JPH06249019A - Idling controller - Google Patents

Abstract

PURPOSE:To carry out warming operation in an appropriate condition by setting reduction degree of an intake air quantity to a larger value as the temperature increase in the interval combustion engine increases until warming is finished in an internal combustion engine and controlling an idling air quantity in response to the reduced intake air quantity. CONSTITUTION:An intake air quantity of an internal combustion engine under non-operational condition of accelerator is adjusted by an idling air quantity adjusting means M1. The initial value of the intake air quantity just after starting the internal combustion engine is set at a value higher than that of the intake air quantity after the warming is finished, and the means M1 is controlled after the startup, and then the intake air quantity is gradually decreased. In this case, an operational condition of the internal combustion engine is detected by a means N2. The reduction degree of the intake air quantity up to completion of worming of the internal combustion engine is made large as increase in temperature of the internal combustion engine is larger by a means M3 based on the detected operational condition. The means M1 is controlled by the.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an idle control device, and more particularly, to an idle control in which the intake air amount to the internal combustion engine is increased when the internal combustion engine is started and the intake air amount is gradually reduced after the start. Regarding the device.

[0002]

2. Description of the Related Art Conventionally, as an idle control device of this type, when the internal combustion engine is started, the intake air amount to the internal combustion engine is increased based on the temperature of the cooling water of the internal combustion engine, and the intake air amount increased after the start. An intake air amount control device for gradually reducing the amount has been proposed (for example, Japanese Patent Laid-Open No. 63-12484).
1). Since the engine stall is likely to occur immediately after starting, especially in the cold state, the intake air amount is considerably increased from the intake air amount after completion of warming up. In this intake air amount control device, the intake air amount at the time of starting the internal combustion engine is set to the basic amount of the intake air amount set based on the temperature of the cooling water,
It is calculated by adding a water temperature correction value calculated based on the temperature of the cooling water and an intake air temperature correction value calculated based on the temperature of the intake air.

After the start of the internal combustion engine, the intake air amount is gradually reduced not only by a decrease in the basic amount due to the rise in the temperature of the cooling water but also by a constant value for each predetermined time from the water temperature correction value and the intake air temperature correction value. Reduce. When the water temperature exceeds a certain level, it is considered that warm-up is completed, and thereafter, the intake air amount is controlled by feedback control based on the rotation speed of the internal combustion engine.

[0004]

However, in this intake air amount control device, the water temperature correction value and the intake air temperature correction value are decremented by a constant value every predetermined time regardless of the operating state of the internal combustion engine after the start. , Only reduce the intake air volume,
There was a problem that the optimum intake air amount was not obtained under various conditions. For example, when the accelerator is operated immediately after the internal combustion engine is started and the internal combustion engine is raced, warm-up should be completed sooner than in the case where such an operation is not performed. If the intake air amount is reduced, there is a problem that the intake air amount becomes excessive and the internal combustion engine may be operated at a speed higher than necessary. Further, since the amount of attenuation is the same between summer when the outside air is high and winter when the outside air is low, if the amount of attenuation is set so as to ensure an intake air amount that does not stall even in winter, the intake air amount becomes excessive in summer. These problems have been desired to be improved from the viewpoint of improving fuel efficiency and preserving the global environment.

The idle control device of the present invention has been made for the purpose of solving such problems and operating the internal combustion engine in an appropriate state during warm-up, and has the following configuration.

[0006]

As shown in FIG. 1, an idle control device of the present invention comprises idle air amount adjusting means M1 capable of adjusting the intake air amount of an internal combustion engine when the accelerator is not operated. The initial value of the intake air amount to the internal combustion engine immediately after the start of the internal combustion engine is set to a value higher than the intake air amount after the completion of warming up, and the idle air amount adjusting means is controlled after the start of the internal combustion engine. In an idle control device for gradually reducing the intake air amount, the internal combustion engine is based on an operating state detecting means M2 for detecting an operating state of the internal combustion engine and an operating state detected by the operating state detecting means M2. The larger the temperature rise, the greater the degree of attenuation of the intake air amount until completion of warming up of the internal combustion engine, and the greater the degree of attenuation, the more the degree of attenuation is determined. Accordance inlet air quantity, idle air quantity control means for controlling the idle air control means M1 M
The point is to have 4 and.

Here, in the idle control device,
An operation state detecting means for detecting an operation state of an accelerator for varying the intake air amount of the internal combustion engine via a throttle valve is provided, and the attenuation degree determining means M3 predetermines the attenuation amount after the internal combustion engine is started. And a second value larger than the first value after the operation of the accelerator is detected by the operation state detection means and the internal combustion engine is in a predetermined state. It can also be configured.

[0008]

In the idle control device of the present invention having the above-described structure, the initial value of the intake air amount to the internal combustion engine immediately after the internal combustion engine is started is set to a value higher than the intake air amount after the completion of the warm-up operation. Based on the operating state of the internal combustion engine detected by the state detecting means M2, the damping degree determining means M3
However, the greater the temperature rise of the internal combustion engine, the greater the degree of attenuation of the intake air amount until the completion of warming up of the internal combustion engine.
The idle air amount control means controls the idle air amount adjusting means M1 in accordance with the intake air amount obtained by the attenuation according to the degree of this attenuation. Note that, when the temperature rise of the internal combustion engine is small, it is equivalent to make the attenuation of the intake air amount until the completion of warming up of the internal combustion engine small.

Here, as a condition that the temperature rise of the internal combustion engine is large, it can be considered that the outside air temperature is high or racing occurs. The load of the internal combustion engine itself is greatly affected by the viscosity of the lubricating oil existing between the cylinder and the piston, but the temperature of this lubricating oil rises locally, and the frictional resistance between the cylinder and the piston tends to decrease. It is a condition. Also, as a method of changing the degree of attenuation, a method of increasing or decreasing the attenuation amount by subtracting the intake air amount,
There are a method of shifting the attenuation curve of the intake air amount downward and a method of increasing or decreasing the attenuation coefficient by which the intake air amount is multiplied.

[0010]

The preferred embodiments of the present invention will be described below in order to further clarify the constitution and operation of the present invention described above. FIG. 2 is a schematic configuration diagram showing an automobile engine equipped with a control device according to an embodiment of the present invention and its peripheral devices.

As shown in FIG. 1, an intake passage 11 of the engine E / G is provided with an intake port for intake air, an air cleaner 12, an air flow meter 13, a throttle valve 14,
A surge tank 15 that suppresses pulsation of intake air and a fuel injection valve 16 that supplies fuel to the engine E / G are provided. The intake air taken in through the intake passage 11 is mixed with the fuel injected from the fuel injection valve 16 and taken into the combustion chamber 17 of the engine E / G. This fuel-air mixture is spark-ignited by the spark plug 18 in the combustion chamber 17 and drives the engine E / G by explosive combustion. The gas (exhaust gas) burned in the combustion chamber 17 is guided to the catalyst device 20 through the exhaust passage 19, is purified, and is then discharged to the atmosphere.

A high voltage from an igniter 36 is applied to the spark plug 18 via a distributor 35,
The ignition timing is determined by this application timing. The distributor 35 distributes the high voltage generated by the igniter 36 to the ignition plugs 18 of the respective cylinders.
A rotation speed sensor 37 that outputs a pulse signal of 24 times is provided.

A bypass passage 31 is formed in the intake passage 11 of the engine E / G so as to bypass the intake passage portion provided with the throttle valve 14, and the bypass passage 31 has an idle speed control. A valve (hereinafter referred to as ISCV) 32 is provided. The ISCV 32 includes a valve body whose valve opening is controlled by a solenoid, and controls the flow rate of air supplied to the engine E / G when the throttle valve 14 is fully closed (idle time). By controlling the ISCV 32, the operating state of the engine E / G during idling is controlled.

Further, in the engine E / G and its peripheral devices, as a sensor for detecting the operating state of the engine E / G, in addition to the above-described rotation speed sensor 37, the opening degree of the throttle valve 14 and the throttle valve 14 are provided. A throttle position sensor 43 having a built-in idle switch 42 for detecting a fully closed state, an intake air temperature sensor 41 arranged in the intake passage 11 for detecting the temperature of intake air (intake air), an air flow meter 13 for detecting the amount of intake air, A water temperature sensor 44 arranged in the cylinder block for detecting the cooling water temperature, an oxygen concentration sensor 45 arranged in the exhaust passage 19 for detecting the oxygen concentration in the exhaust gas, and a vehicle speed sensor 46 for detecting the vehicle speed.
Etc. are provided. Detection signals from these sensors are input to an electronic control unit (ECU) 70.

As shown in FIG. 3, the ECU 70 is configured as a logical operation circuit centered on a microcomputer, and more specifically, various operations for controlling the engine E / G and its peripheral devices according to a preset control program. A CPU 70a for executing processing, a ROM 70b in which control programs and control data necessary for executing various arithmetic processing by the CPU 70a are stored in advance, and a CPU
A RAM 70c in which various data necessary for executing various arithmetic processes in 70a are temporarily read and written, an A / D converter 70d for inputting detection signals from the above-mentioned sensors, an input processing circuit 70e, and a calculation result in the CPU 70a. Accordingly, the igniter 36, the fuel injection valve 16, the ISCV 32, and the like are provided with an output processing circuit 70f that outputs a drive signal. Further, the ECU 70 is provided with a power supply circuit 70g connected to the battery 80, and is configured to supply a necessary voltage to each unit.

With the ECU 70 thus configured,
The ISCV 32 is drive-controlled to control the intake air amount during idling. Further, the fuel injection amount is calculated based on the detection signal from each sensor, and the air-fuel ratio control for driving the fuel injection valve 16 to open is performed for the time when the calculated fuel injection amount is reached. Further, the igniter 36 and the like are drive-controlled according to the operating state of the engine E / G, and ignition timing control is performed. These controls are well known and will not be described. Next, in the embodiment, the drive control of the ISCV 32 that controls the intake air amount when the engine E / G is started will be described.

First, the initialization routine executed when the engine E / G is started will be described with reference to FIG. This routine is executed only once when the ignition switch is turned on. When this routine is executed, the water temperature THW detected by the water temperature sensor 44 is set to A /
A process of reading through the D converter 70d is executed (step S100). Based on the read water temperature THW, the starting correction value DSTA is obtained from a map showing the relationship between the water temperature THW and the starting correction value DSTA (step S110). Here, the start-up correction value DSTA is a correction value used when calculating the increase amount of the intake air amount required to stably operate the engine E / G in the idle state when the engine E / G is started. one of. FIG. 5 shows an example of a map showing the relationship between the water temperature THW and the starting correction value DSTA. As shown in the figure, in the present embodiment, the lower the water temperature THW, the larger the correction value DSTA at the time of starting, and the change is represented by a smooth curve, but the correction value at the time of starting depending on the water temperature THW. Due to the relationship that DSTA changes stepwise, the correction value DSTA at start is a predetermined value when the water temperature THW is equal to or lower than a predetermined water temperature, and the correction value DSTA at start is 0 when the water temperature THW is higher than the predetermined water temperature. It doesn't matter.

Then, the feedback control execution determination flag FFB, the start-time correction value addition determination flag FDSTA, and the racing determination flag XDSTA are initialized to 0 (steps S120 to S140). The feedback control execution determination flag FFB ends the idle control of the present embodiment after the water temperature THW rises and the increase of the intake air amount becomes unnecessary, and shifts the control to the feedback control of the idle speed that is normally performed. It is a flag used for the determination of the case. This flag is set to a value of 1 when the water temperature THW becomes equal to or higher than a predetermined temperature (a set water temperature THWS described later). The startup correction value addition determination flag FDSTA is a flag used when determining whether to add the startup correction value DSTA to the calculation of the increase in the intake air amount. This flag is set to a value of 1 when the startup correction value DSTA becomes 0 or less. As for the racing determination flag XDSTA, the accelerator NE is operated and the engine speed NE of the engine E / G is a predetermined value (a predetermined value N described later).
ES) or more and the counter CISC becomes a predetermined value (a predetermined value CISCS described later) or more, a value of 1
Is the flag that is set. In addition, the counter CISC
Is reset to the initial value 0 (step S150), and this routine is finished.

Next, a starting idle control routine for controlling the intake air amount after starting the engine E / G will be described with reference to FIG. This routine is executed every predetermined time or every predetermined crankshaft rotation. In this embodiment,
It is executed every 180 ° CA. When this routine is executed, first, the water temperature THW is read (step S20).
0), the read water temperature THW is compared with the set water temperature THWS (step S210). Here, the set water temperature THWS
Is the temperature of the cooling water when the water temperature THW rises and the increase of the intake air amount becomes unnecessary, and is generally a temperature at the time of completion of warming up or a value slightly smaller than the temperature at the time of completion of warming up. Is desirable.

When the water temperature THW is smaller than the set water temperature THWS, the water temperature correction value DTH is calculated from the map showing the relationship between the water temperature THW and the water temperature correction value DTHW based on the water temperature THW.
W is calculated (step S220). Here, the water temperature correction value DTHW is a correction value used when calculating the increase amount of the intake air amount required to stably operate the engine E / G in the idle state when the engine E / G is started. Is one. FIG. 7 shows an example of a map showing the relationship between the water temperature THW and the water temperature correction value DTHW. As shown in the figure, the water temperature correction value DTHW has a relationship that the water temperature correction value DTHW increases as the water temperature THW decreases, and the change is represented by a smooth curve. Further, when the water temperature THW is the set water temperature THWS, the water temperature correction value DTHW becomes 0. In the present embodiment, the water temperature THW and the water temperature correction value DTHW are related in this way,
The water temperature THW and the water temperature correction value DTHW may be in a proportional relationship, a stepwise changing relationship, or the like. Further, in the embodiment, the water temperature correction value DTHW is set to the value 0 when the water temperature THW becomes equal to or higher than the set water temperature THWS. However, the water temperature correction value DTHW indicates the intake air amount by the intake control of the normal idle speed feedback control. It is desirable that the amount of air be a value that allows smooth continuation.

When the water temperature correction value DTHW is obtained, it is judged whether or not the startup correction value addition judgment flag FDSTA is 0 (step S230). As described above, the startup correction value addition determination flag FDSTA is a flag used when determining whether to add the startup correction value DSTA in the calculation of the increase in the intake air amount. When the startup correction value addition determination flag FDSTA is 0, it is determined whether or not a predetermined time T1 has elapsed since the engine E / G was started (step S240). Here, the predetermined time T1 is the time immediately after the engine E / G is started.
/ G is the time until a stable operating state is achieved and is a value determined by the characteristics of the engine E / G. Therefore, steps S250 to S250 of this routine are performed until the predetermined time T1 elapses after the engine E / G is started.
340 is not executed, the process proceeds to step S350, and the correction value attenuation control is not performed.

When the predetermined time T1 has elapsed after the engine E / G was started, it is determined whether or not the racing determination flag XDSTA has a value of zero. Racing judgment flag XDSTA
After the engine E / G is started, the accelerator is operated and the idle switch 42 is turned off (step S26
0), the rotational speed NE becomes equal to or higher than the predetermined value NES (step S270), and when the counter CISC is incremented and becomes equal to or higher than the predetermined value CISCS (steps S280, S290), the value 1 is set (step S300). ). Therefore, these conditions (step S
260, S270, S290) until all are satisfied,
The value of the racing determination flag XDSTA is 0.

Here, the predetermined value NES is a rotational speed at which the temperature rise of the engine E / G is noticeably faster than that in the idle state, and is determined by the characteristics of the engine E / G. In this example, the predetermined value NES was set to 3500 rpm. Further, the predetermined value CISCS is a value set to calculate a delay time until the engine speed E of the engine E / G starts to rise conspicuously when the rotational speed NE becomes equal to or higher than the predetermined value NES, and is a characteristic of the engine E / G. And the execution interval of this routine. In this embodiment, this delay time is set to several seconds.

In this embodiment, the racing judgment flag XD
To set the value of STA to 1, the accelerator is operated, the rotational speed NE becomes equal to or higher than the predetermined value NES, and the counter CISC
Is required to be equal to or higher than a predetermined value CISCS, but when the rotational speed NE is equal to or higher than the predetermined value NES, the rotational speed NE is multiplied by the time of the rotational speed NE, and the result is integrated to be equal to or higher than the predetermined value. Sometimes the racing determination flag XDSTA has the value 1
The configuration is also suitable. Further, the configuration may be such that the racing determination flag XDSTA is set to the value 1 when the vehicle speed detected by the vehicle speed sensor 46 becomes equal to or higher than a predetermined value and the state has continued for a certain period of time.

When the racing determination flag XDSTA is 0, the correction value attenuation amount KDSTA is set to a predetermined value KDSTAA.
Is substituted (step S320), and when the racing determination flag XDSTA is the value 1, the predetermined value KDSTAB is substituted for the correction value attenuation amount KDSTA (step S310).
Here, the correction value attenuation amount KDSTA is a value that attenuates the startup correction value DSTA every time this routine is executed.
Predetermined value KDS substituted for this correction value attenuation amount KDSTA
The TAA does not satisfy the condition (steps S260, S270, S290) that the racing determination flag XDSTA has the value 1, that is, in general, when the engine E / G has been in the idle state since the engine was started, It is a value that is set such that the correction value DSTA at start-up is gradually attenuated and becomes 0 or less immediately before the completion of warm-up, and is a value determined by the characteristics of the engine E / G. Also, the predetermined value KDSTA
B is a value larger than the predetermined value KDSTAA, and when the condition for the racing determination flag XDSTA to reach a value of 1 is satisfied, the start-up correction value DSTA is gradually attenuated by the time warm-up is completed, and the value 0 immediately before the warm-up is completed. It is a value that is set as follows. This predetermined value KDSTAB is also a value set by the characteristics of the engine E / G.

Next, a value obtained by subtracting the correction value attenuation amount KDSTA from the starting correction value DSTA is a new starting correction value DS.
TA is set (step S330), and a new starting correction value D is set.
The STA is compared with the value 0 (step S340). When the start-up correction value DSTA is larger than 0, the water temperature correction value D
The value obtained by adding the correction value DSTA at the time of starting to THW is set as a new water temperature correction value DTHW (step S350), and the learning value D
Intake air amount DA obtained by adding water temperature correction value DTHW to G
As a result (step S370), this routine ends.
Here, the learning value DG is the intake air amount at the time of idling after completion of warming up during the previous operation of the engine E / G. In this embodiment, the learning value DG at the time of the previous operation was used, but a configuration having a predetermined value is also suitable. Based on the calculated intake air amount DA, the ISCV 32 is driven to open by an ISCV drive routine (not shown), and the engine E /
The intake air amount to G is adjusted.

When the startup correction value DSTA is less than or equal to 0, the startup correction value addition determination flag FDSTA is set to a value of 1 (step S360), and the intake air amount DA is set to the learning value DG and the water temperature correction value DTHW is set. Is added (step S370), and this routine ends. When the correction value addition determination flag for startup FDSTA is set to the value 1 and the routine is executed from the next time onward, the correction value addition determination flag for startup FDST is started in step S230.
If it is determined that A is not 0, steps S230 to S
This routine is ended only by executing the processing (step S370) of substituting the learning value DG plus the water temperature correction value DTHW into the intake air amount DA without executing 360.

When this routine for attenuating the start-up correction value DSTA is repeatedly executed, the intake air amount gradually decreases. As the engine E / G is operated, its cooling water temperature T
HW rises and eventually the water temperature THW becomes the set water temperature THWS.
It becomes larger (step S210), and the feedback control execution determination flag FFB is set to the value 1 (step S380). When the feedback control execution determination flag FFB is set to the value 1, it is determined that the warm-up is completed, and this routine is not executed. After that, the idle control is performed by normal feedback control (idle speed control).

Next, the operation described above will be explained in chronological order with reference to FIG. FIG. 8 shows the rotational speed NE,
Water temperature THW, water temperature correction value DTHW, start correction value DST
5 is a graph showing changes over time of A and intake air amount DA. First, when the ignition switch is turned on,
The water temperature THW is read (step S100), and the water temperature T
The starting correction value DSTA is determined by the map (see FIG. 5) showing the relationship between the HW and the starting correction value DSTA (step S110). Further, the water temperature correction value DTHW is determined by the map (see FIG. 7) showing the relationship between the water temperature THW and the water temperature correction value DTHW (step S220).
This determined water temperature correction value DTHW is added to the starting correction value DS
A value obtained by adding TA is set as a new water temperature correction value DTHW (step S340), and the learning value DG is added to this to determine the intake air amount DA (step S370).

When a predetermined time T1 has elapsed since the engine E / G was started, every time the start idle control routine is executed, the start correction value DSTA is changed to the predetermined value KDST.
AA is reduced (steps S320, S330). If the accelerator is not operated as it is and the idle state continues, the rotation speed NE, the water temperature THW, the water temperature correction value DTHW, the starting correction value DSTA, and the intake air amount DA show the changes shown by the broken lines in the figure. In the change on the broken line, the correction value DSTA at the time of starting becomes the value 0 at the time T7,
The value 1 is set in the startup correction value addition determination flag FDSTA (step S360), and after the time T7, the startup correction value DSTA is not added. Further, at time T8, the water temperature THW becomes the set water temperature THWS, the feedback control execution determination flag FFB is set to the value 1 (step S380), and after time T8, normal feedback control is performed to perform idle control.

On the other hand, when the accelerator is operated at time T2 (step S260), the rotational speed NE becomes the predetermined value NES or more at time T3 (step S270), and the counter CISC becomes the predetermined value CISCS or more at time T4 (step S290). ), The value 1 is set to the racing determination flag XDSTA (step S300). After this time, every time the start-up idle control routine is executed, a predetermined value KDSTA which is a value larger than the predetermined value KDSTAA.
B is subtracted from the start-up correction value DSTA (step S
310, S330). In the figure, the rotational speed NE and the water temperature TH
W, the water temperature correction value DTHW, the starting correction value DSTA, and the intake air amount DA show the changes represented by the solid line. At time T5, the correction value DSTA at startup becomes 0, and at time T6
Then, the water temperature THW becomes the set water temperature THWS. After time T6, idle control is performed by normal feedback control.

According to the idle control device of the embodiment described above, the accelerator is operated, the rotational speed NE becomes equal to or higher than the predetermined value NES, and the counter CISC is set to the predetermined value CISC.
Since the value of the correction value attenuation amount KDSTA, which is the attenuation amount of the start-up correction value DSTA, is set to a predetermined value KDSTAB that is a value larger than the predetermined value KDSTAA until this condition is satisfied, the engine E The intake air amount can be attenuated in response to the change in the water temperature THW that reflects the warm-up state of / G. Therefore, since the intake air amount does not become excessive, the engine speed NE of the engine E / G does not increase more than necessary, and it is possible to contribute to the improvement of fuel consumption and contribute to the preservation of the global environment. Further, since the start-up correction value DSTA is obtained based on the water temperature THW, the intake air amount can be set according to the state of the engine E / G at the start. As a result, it is possible to obtain an appropriate intake air amount even when the outside air temperature changes depending on the season.

In this embodiment, when a predetermined condition is satisfied after the engine E / G is started (steps S260, S2).
70, S290), the predetermined value KDSTAA is set to the predetermined value KDS
It changed to TAB and subtracted from the start-up correction value DSTA, but the counter CISC is further incremented to a predetermined value CI.
When a predetermined value CISCS2 larger than SCS is reached,
It is also preferable to set two or more conditions such as substituting a predetermined value KDSTAC larger than the predetermined value KDSTAB for the correction value attenuation amount KDSTA, and to set three or more predetermined values subtracted from the start-up correction value DSTA. Also, the correction value attenuation amount KDS
The configuration in which TA is obtained as a function of the rate of change of the water temperature THW, the correction value attenuation amount KDSTA is a constant value, but when the rate of change of the water temperature THW changes, the start-up correction value DSTA is lowered according to the rate of change. A certain amount of shift, water temperature TH
It is also preferable that, when the rate of change of W changes, a coefficient K is obtained in accordance with the rate of change, and the coefficient K is multiplied by the correction value attenuation amount KDSTA to calculate a new correction value attenuation amount KDSTA.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments. For example, the configuration is such that the correction value of the intake air amount is determined based on the temperature of the engine E / G. Of course, the present invention can be implemented in various modes without departing from the scope of the present invention, such as a configuration for determining the correction value of the intake air amount based on the temperature of the engine oil that reflects the temperature of the engine E / G. is there.

[0035]

As described above, in the idle control device of the present invention, the degree of attenuation of the intake air amount is changed based on the operating state of the internal combustion engine, so the intake air amount is set according to the operating state of the internal combustion engine. It has an excellent effect that it can. Therefore, the internal combustion engine can be operated properly, fuel efficiency can be improved, and the global environment can be preserved.

[Brief description of drawings]

FIG. 1 is a block diagram illustrating a basic configuration of an idle control device of the present invention.

FIG. 2 is a schematic configuration diagram showing an automobile engine equipped with a control device according to an embodiment of the present invention and peripheral devices thereof.

FIG. 3 is a block diagram showing an electrical configuration of a control system centered on an ECU 70.

FIG. 4 is a flowchart showing an initialization routine executed by a CPU 70a of the ECU 70.

FIG. 5 is a graph showing an example of a relationship between a water temperature THW and a startup correction value DSTA.

FIG. 6 is a flowchart showing a startup idle control routine executed by a CPU 70a of the ECU 70.

FIG. 7 is a graph showing an example of the relationship between the water temperature THW and the water temperature correction value DTHW.

FIG. 8: Rotational speed NE, water temperature THW, water temperature correction value DTH
5 is a graph showing changes with time of W, a start-up correction value DSTA, and an intake air amount DA.

[Explanation of symbols]

 M1 ... Idle air amount adjusting means M2 ... Operating state detecting means M3 ... Attenuation degree determining means M4 ... Idle air amount controlling means 11 ... Intake passage 12 ... Air cleaner 13 ... Air flow meter 14 ... Throttle valve 15 ... Surge tank 16 ... Fuel injection valve 17 ... Combustion chamber 18 ... Spark plug 19 ... Exhaust passage 20 ... Catalyst device 31 ... Bypass passage 32 ... ISCV 35 ... Distributor 36 ... Igniter 37 ... Rotation speed sensor 41 ... Intake air temperature sensor 42 ... Idle switch 43 ... Throttle position sensor 44 ... Water temperature sensor 45 ... Oxygen concentration sensor 46 ... Vehicle speed sensor 70 ... ECU 70a ... CPU 70b ... ROM 70c ... RAM 70d ... A / D converter 70e ... Input processing circuit 70f ... Output processing circuit 70g ... Power supply circuit 80 ... Battery

Claims (2)

[Claims] 1. An idle air amount adjusting means capable of adjusting an intake air amount of an internal combustion engine when an accelerator is not operated, wherein an initial value of the intake air amount to the internal combustion engine immediately after starting the internal combustion engine is warmed up. A value higher than the intake air amount after the completion of the engine, and after the start of the internal combustion engine, the idle air amount adjusting means is controlled to gradually reduce the intake air amount. Based on the operating state detection means for detecting the operating state detection means, based on the operating state detected by the operating state detection means, the larger the temperature rise of the internal combustion engine, the more the intake air amount is attenuated until the internal combustion engine is warmed up. A damping degree determining means for making a large degree, and an idle air amount control means for controlling the idle air amount adjusting means according to the intake air amount obtained by attenuating according to the damping degree. Idle control device provided with. 2. The idle control device according to claim 1, further comprising operation state detection means for detecting an operation state of an accelerator that varies an intake air amount of the internal combustion engine through a throttle valve, and the attenuation degree determination. Means, after starting the internal combustion engine,
The damping amount is set to a predetermined first value, and after the operation of the accelerator is detected by the operation state detecting means and the internal combustion engine is in a predetermined state, the damping amount is set to a first value larger than the first value. An idle control device that is a means for setting the value to 2.