JPS608438A - Idling revolution number control device for engine - Google Patents

Abstract

PURPOSE:To obtain a proper control of a throttle valve opening degree even in case of a false contact of an idling switch by providing a control means to drive an actuator in accordance with the difference between an actual opening degree and a target opening degree of the actuator. CONSTITUTION:In case of a false contact (NG) of an idling switch ISW and a dash pot mode is released, the dash pot is not controlled. The termination of the dash pot is decided when a target planned opening degree PSI becomes equal to a water temperature opening degree PTW. A motor 5 is controlled to rotate for pulling an actuator rod 7 backward with a pulse width of L1 till a switch 10 is put on and as soon as the switch is put on, the rod 7 is pushed forward with a pulse width L2 and stopped at the right position when the switch is put off. Then, the rod 7 is projected up to the target opening degree PS, i.e. the water temperature opening degree PTW to keep an opening degree of a throttle valve 2 properly. Also when an air-conditioner is switched from ON to OFF, just like the above case, a calibration is made to eliminate a speeding at the time of a high speed revolution.

Description

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

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

However, in such a conventional device, there is a problem in that a large amount of unburned gas is generated when the throttle opening is suddenly decreased in a state where the opening of the throttle valve is decreasing.

On the other hand, when the idle switch is in the closed (on) state, that is, when the accelerator pedal is not depressed and the throttle valve is in contact with the actuator and is under its control, the actuator is gradually retracted and the throttle is It is possible to gradually return the valve to the minimum opening state, but such a method would not allow the gushpot to operate even when the idle switch is off and the engine is decelerating after reaching a medium load state. Become. However, when decelerating from a medium load condition, unlike when decelerating after a high load condition, the engine brake is not necessary, and by applying the dashpot, the effect of the engine brake becomes worse. There is a drawback that
Fuel consumption is also bad.

Furthermore, in this conventional device, the dashpot is activated based on the detection of the on state of the idle switch, so if the idle switch has a poor contact, the idle switch will not be in the on state, and therefore the throttle valve will be controlled. The problem is that it cannot be done.

In other words, if the state changes from the cooler on or rotation speed control to the cooler off state, and if the idle switch has a poor contact while the engine pump is operating, the throttle valve cannot be controlled by position feedback control, and the engine speed will decrease. There is a problem in that the number is kept rising, and for this reason, with conventional engine devices installed in vehicles, there is a risk that the vehicle will run out of control.

The present invention aims to solve these problems, and provides an engine idle speed control device that can appropriately control the throttle opening even when a contact failure occurs in the idle switch. The purpose is to

For this reason, the engine idle speed control device of the present invention is provided so that it can be connected to and detached from the throttle valve provided in the engine intake passage. an actuator that engages with the throttle valve to control the opening degree of the throttle valve; a position detection means that detects that the actuator is at a reference position; and a throttle valve opening detection means that detects the opening degree of the throttle valve; and idle detection means for detecting that the throttle valve is under the control of the actuator, and when the idle detection means detects that the throttle valve is under the control of the actuator, the throttle valve A first actuator that drives the actuator according to the difference between the actual valve opening and the target idle opening.
and a load detection means for detecting the load state of the engine, and when a high load state is detected by the load detection means, the actuator is set to a dashpot opening that is on the open side of the target idle opening. and a second control means for driving the dashpot to a position corresponding to the dashpot opening, and when the load detection means detects that the load has decreased from the high load state, the dashpot opening degree is gradually decreased as a calculated opening degree. When the calculated opening is larger than the target idle opening in a state where the holding opening subtraction means and the idle detection means detect that the throttle valve is under the control of the actuator, the first The throttle valve is under the control of the actuator by a third control means that takes priority over the control means and drives the actuator according to the difference between the calculated opening degree and the actual opening degree, and the idle detection means. When the calculated opening reaches the target idle opening in a state where the operation is not detected, the actuator is driven to a reference position detected by the position detection means, and then the actuator is moved from the reference position to the reference position. The present invention is characterized in that a fourth control means for driving the actuator according to the difference between the opening degree of the throttle valve and the target idle opening degree is provided.

Embodiments of the present invention will be described below with reference to the drawings. FIGS. 1 to 13 show an engine idle speed control device as a first embodiment of the present invention, FIG. 1 is a block diagram thereof, and FIG. Figure 3 is a block diagram showing its overall configuration, Figure 4 (a), (b), Figure 5 (a), (b), Figure 6 (a)-(c). ) - Figure 7 is a graph for explaining the action, and Figures 8 to 13 are flow charts for explaining the action.
FIG. 4 is a flowchart for explaining the operation of the engine idle speed control device according to the second embodiment of the present invention.

As shown in FIGS. 1 and 2, in the first embodiment of the present invention, a throttle valve 2 is disposed in an intake passage 1 of an engine E, and a shaft 2a of this throttle valve 2 is located outside the intake passage 1. is connected to the throttle lever 3.

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

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

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

The tip of the rod 7 comes into contact with the end 3a of the throttle lever 3 via an idle switch 9 serving as idle detection means when the engine E is in an idle operating state.

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

Note that the rod 7 has an elongated hole 7b of the shape I#, and a pin (not shown) on the actuator body side is guided into this elongated hole 7b.
rotation is prevented.

In this way, since the tip of the rod 7 is in contact with the end 3a of the throttle lever 3 when the engine E is in the idle operating state, by rotating the motor 5 in a predetermined direction, the tip of the rod 7 is connected to the pipe shaft through the worm gear. 6c is rotated to cause the rod 7 to protrude (advance) from the actuator 4, the throttle valve 2 is controlled to open, and the motor 5 is rotated in the opposite direction to retract the rod 7 into the actuator 4. (When retracted), the throttle valve 2 is controlled to close by the action of the return spring.

A motor position switch 10 is provided as a position detecting means that comes into contact with the rear end of this door, and this motor position switch 10 is turned on when the rod 7 is retracted, thereby detecting the position of the rod 7.

Further, a throttle opening sensor 8 is provided as a throttle valve opening detection means for detecting the opening of the throttle valve 2 (throttle opening). A potentiometer or the like that generates voltage is used.

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

Furthermore, a vehicle speed sensor 14 is provided that detects the vehicle speed using a pulse signal having a frequency proportional to the vehicle speed, and a known reed switch is used as the vehicle speed sensor 14.

A cooler switch 20 is provided to detect the on/off state of the cooler, and a relay is used as the cooler switch 20, for example.

In addition, a pressure sensor 21 is provided as a load detection means for detecting the intake manifold pressure (absolute value here), which is the load of the Ennon, and outputs a signal according to the absolute value of the intake manifold pressure. do.

The first control means 13.degree. target opening setting means 22. receives the detection signals from each sensor 8-12, 14, 20.21 and outputs a control signal based on these signals to the motor 5 of the actuator 4. Opening degree subtraction means 23. Dashpot control means 24. Second control means 25. A flight control unit (computer) 15 is provided, which also serves as the third control means 26 and the fourth control means 27, and this control unit 15 is activated when the idle operation state is detected by the idle switch 9 (when the idle switch 9 is turned on). Under condition I (described later), the engine speed is feedback controlled (idle speed control) based on the signal from the speed sensor 12, while other conditions are set when the idle state is detected. ■
(described later), position feedback control of the throttle valve 2 is performed based on a signal from the throttle opening sensor 8.

Here, the above-mentioned condition I refers to a case where at least the following items are satisfied, and refers to a condition in which the engine is relatively stable.

(1) A predetermined period of time has elapsed after the idle switch 9 was turned from off to on.

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

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

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

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

Note that even if either of the above conditions I or II is satisfied, if it is impossible to control the throttle opening below the minimum throttle opening or above the maximum throttle opening, the control unit 15 will not output an output. .

Furthermore, the position (reference position) of the rod 7 of the actuator 4 corresponding to the reference opening degree of the throttle valve 2 (this opening degree is set as a small opening degree corresponding to, for example, an engine rotation speed of around 60 rpm). A motor position switch 10 is provided as a position detection means for detecting. In other words, this motor position switch 1
0 is provided rearward from the rear end surface of the rod 7, and is configured to be turned on (closed) near the most retracted state of the rod 7, and turned off (opened) at other times, and this on/off signal is input to the control unit 15.

Furthermore, as shown in FIG. 3, the control unit 15 receives input from each sensor 8 to 12, 14, 20. mode, cooler idle up mode when using the cooler, and dashbot mode, and also feed bank control of engine speed (
Idle speed control) or throttle valve 2 position foot control.
Determine the control method, whether or not to perform prospective control,
Thereafter, the drive time of the motor 5 (including determination of the rotational direction) is calculated according to this determination result, and a control signal corresponding to this time can be output to the motor 5.

Here, prospective control refers to the following control. That is, under a predetermined operating condition of the engine, for example, the throttle valve 2
In order to gradually reduce the throttle opening when the throttle opening is suddenly closed, the rod 7 is moved to a certain position in advance (the throttle opening corresponding to this position is called the dash bond opening).

), and by turning the throttle valve 2, the throttle valve 2 is gradually decreased from the dashpot opening to the desired opening as the throttle valve is suddenly closed. It is possible. A mode in which such control is performed is a power mode (DP mode).

Hereinafter, the control by this dung F roll unit 15 will be explained.

First, the processing flow for performing this control is, in principle, executed in synchronization with the ignition pulse. This main flow is
When there is no ignition pulse, such as when the engine is not operating (when the engine is stalled), the ignition pulse has a predetermined period (ΔT).

It is executed in synchronization with a pseudo pulse signal such as

Note that the above processing flow may be executed in synchronization with a timer interrupt signal (50ms timer interrupt signal) of a certain period (for example, 50m5) in another main 70-.

Now, FIGS. 8 to 13 show the processing flow of the opening degree control of the throttle valve 2 including the dashpot control.
Terminal a in the figure is connected to terminal a in Figure 10, and similarly,
The terminals in Figure 10 are the same as the terminals in Figure 11, the terminal C in Figure 11 is the same as the terminal C in Figure 12, and the terminal d in Figure 12 is the same as the terminal d in Figure 13. , terminal e in Fig. 12 is the first
These terminals are connected to terminals e in FIG. 3, and "return" in FIG. 12 is connected to "return" in FIG. 9.

When the ignition key is inserted (including the engine starting state), processing 70-A in the fan computer 15,
'B, C, D, and El are started.

As shown in FIG. 8.9, the process 70-A includes initial settings,
The process 70-B is to determine the dashpot condition and the dashpot state, and as shown in FIGS. This is to determine stability and determine whether the actual single speed VR is above a predetermined value.
As shown in FIGS. 8 and 11, process 70-0 sets the target opening PS and target rotational speed NS, and satisfies the first calibration plate condition and the first . This is for resetting the second caliper plate condition, and the process flow D, as shown in FIGS. This is for making a judgment, and the part 3!170-E1 is for calibrating the Rondore.

In the processing 3!170-A, as shown in FIGS. 8 and 9, initialization is first performed in block AO, and 8. 20. KAC, KB
, K.F.

The contents of KTl, KX, Ll, L5 to L7+MA+MI+, etc. are reset and further set to initial values.

Next, in block A1, the actual opening PR, actual rotational speed NR, actual vehicle speed VR, cooling water temperature TW, and manifold pressure (
Absolute value)\IM, air conditioner switch information IAC, idle switch information rsw, and motor position switch information IM are read.

Then, in block A21, the water temperature opening degree PTW, which is the target opening degree when the cooler is off, and the water temperature rotation speed NTW, which is the target rotation speed when the cooler is off, are set.

As shown in FIGS. 4(a) and 4(b), this set value is a discrete numerical value determined from a map from the cooling water temperature TW, and is determined by an appropriate interpolation method.

In block A3, the dashpot condition is determined, and as shown in FIGS. 6 and 7, the starting opening of the dashpot, which is the throttle opening, is determined depending on the magnitude of the manifold pressure and its duration. is set to Pl.

Further, in block A3, it is determined that the vehicle is in the dashpot state, and each throttle opening degree in the middle of the dashpot is set.

First, the dashpot condition and dashpot state are such that, for example, the actual rotational speed NR is the predetermined rotational speed ND (=10
First, in step a1, it is determined whether the manifold pressure VM is greater than a predetermined pressure el (absolute value). (Step aal) Then, when VM>α1 continues for a predetermined time β1 or more (
Step aa2. aa3) has dashpot state 7
Set the lag to 8 in step a2).Furthermore, if the dashpot has reached a stable state (KI≦O), set 5 to ``1'' in the prospective control start 7 lag in step a.
3°4), 1 is set to 1 (dashpot condition satisfied state) in the 7th lag when the dashpot condition is satisfied. (Step aS) Here, the state in which 1 is on in the Dashpot condition 7 lag is the Gutshpond condition, assuming that a series of processes A, B, C, D, and E1 until return is completed is one routine. The routine (hereinafter; “
It is called the 1st routine. ), and the state in which 8 is on in the dashpot condition flag occurs only in the routine following the routine in which the dashpot condition is satisfied (hereinafter referred to as the "second routine"). It is something.

If the VM does not continue for the predetermined time β1 or more, reset the dashpot state 7 lag to 8 (step aa7)
, and then cancels the dashpot state. (Step a6) Also, when VM≦a1, the counter (timer) Ll is reset (Step aa4), and if the dashpot condition is satisfied (K1=1>) (Step aa5>, the dashpot state is 8 is turned on in dashpot state 7 lag (step aa
6), which leads to the next step a6.

In addition, the dashpot condition is not satisfied (K1ku1)
If so, the dashpot state 7 lag is reset to 8, and the process proceeds to the next step a6.

In this way, in the pro-link A3, the dashpot condition is stored at 1 in the 7th lag when the Gunspot condition is satisfied, and the dashpot condition is stored at 5 in the flag. 8 is set or reset.

Next, in process flow B, as shown in FIGS. 8 and 10,
First, in block B1, it is determined whether the air fan is stable.

First, the air conditioner switch IAC is turned on (step b1
), and if the air conditioner flag MI is off (step b2), the air conditioner immediately after turning on flag (anticipatory control start flag) KAC is turned on. (Step b3) Then, reset the stability determination counter L5.Step b4), P
The FB (position feedback) instruction flag is set to 20 (step b5), and the air conditioner plug l11 is turned on. (Step b6) Air conditioner switch I
If the AC is on and the air conditioner 7 lag MI is on, a stability determination counter L5 determines whether the air conditioner has been on for a predetermined time of 71 m. (
Step b7) Then, in a state where the air conditioner has not been on for a predetermined period of time γ1, the count of the stability determination counter L5 is amplified.Step b8), the PFB instruction 7 lag is set to 20, and the air conditioner flag M
Turn on I.

Further, if the air fan remains on for longer than the predetermined time γ1, the air conditioner flag MI is turned on.

If the air conditioner switch IAC is off and the air conditioner flag MI is on (step b9), the stability determination counter L6 is reset (step b10), and 7 lags immediately after the air conditioner is turned off (second calibration plate condition fulfillment flag).
Turn on KF (step bio'), turn on 20 to the PFB instruction flag (step b11), and reset the air fan flag MI. (Step b12) Air conditioner switch IAC is off and air conditioner flag MI
If the air conditioner is off, a stability determination counter L6 determines whether or not the air conditioner remains off for a predetermined period of time γ1. (Step b13) Then, before the air conditioner remains off for a predetermined period of 11 m, the stability determination counter L6 is incremented (Step b14).
PFB instruction 7 lag 20 is turned on, and the air conditioner flag MI is turned off.

Further, if the air conditioner remains off for longer than the predetermined time γ1, the air conditioner flag M1 is turned off.

Next, in the programmer B21, it is determined whether the idle control switch ISW is in the on state.

That is, if the idle switch ISW is on (step b13) and the idle switch flag MA is off (step b14), the stability determination counter L7 is reset (step b15), and the PFB instruction 7 lag is set to 2 (
Turn on 1 and turn on 1 (step b16), and turn on the idle switch.
Turn on the check flag MA. (Step b17) If the idle switch ISW is on and the idle switch 7 lag MA is on, the stability determination counter L7 determines whether or not the idle switch remains on for a predetermined period of time γ2. (Step b18) When the idle switch ISW is not in the ON state for a predetermined period of time γ2 (L7≦γ2), the stability determination counter L7 is incremented in step b.
19) Turn on PFB instruction 7 lag 20 and further turn on idle switch flag MA.

Also, the on state of the idle switch ISW is open at a predetermined time γ
If it continues for longer than 2, the idle switch flag MA is turned on.

If the idle switch ISW is off, immediately reset the idle switch flag MA (step b2).
0), the processing of this program B2 is ended.

Next, in block B3, it is determined whether the actual vehicle speed VR is greater than a predetermined vehicle speed VS (=2.5kn+/hour) (step b21), and if VR>VS, P
Turn on 20 to FB instruction 7 lag. , (step b2
2) If VR≦■S, the process proceeds to the next block C1.

Next, in process 70-0, as shown in FIGS. 8 and 11,
In the large block CA, a target scheduled opening degree is set in consideration of the dashpot.

First, in block C1, the dashpot opening degree is determined according to the dashpot state, and this dashpot opening degree is entered into the target planned opening degree PS1.

First, it is determined whether the dashpot condition is established immediately (first routine) by 1 in the dashpot condition establishment 7 lag (step ccl), and if it is immediately after the dashpot condition is established (first routine), the dashpot opening degree Pi (see FIG. 7) is input to the target planned opening degree PS1. (Step c
c2) Here, the state in which dashpot state 7 lag KT1 is on is the routine from the second routine after the routine for which the dashpot condition is satisfied until the end of the dashpot state (hereinafter referred to as "the third and subsequent routines"). ).

Next, the gutspot state 7 lag KTI is reset (step cc4), and when the target expected opening degree PS1 is larger than the water temperature opening degree PTW (step cc,), that is, when the dashpot condition is met, step c
At c6, 20 is on (=1) in PFB instruction 7 lag
Then, the block CB is reached.

The flow of this process, step ccLcc21cc4vcc
5νcc6 is hereinafter referred to as [processing 7O-FclJ.

In step cc5, if PS1≦PTW, step c'c5 leads to step cc6', the prospective control start 7 lag KS is reset, and the water temperature opening degree PTW is set to the target planned opening degree PS1 (step cc6'') , and then reaches block CB.

If it is not immediately after the dashpot condition is met (first routine), the dashpot state 7 lag KTI will cause
It is determined that the routine is in the dashpot state (the third or subsequent routine) (step cc3), and if it is not the dashpot state (the third or subsequent routine), that is, if it is the second routine, the process proceeds to step cc8. (1) It is determined whether the second routine is in the state of ``Dashbot'' or the state of non-Gushbot.

If it is the second routine, step CC1
1, the dashpot opening P1 is the water temperature opening PTW.
It is determined whether it is larger than Pi, and if Pi>PTW,
Dashpot state (3rd and subsequent routines) 7 lag K
TI is turned on, the dashpot opening P1 is set to the target planned opening Psi (step ccl 3), and then P
Turn on 20 to FB instruction 7 lag and step cc13'
), then the next large block CB is reached.

The flow of this process, step ccLccLcc8+cc1
1-cc13 and cc13' are hereinafter referred to as "processing flow Fc2J."

In addition, if it is determined that the dashpot is not in the non-dashpot state in step cc8 (K8=O), and if it is determined that the target scheduled opening P1 is equal to or lower than the water temperature opening PTW in step ccll (P
1≦PTW), the target planned opening PS1 is the water temperature opening PT.
It is set to W (step cclo), and then the next large block CB is reached.

If it is determined in step cc3 that the dashpot is in the state (third or subsequent routines), the target planned opening degree PS of the dashpot is determined as shown in FIG.
1 decreases in a stepwise manner, the held target expected opening degree PS1 is decreased by a predetermined opening degree ΔP. (Step c
c7) Target planned opening PS1 decreased by this predetermined opening ΔP,
If the water temperature opening degree is larger than PTW, the PFB instruction 7 lag is set to 20 (step cc7'), and the operation of subtracting this predetermined opening degree ΔP is repeated. (Block C2) The flow of this process, steps eel, cc 3 +ee
7t block C2 and step cc7' are hereinafter referred to as "processing flow Fc3J".

In block C2, if it is determined that PS1≦PTW, block C3
In step cc9), set the dashpot end flag (first calibration plate condition flag) KB.
, the dashpot state 7 lag KT1 is reset (step cc9'), the water temperature opening degree PTW is set to the target planned opening degree PS1 (step cclo), and then the next large block CB is reached.

The flow of this process is steps ccl, cc3. cc7. Block C2 and steps cc9+cc9', ccl
O is hereinafter referred to as [processing flow Fc4J.

Each of the above steps cc2. cc6″vac1.ccl
(In Lccl 3, each target planned opening PS1
After this is set, the process proceeds to the large block CB.

In the large block CB, the target opening degree PS and target rotational speed NS are set in consideration of the on/off state of the cooler.

First, in block C1, it is determined whether the air conditioner is on or not based on the on/off state of the air conditioner flag MI. If MI=O1, that is, the air conditioner is off, the process proceeds to block C4'.

In block C4', it is determined whether the dashpot is in progress.

First, determine whether the 7-lag KF is on immediately after the air conditioner is turned off (step eels), and if it is immediately after the air conditioner is turned off,
The process goes through the YES route to steps cc16 to cc20.

When the water temperature opening degree PTW is larger than the cooler opening degree PAC (step eel 6 L dashpot condition satisfied 7 lag is 1) when the dashpot condition is satisfied (step cc
l 8 ) = Dashpot status flag KTI is on (
= 1) (step cc19) and when dashpot end 7 lag KB is on (=1) (step cc
20), the 7-lag KF is reset immediately after the air conditioner is turned off (block C).
5), then proceed to block C6.

Step cc16 cal B, cCl 9. cc2
0, if none of the conditions are satisfied, immediately after the air conditioner is turned off, the 7-lag KF remains in the same state, and then proceeds to block C6.

In block C4, if MI=1, block C
At 5', set the dashpot end flag KB to the reseriton (
step cc21), when the target scheduled opening Psi is greater than or equal to the cooler opening PAC (step cc22), reset the 7-lag KAC immediately after turning on the air conditioner (step cc23);
Furthermore, the process reaches block C6.

Also, when MI=1, the target scheduled opening PS1 is the cooler opening P
If it is smaller than AC, the process goes to block C7.

In block C6, the target planned opening degree PS1 is set to the target opening degree PS1.
In step cc2B), the water temperature rotation speed NTW is set to the target rotation speed NS. (Step cc29) Then, in block C7, the cooler opening degree PAC is changed to the target opening degree PS.
In step cc30), the cooler rotational speed NAC is determined to be the target rotational speed NS. (Step cc31) When 70- in blocks C6 and C7 is completed, the process proceeds to the next block D1.

Next, in process 70-D, as shown in FIGS. 8 and 12,
First, in block D1, idle switch 1,
Whether SW is on or not is determined by the idle switch flag MA.

If the idle switch ISW is on, the rod 7 is driven in block D2 according to dash bond control based on position feedback or control based on rotation speed feedback.

In other words, the caliper plate 7 lug KX is in the non-caliplate state (20), and the rod driving direction 7 lug is set 1 backward (
=], reset the preset flag KAC immediately after the air conditioner is turned on, the 7 lag KF immediately after the air conditioner is turned off, and the 7 lag after the start of prospective control to 5 in step d.
1'), set the actual opening PR to the intermediate opening PM (step c12), set the PFB instruction 7 lag to 20 (K20=1
) (step d3), the process advances to step d5.

In step d5, this series of processing flows A, B, and C.

A reset is performed to reset PF'B instruction 7 lag to 20 every D and Fl.

Then, the difference Δp between the target opening degree PS and the actual opening degree PR (=PS
-PR) (step d6), and the driving time ΔD of the motor 5 is calculated from the difference ΔP. (Step c
17) Also, if PFB instruction 7 lag 20 is off (K20=O) (step d3), target rotation speed NS and actual rotation speed N
The difference ΔN (=NS−NR) from R is calculated. (Step d4) In step d9, the driving time ΔD of the motor 5 is calculated from the difference ΔN. (Step d9) That is,
Drive time ΔD of motor 5 from AP or AN, respectively
is calculated.

Here, examples of the AP-ΔD characteristic and the ΔN-ΔD characteristic are shown in FIGS. 5(a) and 5(b).

Furthermore, it is determined whether each AD can be set. (Step d8.tJ10) Here, in the case of Bonjon feedback control (Step d8), for example, if 100m5 has passed, it is determined that it is possible (YES), otherwise it is determined that it is impossible (No), and the engine rotation In the case of number feedback control (step d10), it is determined that it is possible if a longer time than in the above case, for example 700 IIIs, has elapsed, and otherwise it is determined that it is impossible.

In other words, in Bonjon feedback control, 100m
Control is possible every 5 intervals, and in engine rotational speed feed pump control, control is possible every 700 m5 intervals.

Thereafter, in step d11, AD is set in a motor drive timer, and in step cl12, the motor 5 is driven until the timer reaches 0.

Note that when AD is positive, the throttle valve 2 is driven to the open side, and when AD is negative, the throttle valve 2 is driven to the closed side.

As a result, the engine can be controlled in a targeted state in both engine rotational speed foot increase control and bombardment feedback control.

In other words, the engine idle speed can be controlled to an optimal state.

Note that step d8. (1, N
If the determination is O, the motor drive control is not performed and the process returns.

The above processing flow, step d3. ．． d5-d8. dl
l.

cl12 is hereinafter referred to as 1"PF'B control process 7O-Fl".

By the way, if the idle switch ISW is not in the on state (MA=O), it is determined in block D3 whether the calibration plate condition is satisfied.

First, in step d13, the PFB instruction 7 lag is set to 2.
A reset of 0 is performed.

Next, it is determined whether the caliper plate 7 lug KX is on (step d14), and if it is on, the process proceeds to block E1.

If the calibration plate 7 lag KX is off, it is determined whether the first calibration plate condition Ic is satisfied based on the dump spot end 7 lag KB in step d28.
), if KB=1, dashpot end 7 lag KB
to reset (step d29), turn on the caliper plate 7 lug KX (step d30), and step d1
4 to block E1.

When the first calibration plate condition Ic is not satisfied (
KB=0), determine whether the second calibration plate condition 11c is satisfied using the 7-lag KF immediately after the air conditioner is turned off (step d31), and if KF=1, reset the 7-lag KF immediately after the air conditioner is turned off (step d32). )
, turn on the calibration plate flag KX (step d
30), from step d14 to block E1.

1st. When the second calibration conditions Ic and IIc are not satisfied (KB=O, KF=O),
Processing reaches block D4.

In Pro/Re D4, it is determined whether the dashpot is in the initial state or just after the cooler is turned on.

First, it is determined whether or not 5 is on in the prospective control start 7 lag (step d33). If it is on, the flag is reset to 5 (step d34), and the process proceeds to step d20.

If 5 is off at 7 lags when prospective control starts, step d1
Reaching 9.

In step d19, it is determined whether the air conditioner immediately after turning on flag (expected control start flag) KAC is on (step d19). If it is on, the flag KAC is reset (step d20) and the process proceeds to step d16.

If the 7-lag KAC is off immediately after the air conditioner is turned on, it returns immediately.

In step cN6, the target opening PS is set for prospective control.
and the intermediate opening PM (for example, the actual opening PR is input).
Step d22') to determine whether P is positive or not, Δ
If P>0, the process goes to block D5, and if ΔP≦0, the process returns.

In block D5, the rod 7 is at the dashpot opening P1.
In response to the fact that the rod 7 has not protruded to the cooler opening degree PAC, anticipation control is performed so as to project the rod 7 to the respective opening degrees Pi and PAC.

First, set the target opening PS to the intermediate opening PM7. In step d23), a driving time ΔD of the rod 7 is set according to ΔP. (Step d24) Then, Step c126. In step d27, step d1
Similarly to 1°d12, the rod 7 is driven toward the forward side, and then returned.

Note that the process flow, step d23. d24. d2B,
d27 is hereinafter referred to as "expected control process 70-F2J" ζ.

Next, in process 70-E1, as shown in FIGS. 8 and 13, in step d14 of process 70-D, if KX
If =1, the process of driving the rod 7 according to the caliper plate conditions starts.

First, in step e1, 1 is applied to the 7 lugs in the rod driving direction.
It is determined whether or not is moving forward (=1). Initially 1=0
(reverse), so in step e2 it is determined whether the motor position switch 10 is on.

Usually, the rod 7 is located forward of the motor position switch 10, and
is in the OFF state, the No route is taken in step e2, and as a result, in e4, the motor 5 is driven with the pulse width Ll to drive the rod 7 backward. The retreat width at this time is determined by the pulse width L1, which is set relatively large.

After the processing in step e4, the process returns and enters a waiting state, but the series of processes is performed again in response to the next 5On+s timer interrupt signal. Cali plates Ic, IIc mentioned above
If the motor position switch 1o is off,
Through steps e1 to e4, the return is repeated several times every 50 m5, and the rod 7 retreats by a predetermined width. The process in step e4 is hereinafter referred to as [Caliper plate retraction process 7O-F3J.

In this way, as the rod 7 moves backward,
When the motor position switch 10 is turned on, the step e2 switches to the YES route, and the step e
3, after the processing that K1=1 is performed, the motor position switch 10 is
is off.

In this case, since the motor position switch 1o is on, the No route is taken, and in step e6, the motor 5 is driven with a pulse width L2 (<Ll) to drive the rod 7 forward.

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

After the processing in step e6, the return is made to a waiting state, but the series of processing is performed again by the next 50m5 timer interrupt signal, but in this case it is 1-1, so
A jump is made from step e1 to step e5, and then step e6 is processed.

In this way, the rod 7 moves forward gradually every 50 m5, thereby moving the rod 7 forward until the motor position switch 10 is turned off. This step e
6 will be referred to as "Caliplate advance processing 7O-" below.
It's called F4J.

In this way, when the motor position switch 10 is turned off, the YES route is taken in step e5, and the 7 lug in the rod driving direction is preset to 1 (=O) (step e7), and the caliper plate 7 lug KX is Preset to non-calibrate state (=0).

(Step e8) At this time, the rod 7 performs a series of movements in which it first quickly retreats, then slowly moves forward a little and then stops.

This causes the rod 7 to stop, and this position becomes the reference position of the actuator 4 corresponding to the reference opening PO of the throttle valve 2.

After the rod 7 stops at this standard opening degree Po, step e
9, the difference Δp(
= ps-po) is calculated, and in block e10,
Similarly to the block D5 described above, the target opening degree PS of the rod 7
Projection control is performed.

Here, step ee1 corresponds to step d23, and e
e2 corresponds to d24, ee3 to d26, and ee4 to d27.

The process performed by this block e10 is hereinafter referred to as "processing flow F5J for the target opening after Calipray F."

Then, when the processing of block E1 described above is completed, the process returns.

Therefore, even if a component of this device, such as the throttle opening sensor 8, is subsequently replaced, the output from the throttle opening sensor 8 can be calibrated at the above reference position, and the idle screw It is also possible to adjust the engine speed to a desired value by adjusting the engine speed, etc., which may lead to a decrease in control accuracy.In addition, in the above processing flow, a block etc. depending on the water temperature TW may be added. , the cold idle mode switching slot opening degree Pmax is set.

In the first embodiment of the present invention, with the above-described configuration, when the engine cooling water temperature TW is low, that is, in the engine cold state (P TW > Pmax), the water temperature The opening degree PTW is set. This mode is a cold idle mode.

Also, when the engine is warmed up (PTW
≦Pmax), the cooler opening degree PA according to the on/off state of the cooler by each processing fo'-A, B, C, D, E1
C and the water temperature opening degree PTW are compared, and each control is performed based on this comparison. [Figure 4(a) Middle symbol G2. Refer to G3] 1) When the idle switch ISW is normal 1-1) When the throttle valve 2 is suddenly closed In this case, the throttle valve 2 is suddenly closed, the idle switch ISW is immediately turned on, and the manifold pressure VM suddenly increases. Dashpot occurs because the value decreases to . (See reference numeral Q in FIG. 6) When the dash mode is established, prospective control is performed on the dashpot opening degree P1 by the prospective control process 7O-F2.

Then, from when the idle switch 15W (9) is turned on and the throttle valve 2 is under the control of the actuator 4, control based on the dashpot state is also performed from the dashpot opening degree P1. This process is performed in step 1 of the PFB control process flow.

1-ii) When the throttle valve 2 is gradually closed: In this case, the throttle valve 2 is gradually rotated to the closing side,
Since it takes time for the idle switch ISW to turn on and the manifold pressure VM gradually decreases, the dash bottom F is hardly performed.

However, in the same way as when the throttle valve 2 is suddenly closed, the expected control processing flow F2 causes Danoshupo? ) Anticipatory control is performed to the opening degree P1.

Then, when the idle switch ISW is turned on and the throttle valve 2 is placed under the control of the actuator 4, control based on the dashpot state is performed from the dashpot opening degree P1. This process
This is performed by control processing 7O-Fl.

As shown in Fig. 6(,) to (c), the manifold pressure V
When M exceeds a predetermined manifold pressure (for example, al) (see reference numeral T1 in the same figure), after a predetermined time has elapsed (see reference numeral T2 in the same figure), the dashpot mode (DP mode) is activated.
becomes.

Then, when the manifold pressure VM becomes equal to or lower than the above-mentioned predetermined pressure, the dashpot state is entered after a predetermined time TP has elapsed (see reference numeral T4 in the figure).

That is, subtraction of the target opening degree PS starts from time T4.

When the idle switch ISW is turned on (see reference numeral T5 in the figure), the rod 7 is opened according to this target opening degree PS.
is driven by the motor 5.

The motor 5 is driven until the target opening degree Ps reaches a predetermined opening degree (see reference numeral T6 in the figure).

1-iii) In any operating state, a dashpot state occurs intermittently depending on whether the cooler switch IAC (20) is turned on or off and the idle switch ISW is turned on or off.

As in the above case, the expected control process 7O-F2
Dashpot opening P1. Preliminary control is performed on the cooler opening degree PAC and the cooler opening degree PAC.

Dashpot control in a state where the idle switch ISW is on is performed in substantially the same manner as when the throttle valve 2 is suddenly closed and when the throttle valve 2 is gradually closed.

In each of these states, the rod 7 is controlled to protrude to the larger opening of the cooler opening PAC or the target planned opening Ps1 when the cooler is on.

2) When there is a poor contact of the idle switch ISW, etc. This flow is a flow that allows PFB control to be performed appropriately even when the idle switch ISW has a poor contact.

2-1) When the gunshock mode is canceled (when the first calibration plate condition is met) In this case, at the end of the dashpot, that is, when the subtraction value Q of the target planned opening PS1 in the dashpot state is equal to the water temperature opening PTW. Calibration is performed when there is no emergency and the air conditioner is off.

For example, as shown by the symbol TA in FIG. 7, when the idle switch ISW has a contact failure, the idle switch ISW
Even if the SW is touched, the idle switch ISW does not turn on, the above-mentioned dashpot control is not performed, and the PS
When 1=PTW, it is determined that the dashpot has ended, and the goosepot end flag (first carry play F condition fulfillment flag) KB is turned on via process 70-Fc4. (Refer to the symbol Tal in FIG. 7.) As a result, in block E1, the motor 5 is rotated to move the rod 7 backward with the pulse width L1 until the motor position switch 10 is turned on by the caliper plate retraction process 7O-F3. controlled.

(See symbols Tal and Ta2 in FIG. 7.) After the motor position switch 10 is turned on, the pulse width L2 (<LL
), the rotation of the motor 5 is controlled to advance the rod 7, and when the motor position switch 10 is turned off, the advancement of the rod 7 is stopped. At this time, since the pulse width L2 is set to a small width, the rod 7 instantly becomes stationary without vibrating, and the rod 7 can be accurately positioned at the reference opening PO.

Next, the processing flow F for the target opening degree after the caliper plate
5, the rotation of the motor 5 is controlled to move the rod 7 forward at the target opening PS. (See symbol Ta3 in Fig. 7) At this time, the target opening PS is set to the water temperature opening PTW, etc., and at this water temperature opening PTW (i.e., first idle opening PF) *, the rod 7 is The opening of the throttle valve 2 is maintained at an appropriate opening.

2-ii) Immediately after the air conditioner is turned off (when the second calibration plate condition is met) When the air conditioner (cooler) is switched from on to off in dash bond mode, when the dash pot condition is met, or in a state other than the dash pot state. After detection, calibration is performed.

For example, as shown by the symbol TB in Fig. 7, when the idle switch ISW has a contact failure, the air conditioner (cooler)
When the dashpot mode is switched from on to off (refer to the symbol Tbl in Fig. 7), the calibration is performed in the same way as in the case of canceling the dashpot mode shown in 2-1).
Thereafter, the rod 7 is controlled to protrude as appropriate to the water temperature opening PTW, etc. (See symbol Tb2 in FIG. 7) In the second embodiment of the present invention, as shown in FIG.
The cooler switch 2o is omitted from the device shown in the embodiment, resulting in a more simplified processing flow.

That is, in the second embodiment, from the first embodiment, block B
1 is omitted, block A3 and block B2 are connected,
Large block CB is omitted and large block CA and block D1 are connected.

Further, step d1' is omitted, step d1 and step d2 are connected, step d28 and step d29 are omitted, and step cl14 and step d31 are connected.
and omitting step d33 and step d34, step a31 i step d19
Connect with.

However, in the second embodiment, the air conditioner switch 2
With the processing flow omitting 0, only the first calibration plate condition can be appropriately controlled, and in this first calibration plate condition Ic, almost the same effect as in the first embodiment can be obtained. .

If the air conditioner is on when the dash pot is finished, after performing the carry plate, change the cooler opening P.
The rod 7 may be controlled to protrude up to AC.

After that, when the air conditioner is turned off, the calibration plate is executed, and then the water temperature opening degree P T
The rod 7 is projected to IvV or the like.

Note that an intake air amount/engine rotation speed (A/N) detector may be used as the load detection means, or the throttle opening sensor 8 may perform the function corresponding to the load detection means without providing the load detection means. It may also be configured to function as both.

In addition, the time setting value β1 is not provided, and the manifold pressure V
Even if M is compared with the predetermined pressure a1, it is still 1°.Furthermore, the present device can be applied to both an engine having a carburetor type fuel supply system and an engine having an injector type fuel supply system.

As described in detail below, according to the engine idle speed control device of the present invention, the throttle valve is detachably connected to the throttle valve provided in the engine intake passage, and the throttle valve is connected to the throttle valve at a low opening. an actuator that engages with the throttle valve to control the opening degree of the throttle valve when the front throttle valve is in the region b; a position detection means that detects that the actuator is in a reference position; The throttle valve opening detection means detects whether the throttle valve is under the control of the actuator, and the idle detection means detects that the flow valve is under the control of the actuator. a first control means for driving the actuator according to a difference between an actual opening of the throttle valve and a target idle opening when detecting that the engine is in a load condition; a detection means; and a second control means for driving the actuator toward a position corresponding to a dashpot opening degree on the open side from the target idle opening degree when a high load state is detected by the load detection means. , opening subtraction means for gradually reducing the dashpot opening and holding it as a calculated opening when the load detection means detects that the load has decreased from a high load state; When the calculated opening degree is larger than the target idle opening degree in a state where it is detected that the valve is under the control of the actuator, the first
a third control means for driving the actuator according to the difference between the calculated opening degree and the actual opening degree with priority over the control means; and a third control means for controlling the throttle valve under the control of the actuator by the idle detection means. When the calculated opening reaches the target idle opening in a state where no detection has been made, the actuator is driven to the reference position detected by the position detection means, and then the actuator is moved from the reference position to the reference position. With a simple configuration including a fourth control means for driving the actuator according to the difference between the opening degree of the throttle valve and the target idle opening degree, the following effects or advantages can be obtained. can.

(1) The dashpot can be operated when the engine load is reduced from a high load state, and when the load is reduced from a medium load state, the dashpot can be operated according to the load at that time. can.

(2) When decelerating from a medium load state, engine braking is better applied, contributing to improved safety and improving fuel efficiency.

(3) The temporal variation in engine output can be kept small without impairing the effectiveness of engine braking.

(4) Even when the idle switch has a poor contact, the throttle valve must be properly controlled.
The high engine speed is not maintained,
Therefore, there is no danger of a vehicle equipped with this device running out of control, contributing to improved safety.

[Brief explanation of drawings]

1 to 13 show an engine idle speed control device as a first embodiment of the present invention, FIG. 1 is its block diagram, FIG. 2 is its overall configuration diagram, and FIG. 3 is its control procedure. The block diagrams shown in FIGS. 4(a), (b), 5(a), (b), 6(a)-(c), and 7 are all for explaining the operation. Graphs 8 to 13 are all flowcharts for explaining the operation thereof, and FIG. 14 is a flowchart for explaining the operation of the engine idle speed control device as the second embodiment of the present invention. be. 1.Engine intake passage, 2φ.throttle valve, 2a.
・M, 3-・Throttle lever, 3a・・One end of throttle lever, 4・・Actuator, 5・・Motor, 6a
...Three ohms, 6b...Three ohms wheel, 6c...Pipe shaft, 6d...Female threaded part, 7...Rod, 7a...Male threaded part, 7b...Long size, 8...As throttle valve opening detection means throttle opening sensor, 9.. Idle switch as idle detection means, 10.. Motor position switch (position sensor) as position detection means, 11.. Water temperature sensor, 12.. Engine rotation speed sensor, 13.. First control means, 14, vehicle speed sensor, 1
s--control unit) (': 1 computer), 2
0: Cooler switch, 21: Manifold pressure sensor as load detection means, 22: Target opening setting means, 2
3. Opening degree subtraction means, 24. Dashpot control means, 25. Second control means, 26. Third control means,
27... Fourth control means, E... Engine. Agent Patent Attorney Yoshihiko Iinuma Fig. 4 (a) Cooling water temperature Tv ('c) - Fig. 4 (b) Cooling water 1 edict ('C) - Fig. 5 (a) ΔP (actual opening - target opening ) Fig. 5(b) ΔN (Actual rotation speed - Target rotation speed) Leather 6... 16 o'clock - Dashbot opening t - I - Continued from page 1 0 Author Yoshitaka Yoshida Aza Hashime-cho, Okazaki City 1 Nakashinkiri Mitsubishi Motors Corporation Passenger Vehicle Technology Center

Claims (1)

[Claims] The throttle valve is installed in the engine intake passage so that it can be connected to and removed from the throttle valve, and when the throttle valve is in a low opening range, it engages with the throttle valve to control the opening of the throttle valve. an actuator; a position detection means for detecting that the actuator is in a reference position;
The throttle valve opening detection means detects the opening degree of the throttle valve, and the idle detection means detects that the throttle valve is under the control of the actuator. A first control means for driving the actuator according to a difference between an actual opening degree of the throttle valve and a target idle opening degree when detecting that the actuator is under control of the engine; and a load detecting means for detecting a high load state, and when the load detecting means detects a high load state, the actuator is moved toward a position corresponding to a dump spot opening that is on the open side from the target idle opening. a second control means for driving the dashpot, and an opening subtraction means for gradually decreasing the dashpot opening and holding it as a calculated opening when the load detection means detects that the load has decreased from a high load state. , in a state in which the idle detection means detects that the throttle valve is under the control of the actuator, and when the calculated opening is larger than the target idle opening, priority is given to the first control means. A third control means for driving the actuator according to the difference between the calculated opening degree and the actual opening degree, and a state in which the idle detection means does not detect that the throttle valve is under the control of the actuator. When the calculated opening reaches the target idle opening, the actuator is driven to a reference position detected by the position detection means, and then the opening of the throttle valve corresponding to the reference position is determined from the reference position. A non-idle rotation speed control device, characterized in that a fourth control means for driving the actuator according to the difference from the target idle opening degree is provided.