JP2829964B2 - Idle speed control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling an idling state of an engine, and more particularly to a device for controlling an idling speed of an automobile engine.

[Conventional technology]

2. Description of the Related Art Conventionally, an idling speed control device for an automobile engine detects an engine speed, an opening of an air control valve for controlling an intake air amount supplied to the engine, and performs control based on these detection signals and a target value. A signal is supplied to the actuator of the air control valve to perform feedback control of the engine speed under a certain condition I during idling operation of the engine, while performing a certain condition II during idling operation of the engine.
There has been proposed an arrangement in which the opening degree (position) feedback control of the air control valve is performed underneath.

Here, the condition I refers to, for example, a case where all of the following items are satisfied, and refers to a condition under which the engine is relatively stable.

(1) A predetermined time has elapsed after the idle switch, which is turned on when the throttle valve is closed, changes from off to on.

(2) The vehicle speed is zero (or extremely low), 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 equal to or lower than a predetermined value.

(3) In a vehicle having an automatic transmission, a predetermined time has elapsed after the shift range has been switched between the neutral range (including the parking range) and the travel range.

The condition II refers to a case where the condition I is not satisfied, the engine is not relatively stable, and a quick feedback control is desired.

By the way, automobiles equipped with the above-described engine idle speed control device are roughly classified into two types of transmissions: an automatic transmission with a fluid coupling, and a manual transmission. From the viewpoint of reducing the cost due to the above, there are vehicles using an idle speed control computer (microcomputer) having the same specifications for vehicles equipped with an automatic transmission and vehicles equipped with a manual transmission. The idle speed control computer of the same specification includes a neutral range target value data for the automatic transmission so that the idle speed control can be performed separately for the neutral range and the travel range for the automatic transmission. A storage element for storing (target rotation speed and target opening) and target value data (target rotation speed and target opening) for the traveling range, and a port for inputting a signal indicating the neutral range and the traveling range. In the case of a vehicle equipped with an automatic transmission, the target value data is selected based on the signal input to the above port (from an inhibitor switch that controls the operation of the starter according to the shift position of the automatic transmission). In addition to controlling the idle speed, the load condition during idle operation is similar to that in the case of a neutral range in a vehicle equipped with an automatic transmission. In the case of a vehicle equipped with a manual transmission, a signal equivalent to the signal indicating the neutral range is always input to the above-described port to constantly generate the target value data for the neutral range so that the idle speed is controlled. It has become.

However, the optimum opening of the air control valve during the fast idling is actually different between the case of the neutral range of the automatic transmission and the case of the manual transmission. (That is, when the engine is at a low temperature, the opening of the air control valve becomes larger with the automatic transmission, even if the target rotational speed is the same as that of the manual transmission, due to the effect of the oil viscosity of the viscous joint of the automatic transmission. Therefore, when the target idle speed or the opening of the air amount control valve is set in the neutral range of the automatic transmission, the engine speed may be transiently increased in the manual transmission until the speed feedback control is performed. is there. Further, if the target idle speed or the air control valve opening is set in accordance with the manual transmission, there is a problem that the engine speed becomes lower in the neutral range of the automatic transmission.

[Means for solving the problem]

The present invention has been devised in view of the above, and as shown in the claim correspondence diagram of FIG. 1, an operation signal is sent to an actuator b for controlling an intake air amount control valve a to an engine so that the actuator b is actuated. In an idle speed control device that adjusts an opening degree and controls an idle speed of the engine, a storage unit c that stores a determination signal based on a type of a transmission connected to the engine; Initial value input means d for inputting a signal for instructing a manual transmission
When the type of the transmission is automatic, either the first signal e corresponding to the neutral range or the second signal f corresponding to the traveling range is input and the type of the transmission is manually set. Whenever there is a port g to which the first signal e is inputted, and a first means h for generating target idle speed information adapted during idling operation of the engine.
Second means i for generating first air amount control valve opening degree information when the type of the transmission is automatic and the shift position is in the neutral range; and A third means j for generating air amount control information adapted when the vehicle is in the travel range, and a fourth means k for generating second air amount control valve opening information when the transmission is manual. Rewriting means 1 for rewriting the data held in the storage means c up to that time into a signal instructing an automatic transmission when detecting the input history of the second signal f to the port g; The first means h in a steady operation state when the held data of c indicates a manual transmission.
The actuator operation signal is generated using the output of the 4k means other than the output of and the steady operation state,
When the data held in the storage means c is automatic and the first signal e is input to the port, the output of the first means h in the steady operation state and the second means in other than the steady operation state The actuator operation signal is generated using the output of i, and the output of the third means j is used when the data held in the storage means c is automatically and the second signal f is input to the port. And control means m for generating the actuator operation signal. Operating state detecting means for detecting an operating state of the engine or a load state affecting the engine; and steady state determining means for determining whether or not the engine is in a steady operating state based on an output of the operating state detecting means. It is characterized by having.

[Action]

According to the present invention, the type of the transmission mounted on the vehicle is detected based on the history of the input signal to the shift position input port, and the contents of the storage means are rewritten. Based on the above, it is determined whether the transmission is a manual transmission, the automatic transmission is in the neutral range, or the automatic transmission is in the travel range, and the actuator is operated based on the target value data corresponding thereto.

〔Example〕

Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.

The engine system controlled by this device is as shown in FIG. 2. In FIG. 2, the engine E has an intake passage 4 and an exhaust passage 6 leading to the combustion chamber 2 thereof. The communication with the chamber 2 is controlled by an intake valve 8, and the communication between the exhaust passage 6 and the combustion chamber 2 is controlled by an exhaust valve 10.

In the intake passage 4, air cleaners 12,
Throttle valve 14, which is an air amount control valve,
An actuator 16 and an electromagnetic fuel injection valve 18 for controlling the closed position of the exhaust gas are provided, and a catalytic converter (three-way catalyst) 20 for purifying exhaust gas is arranged in the exhaust passage 6 in order from the upstream side.
And a muffler (muffler) (not shown), and a throttle valve 14 is provided outside the intake passage 4.
It is connected to a throttle lever 14b via a shaft 14a that supports 14.

Here, as shown in FIG. 3, the actuator 16 includes a DC motor (hereinafter referred to as a DC motor) 16a, a worm gear 16b, a worm wheel 16c, a rod 16d, and the like.

A worm gear 16b is provided at the tip of the rotating shaft of the DC motor 16a, and meshes with the worm wheel 16c.
The worm wheel 16c is a pipe shaft having a female screw portion 16e.
16f is provided integrally with the female thread 16e and the rod 16d
It is screwed with the male screw part 16g provided in the. An idle switch (hereinafter referred to as IDSW) 22 for detecting an idling operation state is provided at the tip of the rod 16d. The tip of the rod 16d is connected to the end of the throttle lever 14b and the throttle valve 14 via the IDSW 22. It comes into contact when it is on the closed side (for example, fully closed state).

The IDSW 22 is turned on (throttle valve 14 is closed) when the throttle valve 14 is in the closed stop position (at this time, when the engine speed is equal to or lower than a predetermined value, the engine is in an idle state), and is turned off (throttle valve 14 otherwise). (Open state).

Further, the actuator 16 is provided with a motor position sensor 24 which is a control valve position detecting means for detecting the position (projection amount) of the rod 16d, and detects the position of the rod 16d (ie, the stop position of the throttle valve 14 on the closing side). By doing so, the throttle valve 14 in contact with the rod 15d
(I.e., the opening of the throttle valve 14 at the closing stop position) can be detected.

As described above, the tip end of the rod 16d is in contact with the throttle lever 14b when the engine E is in the idling state, so that by rotating the DC motor 16a in a certain direction, the pipe shaft 16f is rotated through the worm gear 16b. When the rod 16d protrudes from the actuator 16, the throttle valve 14 is opened, and when the DC motor 16a is rotated in the reverse direction to retract the rod 16d into the actuator 16, the throttle valve 14 is urged in the closing direction. The throttle valve 14 can be controlled in the closing direction by the spring force of the return spring.

Further, the engine system is provided with various sensors for controlling the engine E. First, on the intake passage 4 side, an air flow sensor 26 for detecting an intake air amount, an intake air temperature sensor 28 for detecting an intake air temperature, and an atmospheric pressure sensor 30 for detecting an atmospheric pressure are provided near the portion where the air cleaner 12 is provided.
Further, a cooling water passage 32 is provided on a side surface of the intake passage 4, and a water temperature sensor 34 for detecting a cooling water temperature of the engine is provided in the cooling water passage 32.

An O ₂ sensor 36 as an oxygen concentration sensor for detecting the oxygen concentration (O ₂ concentration) in the exhaust gas is provided upstream of the catalytic converter 20 on the exhaust passage 6 side. As other sensors, there are provided a motor position sensor 24 provided in the actuator 16 described above, a rotation speed sensor 40 provided in the distributor 38 for detecting the rotation speed of the engine E, a vehicle speed sensor 42 for detecting the vehicle speed, and the like. I have.

In addition, as switches for detecting the state of the engine E, as shown in FIG. 4, the IDSW 22 and the ignition switch (hereinafter referred to as IGSW) 44 disposed on the actuator 16 and a shift lever (not shown) are mounted on the vehicle. The automatic transmission (hereinafter referred to as A / T)
When the shift position is in a neutral range or a parking range (hereinafter simply referred to as N range), the signal is turned on and a first signal is output. When the shift position is in a travel range (hereinafter simply referred to as D range), the signal is turned off and a second signal is output. And an inhibitor switch (hereinafter referred to as INHSW) 46 for outputting the same. The detection signals from the various sensors and switches are input to an electronic control unit (ECU) 50.

When the transmission mounted on the vehicle is a manual transmission (hereinafter referred to as M / T), the port P provided in the ECU 50 for inputting the output signal of the INHSW 46 is always grounded by grounding the port P. As shown, the first signal is input into the ECU 50.

Here, as shown in FIG. 4, the hardware configuration of this ECU 50 is a central processing unit (CPU) 52, a memory (including a map) 54, an electromagnetic fuel injector driver 56, an actuator driver 58, and not shown. It is constituted by a microcomputer having an appropriate input / output interface and the like, is connected to the battery 60 via the IGSW 44, and starts operation after the IGSW 44 is turned on. In addition, memory
54 is a ROM 54 for storing program data and fixed value data
a, includes a RAM 54b that is updated and sequentially rewritten, and a battery backup RAM (hereinafter referred to as BURAM) 54c that is a storage unit directly connected to the battery 60, and the data in the RAM 54b is erased by turning off the IGSW 44, The stored contents of the BURAM 54c are retained while the battery 60 is connected, regardless of whether the IGSW 44 is on or off.

The ECU 50 functions as storage means for holding a determination signal based on the type of the transmission connected to the engine.
A function as initial value input means for inputting a signal for instructing the manual transmission to the URAM 54c in advance, a function as rewriting means for rewriting the contents of the storage means to a signal for instructing the automatic transmission,
A function as a first means for generating a target idle speed adapted during idling operation of the engine, a second type for generating throttle valve opening information when the type of the transmission is automatic and the shift position is in the neutral range. The function as the second means, the function as the third means for generating air control information adapted when the type of the transmission is automatic and the shift position is in the travel range, and the function as the third means when the transmission is manual A function as a fourth means for generating the air amount control valve opening degree information, and an output of the first means and an output of the fourth means when the data held in the storage means indicates a manual transmission. The actuator actuating signal is generated by using the above, the data held in the storage means is automatic, and the first port is connected to the port.
When the signal of (1) is input, the actuator operation signal is generated using the output of the first means and the output of the second means, the data held in the storage means is automatic, and the When signal 2 is input,
It has a function as control means for generating the actuator operation signal using the output of the third means.
FIG. 5 (a) shows the flow of processing in such an ECU 50.
(B) to FIG.

Note that reference numerals AA and CC in FIG. 5 (a) are connected to the same reference numerals in FIG. 5 (b).

First, FIGS. 5 (a) and 5 (b) show the main flow. In FIG. 5 (a), initialization is performed after the IGSW 44 is turned on, and information in a predetermined address of the RAM 54b is reset (step a1). ). Next, the process proceeds to block A1, where an initial value is input by a function as initial value input means. That is, first, it is determined whether or not the in-vehicle battery 60 is detached (step a2).

This is, for example, a value indicating the battery installation (battery installation signal) stored in the ROM 54a and the RAM 54 when the IGSW 44 is turned on.
The determination is made by comparing the value written in a predetermined address of b. In other words, assuming that the battery 60 is attached or detached between the time when the IGSW 44 was previously turned on and off and the current time when the IGSW 44 was turned on, the value indicating the battery installation written in the predetermined address of the RAM 54b changes. The value is undefined. Therefore, it is determined that the battery 60 has been removed by comparing the undefined value with the value indicating the battery installation in the ROM 54a, and if the battery 60 has not been removed, it is written in a predetermined address of the RAM 54b. Since the value does not change and is the same as the battery mounting signal in the ROM 54a, it is determined that the battery 60 is not attached or detached.

If the battery 60 is not attached or detached, the process proceeds to step a7. If the battery 60 is attached or detached, the battery attachment signal is written in a predetermined address of the RAM 54b in step a3. Then, in step a4, the transmission mounted on the BURAM 54c is
Write the value indicating M / T as the initial value.

Next, a timer determination flag to be used when the on-vehicle transmission is A / T is set (step a5), and the timer T is set to a predetermined time T ₁ (for example, a fixed time between 10 sec to 60 sec). The corresponding value is set (step a6).

Then, in step a7, various data indicating the operating state of the engine E (cooling water temperature WT, actual engine speed Nr, actual position Pr, etc.) are read.

Next, in step a8, it is determined whether the INHSW 46 is on or off. If it is off, the process proceeds to block A2, and if it is on, the process proceeds to step a9. However in order to measure the progress of the ECU50 predetermined time T _1, INHSW46 is switched from on to off, it holds the elapsed time until there when returning to the N range in the middle of the timer count is being performed And the counting method is used to count again from the value of the elapsed time held when switching to the D range again.
In step a9, the timer counter flag for temporarily stopping the timer counter is reset. Then, in step a10, it is determined whether or not the transmission mounted on the vehicle is an A / T. This is based on the contents written in the BURAM 54c.If the value indicating M / T is written, go to step a11.If the value indicating A / T is written, go to step a11. Move to a12. In step a11, the target idle speed Ns is set to an idle speed Nsn (WT) corresponding to the cooling water temperature WT, and the target opening (position) is set. The target opening (position) θsn (WT) of the throttle valve 14 according to the cooling water temperature WT is set. In step a12, the first means and the second means
The target idle speed Ns is set to an idle speed Nsn (WT) corresponding to the cooling water temperature WT,
The target opening (position) is set to the target opening (position) θsn (WT) of the throttle valve 14 according to the cooling water temperature WT. That is, in steps a11 and a12, the target idle speed of each of the M / T and A / T can be set to be the same, and the target opening can be set to a value corresponding to each. And each block A3
Move to

When the INHSW 46 is off in step a8, the process proceeds to block A2. This block A2 has a function as the rewriting means. First, in step a13, it is determined whether or not the timer determination flag is set. If it is not set, the process proceeds to step a19. If it is set, the timer count flag is set in step a14.
At 5, it is determined whether the value of the timer T is zero. While this is determined by whether INHSW46 has a predetermined time T ₁ has passed since switched to online off, the course of the predetermined time T ₁ is performed by the timer count routine shown in Figure 6.

Until the value of the timer T becomes zero, steps a16 to a18 are skipped and the process proceeds to step a19. When the timer T becomes zero, the process proceeds to step a16. In step a16, the timer count flag is reset. In step a17, the timer determination flag is reset, and the M / T written in the BURAM 54c.
Is rewritten to the value indicating A / T. Then, the process proceeds to step a19. Step a19 has a function as the third means, and sets the target idle speed Ns to the cooling water temperature WT.
A / T / D range target idle speed Nsd (W
T) and set the target opening (position) θs to the cooling water temperature W
Target opening (position) θs of throttle valve 14 according to T
Set to d (WT). And it moves to block A3.

In block A3 shown in FIG. 5 (b), the engine rotation is performed under the set condition I when the idling operation is detected by the IDSW 22 (when the IDSW 22 is on and the engine speed is smaller than a predetermined value). It is selected whether to perform the feedback control (hereinafter referred to as NFB) or the position feedback control (hereinafter referred to as PFB) of the throttle valve 14 under the condition II other than when the idling operation state is detected. That is, first, step a2
At 0, it is determined whether or not the IDSW 22 is on.If the IDSW 22 is off, the engine speed is unstable, and
Resets the NFB flag (ie, sets the PFB flag)
I do. If IDSW22 is on, then at step a21 IDSW2
A predetermined time T ₂ (for example, 4
_sec ) It is determined whether or not the time has elapsed. This means that even if IDSW22 is on, immediately after it switches from off,
Since the engine is in a transitional state and is relatively unstable, the NFB flag is reset in step a27 (so-called racing measures). The IDSW22 vehicle speed in Step a22 is determined that the predetermined time T ₂ has elapsed since switched from OFF to ON is determined whether zero. If it is determined that the vehicle speed is present, it is highly likely that the vehicle is running and the engine is not in a stable idle state, and therefore, the step a27 is performed.
Resets the NFB flag. If it is determined that the vehicle speed is zero, it is determined in step a23 whether the INHSW 46 is on. INHSW46 it is determined whether the predetermined time has elapsed T ₃ from switched to OFF from INHSW46 is turned on at step a25 is when it is turned off (e.g. 1 _sec), INHSW46 in step a24 is when is on is from OFF to ON It is determined whether a predetermined time T ₄ (for example, 1 _sec ) has elapsed after the switching. The predetermined time T ₃ or both cases
Set the NFB flag in step a26 if T ₄ has elapsed, it resets the NFB flag at step a27 when not reached. Then, the processing from step a2 is executed again.

Here, how the transmission mounted on the vehicle is the M / T and the case of the A / T will be described in accordance with the main flow, and how appropriate control is performed for both will be described.

First, the case of M / T will be described. When the transmission mounted on the vehicle is an M / T, the first signal is always input because the port P for inputting the output signal from the INHSW 46 of the ECU 50 is grounded as described above. That is, steps a1 ~
After the processing in step a7, it is determined in step a8 that the INHSW 46 is always on, and the process proceeds to step a9, in which step a10
In, since the content of the BURAM 54c remains at the value indicating M / T, it is always determined to be M / T, and the process proceeds to step a11. Then, in block A3, either the NFB control or the PFB control is selected.

Next, the case of A / T will be described. After the processing of step a1 to step a7, in step a8, if INHSW46 is on, the following processing is the same as M / T, and when it is off, the contents of BURAM 54c indicate A / T in block A2. Rewrite to After the contents of the BURAM 54c are rewritten, when the INHSW 46 is turned on, a determination is made in step a10, the process proceeds to block A3 via step a12, and either NFB control or PFB control is selected in block A3.

In addition to the main flow described above, interrupt processing flows as shown in FIGS. 6 to 8 are provided, and these processing flows are executed by an interrupt signal at predetermined time intervals from a clock.

First, FIG. 6 shows step a1 in block A2 as described above.
The routine used for the judgment in step 5
In, it is determined whether the timer count flag is set or not, and if it is set, the count of the timer T is decremented (−
1) When the count value is subtracted (step b2) and the count value after the subtraction becomes negative, the count number of the timer is held at zero. Thus the timer T is between the predetermined time T _1, the count number is 1 or more values, by comparing the count to zero, the timer function is exhibited. As shown in FIG. 7, in the actuator driving routine in the NFB control, the NFB control is executed in the block c1 when the IDSW 22 is turned on and the NFB flag is set (step c1, c2) based on the timer interrupt signal. Block c1 obtains a difference ΔN between the target idle speed Ns and the actual engine speed Nr (step c3) by a function as a control means for generating an actuator operation signal (step c3), and the driving time of the DC motor 16a according to the difference ΔN. ΔD is calculated (step c4), the drive time ΔD as the first idle control signal is set in the motor timer (step c5), and the motor timer becomes zero by triggering the motor timer. The DC motor 16a is driven until (step c6).

Further, in the actuator drive routine in the PFB control shown in FIG. 8, based on the timer interrupt signal, when the IDSW 22 is turned on and the NFB flag is reset (steps d1 and d2), the PFB control is executed in the block D1. The block D1 obtains a difference Δθ between the target position θs and the actual position θr by a function as control means for generating an actuator operation signal (step d3), and calculates a drive time ΔD of the DC motor 16a according to the difference Δθ. (Step d
4) The drive time ΔD as the second idle control signal is set in the motor timer (step d5), and when the motor timer is triggered, the DC motor 16a is operated until the motor timer becomes zero. Drive (step d
6).

When ΔD is positive, the throttle valve 14 is driven to the open side, and when ΔD is negative, the throttle valve 14 is driven to the closed side.

According to the above configuration, the idle speed of the engine can be controlled to an optimum state according to the type of the transmission and whether the transmission is in the N range or the D range when the transmission is A / T.

As described above, in the first embodiment, the throttle valve 1 is controlled by the DC motor 16a.
Although the direct drive system for directly driving the motor 4 has been described, the present invention can also be used in a bypass system in which a bypass passage bypassing the air passage 4 is provided and the air flowing through the bypass passage is adjusted by a step motor.

Next, as a second embodiment, an idle speed control device in this bypass system will be described.

It should be noted that a detailed description of portions having the same configuration and operation as the first embodiment will be omitted.

First, the engine system controlled by this device is substantially the same as that shown in FIG. 2 as shown in FIG. 9, but in this FIG.
2, a throttle valve 14, an IDSW 28 for detecting that the throttle valve 14 is at the close side stop position, a bypass passage 70 formed in parallel with the intake passage 4 for controlling an intake air amount by the throttle valve 14, and an electromagnetic valve. A fuel injection valve 18 is provided, and an exhaust passage 6 is provided with a catalytic converter 20 for purifying exhaust gas and a muffler (not shown) in order from the upstream side. The throttle valve 14 is connected to a throttle lever 14b via a shaft 14a that supports the throttle valve 14 outside the intake passage 4. The tip of the throttle lever 14b is on the side where the throttle valve 14 is closed (for example, in a fully closed state). When it is, it comes into contact with IDSW22.

In the bypass passage 70, an actuator 72 and a fast idle air valve 74 are arranged in parallel with each other.

The actuator 72 includes a step motor 72a and an opening 7 formed in the bypass passage 70 by the step motor 72a.
A valve body 72b, which is an air amount control valve that opens and closes 0a, and a return spring 72c that urges the valve body 72b in the closing direction of the opening 70a.
And so on.

The stepping motor 72a is of a rotary type in which a coil portion is disposed in a ring shape and has a rotor (a rotating body portion) in a space surrounded by the coil portion. When they are received in order, they rotate left and right by a predetermined angle. The rotor of the step motor 72a is disposed coaxially with the lot 72d having the valve body 72b, and is screwed to the rotor 72d from the outside.

Here, when the step motor 72a rotates, the valve body 72b
The attached rod 72d moves along the axial direction to change the valve opening.

The fast idle air valve 74 is of a wax type and contracts when the engine temperature is low to open the opening 70b formed in the bypass passage 70, and expands as the engine temperature increases to close the opening 70b. It is going to go. Further, the engine system is provided with various sensors for controlling the engine E. First, from the upstream side of the intake passage 4, the air flow sensor 2
6, an intake air temperature sensor 28, an atmospheric pressure sensor 30, and a water temperature sensor 34 are provided, an O ₂ sensor 36 is provided on the exhaust passage 6 side, and a rotation sensor provided on a distributor 38 as another sensor. A number sensor 40, a vehicle speed sensor 42, and the like are provided.

By the way, in the first embodiment, the motor position sensor 24 is also provided to detect the position of the DC motor 16a.
In the second embodiment, since the step motor 72a is used,
By counting the number of drive pulses given to the step motor 72a in the ECU 50, the rod position of the step motor 72a can be accurately stored in the ECU 50, and the motor position sensor 24 can be omitted.

In addition, the above-mentioned IDSW22, IGSW44, INHSW46 and the like are provided as switches for detecting the state of the engine E. The detection signals from these various sensors and switches are input to the ECU 50. Here, the hardware structure of the ECU 50 is such that in FIG. 3 used in the first embodiment, there is no input from the motor position sensor 24, and the driver 58 is a driver for driving the step motor 72.

The ECU 50 has substantially the same functions as those of the first embodiment, and performs the same processes as those of FIGS. 5A and 5B in the first embodiment as shown in FIG. (However, the target opening of the air amount control valve is represented by P. Also, the symbol in FIG. 10
AA, BB, and CC are connected to the same reference numerals, respectively. Then, as shown in FIG. 10 (c), first, step a28
In step a35, it is determined whether or not the NFB flag is set. If the NFB flag is reset, a feedback timer (hereinafter referred to as an FBT
Sets a value corresponding to a predetermined time T ₅ (e.g. 1 _sec) to) that performs the process of steps a2 again. Also
If the NFB flag is set, in step a29 FBT
Is zero or not. If not, step a2 is repeated.
Are executed, the difference ΔN between the target idle speed Ns and the actual idle speed Nr is obtained when the value becomes zero (step a30), and when the INHSW 46 is on, the actual step number S
d is set to the step number Sdn (ΔN) corresponding to ΔN (steps a31 and a32), and when the INHSW 46 is off, the actual step number Sd is set to the step number Sdd (ΔN) corresponding to ΔN (step a31). , a33).

Next, the actual step number SSd obtained in step a32 or step a33 is calculated as the total actual step number SSd up to the previous processing.
The target position Ps is set to a value corrected by d (step a36), and the target position Ps is set to a value corrected by the total actual step number SSd obtained in step a36 (step a36).
And sets a value corresponding to a predetermined time T ₅ to FBT in step a37, are performed the processing from step a2 again.

Also, the flow of treatment when the transmission is M / T, A / T is the same as in the first embodiment.

In addition to the main flow described above, interrupt processing flows as shown in FIGS. 6 and 11 to 12 are provided, and these processing flows are executed by interrupt signals at predetermined time intervals from a clock. ing.

First, in FIG. 6, the same processing as in the first embodiment is performed. In FIG. 11, the predetermined time T ₆ (for example, 10
A drive routine of the step motor 72a executed every _msec ) is shown. First, in step f1, a difference ΔP between the target position Ps and the actual position Pr is obtained, and in step f2, it is determined whether ΔP is positive or negative. If it is positive, it can be determined that the actual position has not reached the target position. Therefore, the actual position Pr is incremented by one, and the actual position Pr is set as the actual position Pr.
Pulse output is performed (steps f3 and f4). If ΔP is negative, it is determined in step f5 whether ΔP is zero or negative.
If it is zero, no processing is performed. If it is negative, it can be determined that the actual position is beyond the target position. Therefore, a value obtained by subtracting 1 from the actual position Pr is set as the actual position Pr. One pulse is output so as to move in the closing direction (steps f6 and f7).

According to the above configuration, at the start of operation after the battery is mounted, the BURAM 54c stores the value indicating that the on-vehicle transmission is the M / T, and stores the first transmission when the INHSW 46 is on. And the second means, the target idle speed is set to the target idle speed for the M / T and A / T / N ranges, and the target position is set to the target position for the M / T corresponding to the above-mentioned dual target idle speed. When INHSW46 is turned off, the target idle speed is set to the target idle speed for the A / TD range and the target position is set to the A / T corresponding to the target idle speed for the D range by the third means.・ D
Each set a target position for range, BU when INHSW46 is the predetermined time T ₁ has passed since switched from on to off
The contents of the RAM 54c are rewritten to a value indicating A / T, and when the INHSW 46 is turned on thereafter, the target idle speed is set to the target for the M / T and A / T / N range by the first means and the second means. In the idle speed, the target position is set to the target position for the A / T / N range corresponding to the dual-purpose target idle speed, and if the INHSW46 is off, the target idle speed is set to A / T by the third means. The target position is set to the target idle speed for the T / D range and the target position for the A / TD range. As a result, the target idle speed for the A / T / N range and the target idle speed for the M / T are shared in the ECU 50 shared by the M / T and A / T, and the target for the A / T / N range is set. Since the position and the target position for M / T can be set separately, the engine speed does not fluctuate transiently when switching between the position control and the speed feedback control during the idling operation.

Therefore, optimal idle control can be performed for each mode. The transmission when INHSW46 According to the above configuration has passed a predetermined time T ₁ from the turned off in order to determine that the A / T, momentarily INHSW46 by noise or the like when INHSW46 is on Even if a signal similar to the signal indicating that the switch is off is detected, malfunction due to this signal can be eliminated.

Furthermore, since the ECU can be shared without being divided into the M / T ECU and the A / T ECU, the number of parts and the cost can be reduced.

In the first and second embodiments, the elapsed time of the timer T is measured by the above-described method. In this method, after the battery 60 is installed, the total history of the INHSW 46 being off reaches the predetermined time T ₁ . Sometimes the transmission is determined to be A / T. Transmission when the post-mounting INHSW46 of this addition to the battery 60 is continuously history is off has reached a predetermined time T ₁ may be used a method of determining that the A / T. When this method is used, the process may be performed in step a9 'indicated by a dotted line without performing the process in step a9.

〔effect〕

According to the present invention, whether the vehicle-mounted transmission is in a manual transmission mode or an automatic transmission mode is automatically determined, and the idle speed is controlled by a control signal corresponding to the mode. Thus, it is possible to perform an idle control optimal for the mode.

[Brief description of the drawings]

FIG. 1 shows a claim correspondence diagram of the present invention, and FIGS.
FIG. 1 shows an idle speed control device according to a first embodiment of the present invention. FIG. 2 is an overall configuration diagram, FIG. 3 is a main portion configuration diagram, and FIG. 4 is a hardware configuration diagram of an ECU. 5 (a), 5 (b) to 8 are flowcharts for explaining the operation. FIGS. 9 to 12 and 6 show an idle speed control device according to a second embodiment of the present invention. FIG. 9 is an overall configuration diagram thereof, and FIGS. 10 (a) and (a). b), (c) to No.
FIG. 12 is a flowchart for explaining the operation. 4 ... intake passage, 6 ... exhaust passage 14 ... throttle valve, 16, 72 ... actuator 22 ... idle switch, 24 ... motor position sensor 34 ... water temperature sensor, 40 ... rotation speed sensor 50 ... ECU

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-61-96157 (JP, A) JP-A-62-63145 (JP, A) JP-A-62-3139 (JP, A) (58) Field (Int.Cl. ⁶ , DB name) F02D 41/00-41/40

Claims (2)

(57) [Claims] An idle speed control device for controlling an idle speed of the engine by transmitting an operation signal to an actuator for controlling an intake air amount control valve to an engine to adjust an opening degree of the actuator and controlling an idle speed of the engine; Storage means for holding a discrimination signal based on the type of transmission connected to the transmission means, initial value input means for inputting a signal indicating a manual transmission in advance to the storage means, and when the type of the transmission is automatic. To which either the first signal corresponding to the neutral range or the second signal corresponding to the traveling range is input and the first signal is always input when the type of the transmission is manual. First means for generating target idle speed information adapted at the time of idling of the engine, and automatic transmission type and neutral position Second means for generating the first air flow control valve opening information when the transmission is in the off state, and generating air flow control information adapted when the type of the transmission is automatic and the shift position is in the travel range. Third means, fourth means for generating second air amount control valve opening information when the transmission is manual, and detecting the input history of the second signal to the port. Rewriting means for rewriting the data held in the storage means to a signal for instructing the automatic transmission, and the first rewriting means in a steady operation state when the data retained in the storage means indicates a manual transmission. When the actuator operation signal is generated using the output of the fourth means other than the output of the means and the normal operation state, and the data held in the storage means is automatic and the first signal is input to the port. Above the regular luck In the state, the actuator operation signal is generated using the output of the first means and the output of the second means other than in the steady operation state, and the data held in the storage means is automatically generated and the second signal is output to the port. Is entered when the third
Control means for generating the actuator operation signal using the output of the means. 2. An operating state detecting means for detecting an operating state of the engine or a load state affecting the engine, and a steady state for determining whether or not the engine is in a steady operating state based on an output of the operating state detecting means. The idle speed control device according to claim 1, further comprising a determination unit.