure determination means and a signal from the position sensor and outputs a calibration control signal to the actuator for driving the stopper member to the reference position when the idle sensor fails; 1. When the reference position detection signal from the position sensor is input while the idle sensor failure determination signal from the idle sensor failure determination means is being input. failure initial idle opening setting means for outputting to the actuator an initial throttle opening setting signal for driving the stopper member to a predetermined initial idle opening state using the reference position detection signal as a trigger signal; An engine idle control device, characterized in that: