JPS60243337A - Apparatus for controlling idling operation of engine - Google Patents

Abstract

PURPOSE:To prevent extraordinarily high speed rotation of an engine, by moving a throttle-valve stopper member forcibly to a reference position in case that it is not detected that a throttle valve is in its completely closed stop position when an ON-signal from a key switch is received first after connecting a power source (battery) electrically. CONSTITUTION:According to the present invention, the opening of a throttle valve 11 is controlled by restricting a completely closed stop position of the throttle valve 11 by a stopper member 15 engaged with a lever end portion 11d and displacing the stopper member 15 axially by an actuator 12 including a motor 13. The actuator 12 is controlled by a controller 29 according to the operational conditions of an engine. Here, if it is not detected by an ''idle'' sensor 25 that the throttle valve 11 is in its completely closed stop position when an ignition key switch is turned ON after a battery is re-connected electrically to the control apparatus, the actuator 12 is controlled by the controller 29 to move the stopper member 15 to a reference position detected by a position sensor 28.

Description

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

[Conventional technology]

Conventionally, some 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 (1rll 61 C times 1g feed bank control) can be performed under certain conditions during idling, while other conditions during idling are performed. It has been proposed that the throttle valve can be subjected to bosion feedback control under condition I.

Here, the above-mentioned condition (2) refers to a case where at least the following items are satisfied, and refers to a condition in which enone 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, 2.5 kI+1/h 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 engine rotation speed at the time of the disaster (Fuji rotation speed) from the target rotation speed is within a predetermined range.

(4) In vehicles equipped with a cooler, a predetermined period of time must have elapsed after the cooler relay, etc. was switched 1) in accordance with the cooler load.

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

By the way, a conventional engine idle control device has its main control section inside a microcomputer, and this microcomputer is connected to a battery via an ignition key switch, and the engine idle control device is turned on by turning on the ignition key switch. ), it is set to start operating.

Furthermore, this microcomputer is provided with a backup memory that retains the stored contents of the rod position (or motor position) when the ignition key switch is turned off unless the battery is removed.

Thereby, even if the ignition key switch is turned on again, subsequent idle control can be performed accurately.

[Problem that the invention seeks to solve]

However, with conventional engine idle control devices like this, when the idle switch is disconnected and the battery bank up power supply circuit is disconnected, trying to start the engine, the ignition key switch is turned on and off. If you repeat this several times, the following problems will occur.

In other words, when the ignition key switch is turned on, the estimated drive is performed at a time corresponding to the deviation between the motor position (rod position) stored in the microcomputer and the target throttle opening, or the bank-up power supply circuit is activated as described above. If the wire is broken, the memory contents of the microcomputer are always reset to the motor position (rod position) or the initial value, so if you repeatedly turn the ignition key switch on and off, the rod will move forward more and more, causing the engine to After starting, the idle engine speed becomes abnormally high.

The present invention aims to solve these problems.In an engine in which the engine idle state is controlled by a computer with a bank-up memory, the idle sensor is disconnected and the battery backup power supply circuit is disconnected. An object of the present invention is to provide an engine idle control device that can prevent the engine speed during idling from becoming abnormally high even in the case of such a double failure.

[Means for solving problems]

Therefore, the engine idle control device of the present invention includes a stopper member provided in the intake passage of the engine that regulates the l-stop position of the throttle valve, and a stopper member that controls the fully closed stop position by driving the stopper member. an actuator that changes the opening degree of the throttle valve; an idle sensor that detects that the throttle valve is in the fully closed stop position to detect that the engine is in an idling operating state; A position sensor detects the reference position of the stopper member corresponding to the reference opening, a throttle sensor detects the opening of the throttle valve, and a rotation speed sensor detects the engine rotation speed. In order to perform feedback control of the engine speed or position feedback control of the throttle valve, it is connected to a power source via a switch, and after the switch is turned on, an idle control signal based on the detection signals from each of the sensors described above is sent to the actuator. Equipped with idle control means to output to
The idle control means includes a backup memory that retains the stored contents of the position of the stopper member even if the switch is turned off while the power source is attached, and receives an on signal from the switch after the power source is attached. If the idle sensor does not detect that the throttle valve is at the fully closed stop position,
The present invention is characterized in that a calibration control means is provided for outputting a calibration control signal to the actuator for driving the stopper member to the reference position.

[For production]

With this configuration, when the first ON signal is received from the switch after the power supply is installed, if the idle sensor still does not detect that the throttle valve is in the fully closed stop position, the engine will run at high speed. In order to prevent this from occurring, the stopper member is driven to the reference position.

〔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 13 are flowcharts for explaining the effects, respectively.

As shown in FIG. 1, an internal combustion engine E (hereinafter simply referred to as "Ennon 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 engine E, and a compressor 5 interposed in the intake passage 1 of the engine E and rotationally driven by the turbine 4.

It should be noted that a bypass passage that bypasses a portion of the exhaust passage 2 where the turbine is disposed is connected to the exhaust passage 2, and a waste gate palflow is provided to open and close this bypass passage.

The wastegate valve 6 is opened and closed by a two-diaphragm pressure-responsive device 'i, and is controlled by an electromagnetic switching valve 34 (this valve 31I has a return spring (not shown) for the valve body). By selectively supplying atmospheric pressure and supercharging pressure to one pressure chamber of the pressure response device 7, the opening timing of the waste gate valve 6, etc. can be adjusted, and at least two types of supercharging pressure characteristics can be realized. It has become.

Further, in the intake passage 1 of the engine E, in order from the downstream side (air cleaner side), an air flow sensor 1G, a compressor 5. Intercooler 8. Electromagnetic fuel injection valve 9, 1. (+ (These valves 9 +
i 0 have different injection capacities) and throttle valve 11
In the exhaust passage 2 of the engine E, a turbine/1° catalytic converter 31 of a turbocharger 3 and a muffler (not shown) are provided in order from the upstream side (engine combustion chamber side).

As shown in FIG. 2, a shaft 11a of a throttle 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 portion 11d of the throttle lever 11c, which rotates 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
A DC motor (hereinafter simply referred to as "motor") having
3, this motor has a diameter of 13 ohms and 1 ohm.
4a meshes with an annular ohm wheel 141].

This ohm wheel 14b is integrally provided with a pipe shaft 14c having a female threaded portion 14d, and a rod (stopper member) 15 having a male threaded portion 15a that is screwed into the female threaded portion i4d of the vibe shaft 34c. 1 inch is inserted through the ohm wheel 141) and the pipe shaft 14c.

The tip of the Rontoco 5 is connected to the throttle lever via the idle switch 25 as an idle sensor.
The end portion 11d of the throttle valve 3c comes into contact with the throttle valve 11 when the throttle valve 11 is in a fully closed state. i.e. mouth, 2
The throttle valve 11 is set at H (H) so as to restrict the fully closed stomp position of the throttle valve 11 at the door 15.

Here, the idle switch 25 is connected to the inlet valve 11.
This switch is turned on (closed) when the engine is in the fully closed/closed stop position (at this time, if the engine speed is below a predetermined value, it is in an idling state), and turned off (open) otherwise.

Note that a long hole 151] is formed in the rod 15.
2' elongated hole 151] is located on the actuator body side via the bottle (
As shown, the tip of the rod 15 is guided when the engine E is in an idling state. Therefore, by rotating the motor 13 in a certain direction, the pipe shaft 14c is rotated via the ohm gear, and the rod 15 is connected to the actuator 1.
2, the throttle valve 11
, rotate the motor 13 in the opposite direction, and rotate the rod 15.
into the actuator 12 (retract)
Then, 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 is changed, and the idle opening degree of the throttle valve 11 is controlled.

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

Furthermore, as shown in FIG. 1, a water temperature sensor 21 is provided to detect the cooling water temperature as the warm-up temperature of the engine E, and ignition pulse information obtained from the primary negative terminal of the ignition coil 32 is provided to measure the engine speed. A rotation speed sensor 17 for detecting rotation speed 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 lead or inch sensor is used as the vehicle speed sensor 24.

Additionally, a cranking switch 26 is provided as a crank 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 air 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 the change in resistance value. The digital output from the air flow sensor 1G is input to two controllers. Note that the dinotal output from the air 70-sensor 16 is applied to, for example, a 1/2 frequency divider within the controller 29, and then subjected to various processing.

In addition, it is generally said that the air 70-sensor 16 malfunctions due to intake pulsation etc. when the engine E is at low speed and under high load. By appropriately adjusting the dimensions, 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 sensor 19 that detects atmospheric pressure. 02 sensor 22 that detects the oxygen concentration in exhaust gas,
A crank angle sensor 27 detects the crank angle by means of a charging conversion means with a distributor 33. Reference opening degree of the throttle valve 11 (this opening degree is, for example, engine speed 60)
It is set as a small opening corresponding to around 0 rpm. ) Compatible with Rondo 15 without actuator 12
A motor position switch 28 as a position sensor for detecting the position (reference position) is provided, and signals from these sensors and switches are input to two controllers.

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 20,02 sensor 22. Since the detection signal of the knock sensor 23 and the like is an analog signal, it is manually inputted to the controller 29 via the AID converter.

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

Also, an ignition coil 32 is provided, and the 1* side current is turned on and off to the ignition coil 32 by a power transistor 30 as a switching transistor.

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

As the display meter 35, there may be one having an oblique display section 35a, or one having a segment 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 composed of a microcomputer equipped with a CPU, a memory (including a manipulator), and an appropriate input/output interface. After the ignition key switch 36 is turned on, the ignition key switch 36 starts operating.

And these two controllers are idle switch 2
5 when detecting the idle operating state (when the idle switch is on and the engine speed is lower than the predetermined value)
Under the set condition ■, feedback control of the engine speed (
1) Position feedback control of the throttle valve 11 is carried out based on the signal from the throttle valve 11 under the condition (2) set at the time of detecting the idle state. , after turning on the ignition switch 36, the idle switch 255 rotation speed sensor 17. Throttle sensor 20. The idle control means 41 outputs an idle control signal based on a detection signal from the vehicle speed sensor 24 to the motor 3 of the actuator 12.

In addition, when performing rotation speed feedback control,
The target engine speed can be changed as shown in Figure 3 according to the cooling water temperature, and when performing Bonjon feedback control, the target throttle opening can be changed as shown in Figure 1 according to the cooling water temperature. It is done.

Furthermore, when the motor 13 of the actuator 12 is driven, the opening A
The relationship between D and the deviation, IN or ΔP is the fifth
．． It is as shown in Figure 6. Here, the deviation jN means the difference between the engine speed and the target engine speed, and the deviation ΔP means the difference between the actual throttle opening and the target throttle opening.

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

(3) The deviation of the actual engine speed (actual speed) from the target speed 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.

Furthermore, the flow of processing by this idle control means M1 is shown in FIG. Sunawa too, first of all...
In Step A1, various data are input, and in Step 1\2, 451 is displayed to determine whether the engine is in non-idle operation state.
1 card is played. If the engine is in idle operating state (idle switch 25 is on and the engine speed is lower than a certain value), select YES in step A2.
S-Y and l), stencil A2', flag 54=
After setting the condition to O, in step A3, it is determined that the condition ① is ②. If the conditions are such that rotational speed feedbank control is desired, the rotational speed feedback control mode is selected in step A4.

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

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

As a result, position feedback control is performed for the engine E so that the target opening degree is set to a small opening degree.

Note that if the answer in step A2 is No, the process returns.

Further, the flag S4 will be explained later.

Note that even if either of the above-mentioned conditions I or If 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.

Further, the controller 29 includes a backup memory that retains the stored content of the position of the rod 15 even when the ignition key switch 36 is turned off while the battery 37 is connected. That is, in Figure 1,
Lines directly connected from the battery 37 to the two controllers are connected to bank-up memories within the two controllers.

The contents of this bathoquan memory are also cleared once the hardware 37 is removed.

By the way, when the controller 29 receives an on signal from the ignition key switch 36 after connecting the battery 37, when the idle switch 25 is off, the rod 1S is driven to the retracted reference position. In addition to having the function of a calibration control means M2 that outputs a calibration control signal to the motor 13, when the reference position detection signal from the motor position switch 28 is manually inputted by the calibration control means M2, the calibration control means M2 outputs a calibration control signal to the motor 13. It also has the function of an initial idle opening setting means M3 that outputs the reference position detection signal as a trigger signal to the motor 13 as an initial throttle opening setting signal for driving the rod 15 at a predetermined initial idle opening state Kumamoto. are doing.

First, the details of the process performed by the calibration control means M2 will be explained with reference to FIG. That is, in step B1, various data are input, and in step B2, it is determined whether or not the ignition key switch is turned on for the first time after turning on the engine. That is, when the battery 37 is connected again after being removed, it is determined only after that whether the ignition key switch 36 has been turned on in order to start the Ennon.

If YES, it is determined in step B3 whether the idle switch 25 is off.

If it is off, take the YES route in step B3 and set the flag 51-1 in step B4.In step B4', S 4 = 1;
# - It is checked whether S4 is 1 piece 54 =
Taking the NO route, it is determined whether the flag 52=1 in the next step BS. Initially 52 =
In step B5, the answer is NO, and in step B6 it is determined whether the motor position switch 28 is on (closed). Normally, it is at the rear end of the rod 15 or in front of the motor bodge switch 28, so the motor bodge switch 28 is off (open). Therefore, in step B6, the No route is taken, and in step B7, the motor 13 is driven with the pulse width L1 to drive the rod 15 backward.

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

As a result of the rod 15 moving backward in this way, the motor position switch 28 is turned on (closed), and the flag S221 is set in step B8, and the motor position switch 28 is turned off (closed) in step B9. Since the motor position switch 28 is on at this time, the motor 13 is driven with a pulse width L2 (<Ll) to drive the rod 15 forward. It will be done.

Here, since the pulse @L2 is set to be relatively small, the degree of advancement of the rod 15 is small. After this process, the process returns, and when the next timer interrupt signal is input, for example, steps B1, B2, . B3. B4. B4'.

The process that continues with B5 is performed, but in this case, since 82=1 is set in step B8, step B5 is executed.
9 heshyump, then step B9. BIO processing is performed.

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

Therefore, after that, the NO route is taken in step B9, and the process of setting 53=1 is performed in step B11. Here, the process of setting the flag 53=1 is a process that indicates that the calibration of the rod 15 has been completed.

Note that step B2. If No in B3, step B
In step 12, flag S is set to ○.

Next, the processing performed by the initial idle opening degree setting means M3 will be explained with reference to FIG.

That is, first in step C1, it is determined whether the flag 53=1.

If the calibration of rod 15 has been completed, i.e. rod 15
If there is one reference position, 53=1, so take the YES route in step C1, set the motor drive time ΔD corresponding to the set throttle opening degree to the timer in the next step C2, and step C3. Then, the motor 13 is driven by the timer.

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, in steps C4, C5, and C6, S
2 = 0, S 3 = 0, S 4 =
1 is performed.

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 54=1, the idle switch 25
is turned on and the value becomes 8420 in Fig. 8, or until the dashbot waits and becomes 8420 in Fig. 11 as described later, 54=1 continues, so the above Calibration control and setting control can only be performed once. In other words, if the above failure judgment is true because the vehicle happened to be running with a constant throttle opening, the failure judgment continues to be true even after the above control, but the above calibration control and setting control are performed only once. This may cause deterioration of durability due to unnecessary operation, or the throttle valve 11 may be damaged during calibration work.
By restoring the engine speed, it is possible to avoid disadvantages such as an unnecessary drop in engine speed.

Further, the controller 29 has the function of a prospective control means M4 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 drives the rod IS in advance to the high throttle opening (two types are selected depending on the state of the throttle opening), and the idle switch 25 drives the rod IS toward the high throttle opening (two types are selected depending on the state of the throttle opening). A dash bond that drives the rod 15 to a predetermined low throttle opening (for example, 7 ast idle opening) smaller than the high throttle opening when it is detected that the throttle valve 11 is at the fully closed stop position. It also has the function of a dashpot control means (expected control means) M4 that receives detection signals from each sensor and outputs a dashpot control signal based on these detection signals to the motor 13 of the actuator 12 in order to perform the operation. . Here, the dashpot operation of the rod 15 controlled by this dashpot control means M4 consists of a dashpot V standby 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 dash pot standby opening degree θ (Illθd2), and the subsequent dashpot This is a motion to prepare for the tailing motion.

Here, the condition for rod advancement in mode 1 is that the throttle opening stays in a zone with a predetermined value of 61 or more for a predetermined time (for example, about 0.5 degree) 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 (>θl) and the engine speed is a predetermined value N. Staying in the above zone for a predetermined time (for example, about 0.5 degrees) or more.

Note that the degree of advancement of the rod 15 in mode 1 (dashpot 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 controller 29 controls the dashpot control means M4 until the idle switch 251 first detects that the throttle valve 11 is in the fully open stop position, that is, until the idle switch 25 is first turned on.
It also has the function of prohibition means M5 for prohibiting control by.

Next, the flow of processing by the dashpot control means M4 and prohibition means M5 is shown in FIG. 11.

That is, first, in step D1, various data are inputted, and then in step D2, it is determined whether the flag S521 is set.

This flag S5 is reset to zero when the ignition key switch 36 is turned off, so it is initially set to S520.

Therefore, in step D2, take the No route,
In step D3, it is determined whether the idle switch 25 is on.

If the idle switch 25 has never been turned on, the NO route is taken in step D3, but if it has been turned on even once, the YES route is taken in step D3, and the flag 55 is set to 1 in step D4.

Thereafter, in step D5, it is determined whether mode 1, mode 2, or keys other than keys 1 and 2 are selected.

If it is determined that the mode is mode 1, the rod 15 is moved forward to the dashpot standby opening degree θd1 in step D6. 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 D7.

As a result, the rod 15 is advanced forward to a position corresponding to each mode, thereby completing the dashpot standby operation.

After this dashpot standby anticipation operation, the flag 54 is set to 0 in step D8, but then, when the throttle valve 11 is suddenly closed and the idle switch 25 is closed, the YES route is taken in step D8'. , step D
At 9, a dashpot pooling 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.

Note that if there is a history of turning on the idle switch at least once after turning on the ignition key switch 36, the YES route will be taken at step D2 unless the ignition key switch 36 is turned off. Processing is carried out smoothly.

Further, if there is no history of turning on the idle switch after turning on the ignition key switch 36, the No route is continued in step D3, so the dashpot control remains prohibited.

Note that the controller 29 also has a function as a prospective control means for causing the rod 15 to protrude prospectively at times other than when controlling the dashpot. That is, this prospective control means is used when performing cranking or fast idle. In other words, when you step on the accelerator pedal to start the engine, the rod 15 is designed to prevent the rotation from dropping until you take your foot off the accelerator pedal and the idle speed control is activated. It moves us forward.

In this case, as well as when controlling the dashpot,
Because the rod 15 may not move backward due to a failure in the idle switch 25 or the battery backup power supply circuit, in the case of such a failure, the port 15 should be returned to the standard position and then moved forward to the set position. Let them do it. The processing flow in this case is as follows:
This is the same as that explained in FIGS. 9 and 10.

In addition, the two controllers are, for example, in the case of the display 35 or the boost meter, the air 70-sensor 16. times [1 sensor 17. Intake temperature sensor 18. In response to the signal from the atmospheric pressure sensor 19, information on the intake air amount A, information on the engine speed N,
It has the function of an intake passage pressure display control means M6 that outputs a signal corresponding to the intake passage pressure P to the display 35 based on the information on the intake air temperature T and the information on the atmospheric pressure AP.

Focusing on this intake passage pressure display processing in 2012, the flow of processing performed within the controller 29 is briefly shown below.
It will look like Figure 2. That is, step E1 in FIG.
So, air flow sensor 16. l1lil rotation speed sensor 17
゜Intake temperature sensor 18. Each data from the atmospheric pressure sensor 19 is input, and in the next step E2, the intake temperature T and atmospheric pressure AP are input.
Calculate the intake air amount A and engine speed N, which are corrected accordingly.

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 the intake temperature T, you can also know the intake passage pressure P. After that, in step E3,
As described above, a drive signal (display signal) corresponding to A/H having information on the intake passage pressure P 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 has a failure display control means that outputs a failure or warning display signal to the display 35 in priority over the intake passage pressure display control means M6 when the flag S1 is 1 or the flag S5 is 0. It also has the functions of M7.

Next, the flow of processing by the failure display control means M7 and the like is shown in FIG. 13.

First, in step F1, data from various sensors and switches are input manually, and then in step F2, flag S
It is determined whether S5 is 1 or 0. If the idle switch 25 remains off when the ignition key switch 36 is turned on for the first time after the battery is installed, the outside flag 51 is set to 1, and the idle switch 25
If there is no ON history, the flag S520 remains, but if there is a murmur, the YES route is selected in Stellaf lower 2.

In this way, if YES is determined in step F2, a failure or warning display signal is outputted to the display 35 by the failure display control means M7 in priority over the intake passage pressure display control means M6 in step F3. , thereby causing the display 35 to display a failure or the like.

For example, a malfunction or the like can be indicated by setting the value indicated by the needle to a constant value regardless of the operating state.

By pointing at a constant value in this way, a failure or the like is indicated.

Note that in step F2, No, that is, 5i=O or S
At step F4, the intake passage pressure display control means M, 61 causes the display 35 to display the normal intake passage pressure. The specific means are as described above.

The controller 29 also includes fuel supply control means that receives signals from the above-mentioned sensors and switches and outputs signals for supplying fuel to the electromagnetic fuel injection valves 9 and 10 according to 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-plate guiaphram pressure response device to adjust the opening timing of the waste F gate valve 6 in order to obtain different boost pressure characteristics. It also has the function of a wastegate valve control means that outputs a signal to an electromagnetic switching valve 24 (this valve 24 has a return spring (not shown) for the valve body) that controls the valve body.

Note that, as mentioned above, since the A/N information includes intake passage pressure information, this is treated as engine load information.

The operating state of the engine is detected from this information and the engine speed information, and fuel supply control is performed.

In other words, air 70-sensor 16. Rotation speed sensor 17
Or intake temperature sensor 18. The atmospheric pressure sensor 19 is not only used to display the intake passage pressure P, but is originally used for electronic fuel supply control, etc., and therefore displays the intake passage pressure. Therefore, the air 70, sensor 169, rotation speed sensor 17, etc. are not newly provided.

In addition to the booth F meter, a device driven by a signal from the controller 29, such as a speedometer or a tachometer, may be used as a display device for displaying a failure.

〔Effect of the invention〕

As described above in detail, 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 regulates the fully closed stop position of the throttle valve provided in the intake passage of the engine. an actuator that controls the opening degree of the throttle valve by changing the closed stop position; 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 position sensor that detects a reference position of the stopper member corresponding to a reference opening of the throttle valve, a throttle sensor that detects the opening of the throttle valve, and a rotational speed sensor that detects engine rotational speed; In order to perform feedback control of the engine rotation speed or feedback control of the above-mentioned throttle valve during idle operation, it is connected to the power supply via a switch, and after the switch is turned on, an idle control signal is generated based on the detection signals from each of the above-mentioned sensors. The idle control means is provided with an idle control means for outputting an output to the actuator, and the idle control means is provided with a backup memory that retains the memorized content of the position of the stopper member even if the switch is turned off with the power supply installed, If the eye sensor does not detect that the throttle valve is at the fully closed stop position when receiving an ON signal from the switch after installation, drive the stopper member to the reference position. The simple configuration includes a calibration control means for outputting a calibration control signal to the actuator.
When an ON signal is first received from the switch after the power supply is installed, if the idle sensor still does not detect that the throttle valve is at the fully closed stop position, the stopper section will move up to the reference position. Since the engine is driven, the engine speed does not become abnormally high as in the conventional case, which has the advantage of realizing highly reliable engine idle control.

[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 13 are flowcharts for explaining the effects, respectively. 1. Intake passage, 2. Exhaust passage, 3. Turbocharger, 4. Turbine, 5. Compressor, 6. Waste gate Y valve, 7. Pressure response device, 8. Intercooler, 9. 10...Electromagnetic fuel injection valve, 11...Throttle valve, 11a...Shaft, 11c...Throttle lever, 11d...Throttle lever 1@L 12...Actuator, 13...Motor, 14a... Ohm, 1
4b... ohm wheel, 14c... pipe shaft, 14
d... Female threaded part, 15... Rondo as a stopper member, 15a... Male threaded 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・・02 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 a position sensor, 29... Controller, 30... Power trannosta, 31... Catalyst converter, 32... Ignition coil, 33... Distributor, 34... Electromagnetic switching valve, 35・・Display unit, 3Sa・・Slanted display section, 35b
...Segment display, 36.Ignition key switch, 37.Battery, E.Engine, Ml.
- Idle control means, M2... Calibration control means, M3...
Initial idle opening setting means, M4: dashpot control means, M5: inhibiting means, M6: intake passage pressure display control means, 8: failure display control means. Agent Patent Attorney Yoshihiko Iinuma Fig. 2'-20 Fig. 6 ↑ Water temperature → Fig. 4 ↑ Eye - 200203040 Water temperature - Step Fig. 5 ΔN (Actual rotation speed - Target rotation speed) Fig. 6 ΔP (Actual opening -Target opening degree) Fig. 7 Time t→ Fig. 8 Fig. 12 Fig. 13

Claims (1)

[Claims] A stopper member provided in the intake passage of the Ennon that regulates the fully closed stomp position of the throttle valve, and an actuator that changes the fully closed or top position by driving the stopper member and controls the opening degree of the throttle valve. and,
An idle sensor detects that the throttle valve is at the fully closed stomp position to detect that the engine is in an idling operating state, and a reference position of the stopper member corresponding to a reference opening of the throttle valve is detected. It is equipped with a position sensor, a throttle sensor that detects the opening degree of the throttle valve, and a rotation speed sensor that detects the engine rotation speed, and performs feedback control of the engine rotation speed or position feedback control of the throttle valve during idling operation. In order to achieve this, an idle control means is provided which is connected to the power supply via a switch and outputs an idle control signal to the actuator based on the detection signal from each of the above-mentioned sensors after the switch is turned on. The device is equipped with a bank-up memory that retains the memorized contents of the position of the stopper member even if the switch is turned off while the power supply is attached, and when an on signal is received from the switch after the power supply is attached, the memory is stored. Calibration control means is provided for outputting a calibration control signal to the actuator for driving the stopper member to the reference position when it is detected that the throttle valve is in the fully closed position. An engine idle control device characterized by: