JP2000161108A - Control device for intake air quantity of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To speed up the responsiveness of an electronic control throttle valve to opening command values, and allow the throttle valve opening to follow the change in the opening command values to improve the responsiveness of the intake air quantity. SOLUTION: This control device controls the intake air quantity so that it reaches a target intake air quantity according to the operation state of an internal combustion engine, by calculating an opening command value θCM of a throttle valve and making the throttle valve follow up the opening command value θCM. In this case, when the change in the engine speed is more than a specified value or when the polarity of the opening command value θCM is inverted, a normal opening command value θno is calculated, and an interim opening command value θtp which has a greater absolute value in the same direction as the direction increased or decreased from the previous opening command value θCM, is calculated. Then, at first, the throttle valve is driven by the interim opening command value θtp, and when a throttle valve opening θth reaches the interim opening command value θtp, the intake air quantity is made to quickly follow up the normal opening command value θno by returning the opening command value θCM to the normal opening command value θno.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for controlling the amount of intake air of an internal combustion engine, and more particularly, to a high-speed electronically controlled throttle valve having good responsiveness in which an accelerator pedal and a throttle valve are not mechanically connected. The present invention relates to a control device capable of causing an intake air amount to follow a target air amount with good responsiveness in a conventional internal combustion engine.

[0002]

2. Description of the Related Art Heretofore, the control of the rotation speed of an internal combustion engine mounted on a vehicle has been performed by the amount of depression of an accelerator pedal installed at the foot of a driver's seat. That is, in a conventional internal combustion engine, a throttle valve connected to the accelerator pedal by a wire is provided in an intake passage thereof. When the accelerator pedal is depressed, the opening of the throttle valve increases through the wire to increase the internal combustion engine. As the amount of air taken into the engine increases, and the amount of fuel increases accordingly, the engine speed increases.

On the other hand, with the recent development of computers,
2. Description of the Related Art Electronically controlled internal combustion engines that electronically optimally control the rotation speed of the internal combustion engine have been put to practical use. As electronic control of such internal combustion engines, for example, fuel injection amount control, ignition timing control, control of the opening timing of intake and exhaust valves, and the like have been preceded. You are in the stage. As a prior art of control for electrically opening and closing a throttle valve, for example, Japanese Patent Application Laid-Open No. 9-2425
There is a vehicle control device disclosed in Japanese Patent Application Publication No. 91-91.

FIG. 1 shows the appearance of an electronically controlled throttle valve device 20 which is currently in practical use, and FIG.
Shown in The electronically controlled throttle valve device 20 includes a throttle lever 16 connected to an accelerator pedal 14 (see FIG. 2A) via an accelerator cable 24, and a throttle lever 16 built in the throttle lever 16 according to the amount of depression of the accelerator pedal 14. Accelerator opening sensor 15 for detecting accelerator opening
An engine control unit (hereinafter referred to as an ECU) 10 to which a detection value (accelerator opening signal) of the accelerator opening of the accelerator opening sensor 15 is input;
A throttle motor 4 for opening and closing a throttle valve 3 provided in the intake passage 2 of the internal combustion engine in accordance with the output of the engine 10;
There are a throttle opening sensor 5 for detecting the opening of the throttle valve 3, an evacuation traveling lever 17 provided near the throttle lever 16, and a return spring 18 for the throttle valve 3 (see FIG. 1). The throttle motor 4 has a built-in electromagnetic clutch 21 (see FIG. 2A).

In the electronically controlled throttle valve device 20 configured as described above, when the accelerator pedal 14 is depressed according to the driver's intention, the depression amount of the accelerator pedal 14 is transmitted to the throttle lever 16 through the accelerator cable 24, The throttle lever 16 rotates. An accelerator opening sensor 15 is built in the throttle lever 16, and the amount of depression of the accelerator pedal is detected based on the rotation angle of the throttle lever 16. The depression amount of the accelerator pedal detected by the accelerator opening sensor 15 is input to the ECU 10 as an accelerator opening signal, and the ECU 10 determines the opening of the throttle valve 3 according to the accelerator opening signal. ECU
The throttle motor 4 and the clutch signal are output from 10 to the throttle motor 4, and the throttle motor 4 is driven. The opening of the throttle valve 3 is detected by a throttle opening sensor 5 and is used as a throttle opening sensor signal.
This is fed back to U10. As the throttle motor 4, a DC motor or the like which has good responsiveness and low power consumption is used.

In this control, the deviation between the accelerator opening signal from the throttle opening sensor 5 for detecting the opening of the throttle valve 3 and the throttle opening sensor signal from the accelerator opening sensor 15 is eliminated. Then, feedback control by proportional (P), integral (I), and derivative (D) control (hereinafter, simply referred to as PID control) is performed on the throttle motor 4.

[0007] In order to enable the vehicle to evacuate and run even when the above control fails, such an electronically controlled throttle valve device includes an evacuation traveling lever 1.
7 and a relief spring 19 thereof (see FIG. 2A). Further, in recent years, there has been proposed an electronically controlled throttle valve device 30 configured to eliminate the accelerator cable between the accelerator pedal 14 and the throttle valve 3 as shown in FIG. 2 (b). In the electronic control throttle valve device 30 of this proposal, whether the rotation angle sensor 15 is provided on the support shaft of the accelerator pedal 14 as shown in FIG.
Alternatively, a stroke sensor for the accelerator pedal 14 is provided, and the detection value of this sensor is directly input to the ECU 10.

Then, the ECU 10 determines the opening of the throttle valve 3 in accordance with the accelerator opening signal, and the ECU 10 outputs a drive signal directly to the throttle motor 4. The opening of the throttle valve 3 is detected by a throttle opening sensor 5 and fed back to the ECU 10. The throttle opening sensor 5 may be built in the throttle motor 4 in some cases.

In a conventional air-fuel ratio control apparatus for an internal combustion engine using an electronic throttle as disclosed in Japanese Patent Application Laid-Open No. 7-243343, the control apparatus calculates a target intake air amount according to the operating state of the engine. Then, the control device drives and controls the throttle valve connected to or linked with the accelerator pedal so as to achieve the target intake air amount. The control device measures the actual intake air amount downstream of the throttle valve, and the actual intake air amount is measured. In general, the throttle valve opening is adjusted and output so that the air amount becomes the target intake air amount.

[0010]

However, in such a conventional control device for an internal combustion engine, the actual intake air amount to the combustion chamber of the engine at a position distant from the throttle valve becomes the target intake air amount. There was a problem that it took time. Accordingly, the present invention provides a control device for an electronically controlled throttle valve that performs PID control, in which the opening / closing speed of the throttle valve based on a command value of the throttle valve opening is increased, and the throttle valve is opened under a predetermined engine operating condition. By temporarily setting the command value of the valve opening degree larger or smaller than the normal opening command value at the initial stage of the setting, the actual intake air amount can quickly follow the target intake air amount. It is an object of the present invention to provide a control device for controlling the intake air amount of an internal combustion engine, which can improve the responsiveness of the engine.

[0011]

The features of the present invention to achieve the above object are shown below as first to fourth inventions. A structural feature of the first invention is that an electronically controlled throttle valve, which is opened and closed by a motor and whose opening is detected by an opening sensor, is provided in the intake passage. A control device for the intake air amount of the internal combustion engine to which the air amount according to the operating state is supplied,
Calculate the target intake air amount according to the operation state of the internal combustion engine,
A throttle valve opening command value setting means for calculating and setting a throttle valve opening command value at predetermined intervals so as to reach the calculated target intake air amount, and an operation state of the internal combustion engine exceeding a predetermined condition. When the calculated value of the throttle valve opening command value was set, the current opening command value was further increased / decreased in the same direction as the increase / decrease direction of the calculated value from the previous opening command value. A provisional opening command value for the throttle valve is separately calculated, and the calculated value is provisionally set as a throttle valve opening command value. A throttle valve opening command value resetting means for returning the throttle valve opening command value to a value calculated by the throttle valve opening command value setting means when the provisional opening command value is reached; That is.

A structural feature of the second invention is that the change exceeding the predetermined condition in the first invention is a change where the change in the rotational speed of the internal combustion engine exceeds a reference value. The structural feature of the third aspect of the invention is that a change exceeding a predetermined condition in the first aspect of the present invention is performed by setting the direction of increase / decrease of the opening degree command value calculated by the opening degree command value setting means of the throttle valve to the previous time. This means that the opening command value is changed in a direction different from the direction of increase or decrease.

A fourth aspect of the invention is characterized in that, in any one of the first to third aspects, the provisional opening command value calculated by the provisional opening command value setting means for the throttle valve further includes a throttle opening command value. A provisional opening command value guard means for guarding the valve opening command value calculated by the valve opening command value setting means from deviating from a predetermined value or more, and the guard means guards the provisional opening command value. Then, the throttle valve opening command value resetting means converts the throttle valve opening command value to the current throttle valve opening command value calculated by the throttle valve opening command value setting means. A reset delay means for resetting the throttle valve opening command value, which delays the return timing from when the opening of the throttle valve reaches the provisional opening command value, is provided.

According to the first aspect, when the operating state of the internal combustion engine is under a predetermined condition, the opening command value of the throttle valve set to the electronically controlled throttle valve is temporarily larger than the normal command value, Alternatively, by making it smaller, the intake air amount near the combustion chamber with a time delay can be brought closer to the target intake air amount earlier than by a normal command value.

According to the second invention, the change exceeding the predetermined condition in the first invention is defined as a change in which the change in the rotation speed of the internal combustion engine exceeds a reference value, thereby reducing the deviation in the rotation speed of the engine. Can be fixed quickly. According to the third aspect, the change exceeding the predetermined condition in the first aspect is the reversal of the throttle valve opening command value, whereby the deviation of the vehicle speed from the target value can be quickly corrected.

According to the fourth invention, in any one of the first to third inventions, the provisional opening command value of the throttle valve is guarded by a predetermined value, and the duration of the provisional opening command value is increased at the time of guard. As a result, the shock due to the setting of the provisional opening command value can be reduced.

[0017]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. The electronically controlled throttle valve device 2 described with reference to FIGS.
Components that are the same as components 0 and 30 are given the same reference numerals and described. FIG. 3 schematically shows an electronically controlled fuel injection type multi-cylinder internal combustion engine 1 provided with a throttle valve control device according to one embodiment of the present invention. In FIG. 3, a throttle valve 3 is provided in an intake passage 2 of the internal combustion engine 1 downstream of an air cleaner (not shown). One end of a shaft of the throttle valve 3 is a throttle which is an actuator for driving the throttle valve 3. A motor 4 is provided, and a throttle opening sensor 5 for detecting the opening of the throttle valve 3 is provided at the other end. That is, the throttle valve 3 of this embodiment is an electronically controlled throttle driven to open and close by the throttle motor 4.

Further, according to the present invention, when a throttle valve opening command value is input, the throttle motor 4 can follow the command value at high speed. A surge tank 6 is provided in the intake passage 2 on the downstream side of the throttle valve 3.
In the surge tank 6, a pressure sensor 7 for detecting the pressure of the intake air is provided. Further, on the downstream side of the surge tank 6, a fuel injection valve 8 for supplying pressurized fuel from a fuel supply system to an intake port is provided for each cylinder. The output of the throttle opening sensor 5 and the output of the pressure sensor 7 are input to an ECU (engine control unit) 10 incorporating a microcomputer.

In the cooling water passage 9 of the cylinder block of the internal combustion engine 1, a water temperature sensor 11 for detecting the temperature of the cooling water is provided. The water temperature sensor 11 generates an analog voltage electric signal according to the temperature of the cooling water. The exhaust passage 12 contains three harmful components HC and C in the exhaust gas.
A three-way catalytic converter (not shown) for purifying O and NOx at the same time is provided. An O ₂ sensor 13 which is a kind of air-fuel ratio sensor is provided in an exhaust passage 12 on the upstream side of the catalytic converter. I have. The O ₂ sensor 13 generates an electric signal according to the concentration of the oxygen component in the exhaust gas. The outputs of the water temperature sensor 11 and the O ₂ sensor 13 are
Is input to

Further, the ECU 10 is provided with an accelerator pedal depression signal (accelerator opening signal) from an accelerator opening sensor 15 which is attached to an accelerator pedal 14 and detects an accelerator depression amount, and is attached to a distributor (not shown). Engine speed N from the detected crank angle sensor
e is input. In the above-described configuration, when a key switch (not shown) is turned on, the ECU 10 is energized to start a program, capture an output from each sensor, and open and close the throttle valve 3, the throttle motor 4, the fuel injection valve 8, and the like. Alternatively, other actuators are controlled. The ECU 10 includes an A / D converter for converting an analog signal from various sensors into a digital signal, and an input / output interface 10 for input and output of digital signals from various sensors and signals for driving each actuator.
1. CPU 102 for performing arithmetic processing, ROM 103 or RA
A memory such as M104, a clock 105 and the like are provided, and these are interconnected by a bus 106. E
Since the configuration of the CU 10 is publicly known, further description will be omitted.

When an accelerator pedal depression signal from the accelerator opening sensor 15 is input to the ECU 10, the ECU 10
As shown in FIG. 4A, reference numeral 10 samples the depression amount signal of the accelerator pedal at a predetermined period T, for example, at a period of 10 ms. Then, the ECU 10 outputs the sampling value α at the time ta as the throttle valve opening command value θCM at the time ta as shown in FIG. 4 (b).
Thereafter, the ECU 10 similarly outputs the accelerator pedal depression amount signal sampled every predetermined period T such that the command value θCM = β at time tb and the command value θCM = γ at time tc.

FIG. 5 shows the EC of FIG. 3 for realizing the present invention.
The functions in U10 are represented by blocks. When an accelerator pedal depression amount signal is input to the ECU 10,
The command value setting function 110 allows the predetermined time T
A command value is generated every time. This command value is obtained by the differential operation function 11
1D, a PID control function 111 composed of a proportional operation function 111P and an integration operation function 111I. PI
The D control function 111 calculates the opening / closing speed of the throttle valve based on the command value, and outputs a target value of the opening of the throttle valve determined by the opening / closing speed of the throttle valve. This target value of the opening of the throttle valve is calculated by the duty output calculation function 1.
Then, the duty ratio of the drive signal of the throttle motor according to the target value of the opening of the throttle valve is calculated. The duty ratio of the drive signal of the throttle motor is output to the throttle motor 4, and the throttle motor 4 is driven to change the opening of the throttle valve. The opening of the throttle valve is detected by the throttle opening sensor 5, and the detected value is fed back to the PID control function 111.

Here, in the electronically controlled throttle valve configured as shown in FIG. 3, when the opening command value θCM of the throttle valve changes at time t0, the detection value of the throttle opening sensor 5 and the intake air The change in the amount will be described with reference to FIG. In general, even in the electronically controlled throttle valve device, there is a time lag until the throttle valve actually moves following the opening command value θCM even if the opening command value θCM of the throttle valve is given. Even if the opening degree of the throttle valve changes, there is a further time difference before the amount of air taken into the downstream side of the throttle valve changes. FIG. 6 shows this situation. When the throttle valve opening command value θCM changes from the previous value to the current value at time t0, the detection value of the throttle valve opening sensor 5 described in FIG. Looking at (throttle valve opening) θth, it is time t1 that the throttle valve 3 starts changing, and it is time t2 that the throttle valve 3 reaches the command opening (target opening). Further, at time t3, the intake air amount starts to change due to the change in the opening degree of the throttle valve 3, and at time t4, the intake air amount reaches the target value. Therefore, from FIG. 6, there is a time difference T1 between the start of the opening of the throttle valve 3 and the start of the change of the intake air amount. It can be seen that there is a time difference Ta (> T1) before reaching the target value.

For this reason, in the present invention, a motor that drives the throttle valve that can respond at a high speed is used, and as shown in FIG. 7, the opening command value θCM of the throttle valve is changed at time t0 under a predetermined condition. If it changes, a large provisional opening command value θtp indicated by a dashed line is replaced by a large provisional opening command value θtp indicated by a dashed line instead of the conventional normal opening command value θno indicated by a two-dot chain line.
Set as In this example, the previous opening command value θCM
For (+0), the normal opening command value θno is + 1 °, and the provisional opening command value θtp is + 4 °.

As a result, the throttle valve opening indicated by the solid line
(The value detected by the throttle sensor) starts to change at time tA earlier than the rising time t1 of the conventional throttle valve opening (broken line) and quickly reaches the provisional opening command value θtp. When the throttle valve opening reaches the provisional opening command value θtp, the provisional opening command value θtp is returned to the normal opening command value θno. As a result, the throttle valve opening gradually decreases and settles to the normal opening command value θno. Such a provisional opening command value θtp of the present invention can be obtained, for example, as a point on the plane X of the three-dimensional map shown in FIG. 9 according to the engine speed, the target air amount, and other parameters at this time. it can. The provisional opening command value θtp is actually a difference a from the normal opening command value θno to the provisional opening command value θtp shown in FIG. 7, the duration b of the provisional opening command value θtp, and the throttle opening. And the return time c to the original opening command value θno.

As described above, when the throttle opening is temporarily and rapidly increased by the provisional opening command value θtp, the broken line Qo
As shown by the solid line Qp, the intake air amount rises faster than the intake air amount based on the normal opening command value θno indicated by. That is, in the normal opening command value θno, the intake air amount starts to change at time t3 and changes until time t4, whereas according to the provisional opening command value θtp of the present invention, the intake air amount Starts changing at time tB and ends changing at time tD. Therefore, the conventional time difference T1 from when the opening of the throttle valve starts to change to when the intake air amount starts to change becomes a shorter time difference PT1 in the present invention, and after the opening command value θCM of the throttle valve changes. The conventional time difference Ta until the intake air amount Q reaches the target value becomes PTa shorter in the present invention, and the responsiveness is improved.

Note that, if the difference a between the normal opening command value θno and the provisional opening command value θtp shown in FIG. 7 is increased indefinitely, the shock will increase. Therefore, the present invention is limited by the guard value M. FIG. 8 shows the control of the present invention when the provisional opening command value θtp of the throttle valve exceeds the guard value M in the present invention. In the present invention, the maximum value of the provisional opening command value θtp is set to the guard value M, and at time tQ, the throttle valve opening reaches the guard value M as shown by the solid line.
However, considering that the provisional opening command value θtp is set as shown by the two-dot chain line at time t0 when there is no guard value, the original throttle valve opening also changes like the two-dot chain line and At tQ, the temporary opening command value θtp is reached. And
At time tQ, the provisional opening command value θtp becomes the normal opening command value θno.
, The original throttle opening decreases as indicated by the two-dot chain line and returns to the normal opening command value θno at time tR. Therefore, if the provisional opening command value θtp, which is the guard value M at the time tQ, is returned to the normal opening command value θno, the opening of the throttle valve is insufficient and the guard value M
In this case, the intake air amount does not reach the target value more quickly than in the case where there is no air flow.

Therefore, in the present invention, when the provisional opening command value θtp of the throttle valve exceeds the guard value M, the maximum value of the provisional opening command value θtp is limited to the guard value M. Even if the opening reaches the guard value M at the time tQ, the provisional opening command value θtp is changed from the guard value M to the normal opening command value θ.
Instead of returning to no, the provisional opening command value θtp is kept at the guard value M until time tP, and the provisional opening command value θtp is returned from the guard value M to the normal opening command value θno only at time tP. I do. As a result, the throttle valve has the normal opening command value θ.
The opening time becomes longer with the opening degree exceeding "no", and the time required to quickly reach the target value by increasing the amount of intake air can be made about the same as when the guard value M is not provided.

At the time tP when the provisional opening command value θtp is returned from the guard value M to the normal opening command value θno, the increment of the intake air amount obtained by the original throttle opening indicated by the two-dot chain line in FIG. What is necessary is just to determine the same as the increment of the intake air amount obtained by the guarded throttle opening shown by the solid line. For example, the area of the portion surrounded by the original throttle opening curve indicated by the two-dot chain line and the normal opening command value θno is equal to the guarded throttle opening curve indicated by the solid line and the normal opening command value θno. The time tP may be determined so as to be equal to the area of the enclosed portion.

Here, an example of the control described with reference to FIGS. 7 and 8 by the control device for the intake air amount of the internal combustion engine configured as shown in FIG. 3 will be described with reference to the flowcharts shown in FIGS. . The procedure shown in this flowchart is performed for a predetermined time Ts shorter than the aforementioned sampling period T.
It is executed every time. In step 101, first, the accelerator opening Acc and the engine speed Ne are read. The read engine speed Ne is stored for a predetermined number of times. Accordingly, in this step 101, the deviation ΔNe is calculated from the previously stored engine speed Ne and the current engine speed Ne. The deviation ΔNe indicates a change in the engine speed Ne, and is calculated by subtracting the previous engine speed Ne from the current engine speed Ne. Therefore, when the value of ΔNe is a positive number, it is understood that the engine is changing in the acceleration direction, and when the value of ΔNe is a negative number, it is understood that the engine is changing in the deceleration direction.

In the following step 102, the accelerator opening Ac
The target air amount Atg is calculated from c, the engine speed Ne, and the deviation ΔNe of the engine speed Ne calculated in step 101. In the next step 103, based on the calculated value of the target air amount Atg, a normal opening command value θ of the throttle valve is set.
No is calculated, and in the subsequent step 104, the detected value θth of the throttle sensor is read. The detected value θth of the throttle sensor indicates the opening of the throttle valve.

In the next step 105, it is determined whether or not the deviation ΔNe of the engine speed Ne is equal to or larger than a reference value K. That is,
It is determined whether or not the engine speed Ne has changed to the reference value K or more between the previous time and this time. First, a case where the deviation ΔNe of the engine speed Ne is equal to or larger than the reference value K will be described. If the engine speed Ne has changed to the reference value K or more between the previous time and the present time, the routine proceeds to step 106. In step 106, the provisional opening degree θtp (a, b, c) of the throttle valve is calculated from the engine speed Ne and the target air amount Atg. The provisional opening θtp of the throttle valve is calculated from the map of FIG. 9 as described above, and the difference a between the normal opening command value θno and the provisional opening command value θtp described in FIG. the duration b of θtp, and
This includes the return time c of the throttle opening to the original opening. Note that θtp (a, b, c) is simply referred to as θtp hereinafter.

In step 107, it is determined whether or not the provisional opening command value θtp of the throttle valve is equal to or larger than the guard value M described with reference to FIG. If θtp <M, the routine proceeds to step 109, where the provisional opening command value θtp is set as the throttle valve opening command value θCM. In step 107, θtp
If ≧ M, the process proceeds to step 108, where the provisional opening command value θ
tp is corrected. In this correction, the difference a between the normal opening command value θno and the provisional opening command value θtp and the value of the duration b of the provisional opening command value θtp are corrected. Next step 11
If it is 0, it is determined whether or not the throttle valve opening θth has reached the throttle valve opening command value θCM. If θth <θCM, this routine ends. On the other hand, in step 110, θth
When ≧ θCM, the routine proceeds to step 112, where the opening command value θCM of the throttle valve is set to the normal opening command value θno calculated in step 103, and this routine ends.

On the other hand, if the deviation ΔNe of the engine speed Ne is smaller than the reference value K in step 105, step 1
Proceed to 11. If ΔNe <K in step 105, the deviation ΔNe of the engine speed Ne is small, and the provisional opening command value θtp
Since it is not necessary to calculate, the temporary opening command value θtp is set to 0, and the routine proceeds to step 112. And step 11
In step 2, the throttle valve opening command value θCM is set to the normal opening command value θno calculated in step 103, and this routine ends.

In the control procedure described with reference to FIG. 10, the calculation of the provisional opening command value θtp of the throttle valve is performed when the difference ΔNe between the previous engine speed Ne and the current engine speed Ne in step 105 is equal to or larger than the reference value K. . On the other hand, the calculation of the provisional opening command value θtp of the throttle valve can also be performed when the polarity of the opening command value θCM of the throttle valve at the previous time and this time is reversed. This example is shown in FIG.

The procedure for setting the throttle valve opening command value shown in FIG. 11 differs from the procedure for setting the throttle valve opening command value described with reference to FIG. 10 only in step 201 executed after step 104. . Therefore, in the flowchart of FIG. 11, the same control procedures as those in the flowchart of FIG. 10 are denoted by the same step numbers, and description thereof is omitted.
In the setting procedure of the throttle valve opening command value shown in FIG. 11, after the detection value θth of the throttle sensor is read in step 104, in step 201,
It is inverted whether or not the polarity of the opening command value θCM of the throttle valve in the previous time and this time has been inverted. Then, when the polarity of the opening command value θCM of the throttle valve in the previous time and the current time is inverted, the process proceeds to step 106 and thereafter, the provisional opening command value θtp of the throttle valve is calculated to control the intake air amount. On the other hand, if the polarity of the opening command value θCM of the previous and current throttle valves is not reversed, the process proceeds to step 106 and thereafter, the control of the intake air amount is performed without calculating the provisional opening command value θtp of the throttle valve. Do.

The control shown in FIGS. 10 and 11 can be performed in combination. FIG. 12 shows an example of a procedure for calculating the fuel injection amount in the control device for the intake air amount of the internal combustion engine according to the present invention. In step 301, the intake air amount Q and the engine speed Ne are read, and the deviation ΔNe between the previous and current engine speeds Ne is read. Then, in step 302, the required torque Trq of the engine is calculated based on the intake air amount Q, the engine speed Ne, and the deviation ΔNe of the engine speed Ne. In the following step 303, the required air-fuel ratio A / F corresponding to the required torque Trq of the engine is calculated, and in the next step 304, the lift amount of each intake valve of the engine is calculated.

In step 305, it is determined whether or not the provisional opening command value θtp of the throttle valve is 0. Step 30
5, when it is determined that θtp = 0, the normal opening command value θno of the throttle valve is not inverted, and the engine speed N at the time of calculating the normal opening command value θno of the throttle valve is determined.
Since the deviation ΔNe of e is less than the reference value K, the process proceeds to step 307. In step 307, the intake air amount is calculated based on the normal opening command value θno of the throttle valve, and the routine proceeds to step 308.

On the other hand, when it is determined in step 305 that θtp ≠ 0, the normal throttle valve opening command value θno
Is reversed, or because the deviation ΔNe of the engine speed Ne at the time of calculating the normal opening command value θno of the throttle valve is equal to or larger than the reference value K, the provisional opening command value θtp of the throttle valve is Has been calculated. Therefore, at this time, the process proceeds from step 305 to step 306, where the intake air amount based on the provisional opening command value θtp of the throttle valve is calculated, and the process proceeds to step 308.

In step 308, a fuel injection amount is calculated based on the required air-fuel ratio A / F calculated in step 303 and the intake air amount calculated in step 306 or step 307. The fuel injection amount calculated in step 308 is set in step 309, and fuel injection is performed based on the set fuel injection amount. FIG.
Shows the effect when the present invention is applied to the control of the idle speed of the internal combustion engine. Idle speed Nei
Is rapidly reduced at time t0. In the conventional control, the opening command value θno indicated by a broken line is output at time t0 as the opening command value θCM of the throttle valve, and the throttle opening θth changes with a delay as indicated by the broken line. Was performed as shown by the broken line. As a result, in the conventional control, the idle speed Nei after time t0 is obtained.
Changed as shown by Neipr in the figure, and the recovery to the target idle speed Neitg was slow.

On the other hand, in the control of the present invention, a provisional opening command value θtp indicated by a solid line is output at time t0 as the opening command value θCM of the throttle valve, and the throttle opening θ
Since th rises steeply as shown by the solid line and changes, the increase in the intake air amount Q follows the normal throttle valve opening command value θno with a slight delay as shown by the solid line. As a result, in the conventional control, the idle speed Nei after the time t0 changes as indicated by Neipi in the figure, and the recovery to the target idle speed Neitg can be made earlier than in the conventional control.

FIG. 14 shows the effect when the present invention is applied to traction control. In traction control, an estimated vehicle speed at which the vehicle speed increases (or decreases) at a fixed rate with respect to time is set. And
The case where the vehicle speed changes along the estimated vehicle speed is a state in which the slippage between the tire and the road surface is least generated. On the other hand, when the wheel spins, there is a demand to reduce the engine torque quickly. In this case, it is necessary to quickly change the intake air amount by changing the throttle valve opening command value. At this time, since there is a delay in the change of the intake air amount with respect to the command value, in the present invention, the initial value of the command value is set to a large initial value in order to eliminate the delay of the intake air amount.

For example, when the set vehicle speed decreases, the conventional control cannot increase the moving speed of the throttle valve, so that the conventional command value θCM is only the normal valve opening command value θno. . On the other hand, in the present invention, since the moving speed of the throttle valve can be controlled at high speed, the command value θ of the present invention is used.
CM can be a combination of the provisional valve opening command value θtp and the normal valve opening command value θno. As a result, the intake air amount Q can be changed only as indicated by the broken line in the conventional control. Therefore, once the vehicle speed decreases, the intake air amount Q largely fluctuates as indicated by the broken line before returning to the estimated vehicle body speed. Was. On the other hand, in contrast to the conventional control, the intake air amount Q can be changed as shown by the solid line in the present invention. Therefore, even when the vehicle speed decreases, as shown by the dashed line,
The vehicle speed can be increased without departing from the estimated vehicle speed.

As described above, in the present invention, by increasing the speed of the drive of the throttle motor, the command value can be finely controlled, and the intake air amount can quickly follow the throttle valve opening command value. it can. In the above embodiment, an example in which the present invention is applied to ISC (idle speed control) and traction control has been described. It is not limited.

[0045]

According to the first aspect of the present invention, when the operating state of the internal combustion engine is under the predetermined condition, the opening command value of the throttle valve set to the electronically controlled throttle valve is temporarily changed from the normal command value. By making the amount larger or smaller, there is an effect that the intake air amount near the combustion chamber with a time delay can be brought closer to the target intake air amount faster than a normal command value. According to the second aspect of the invention, the change exceeding the predetermined condition in the first aspect of the invention is a change in which the change in the rotation speed of the internal combustion engine exceeds the reference value, thereby quickly correcting the deviation in the rotation speed of the engine. There is an effect that can be.

According to the third aspect of the present invention, the change exceeding the predetermined condition in the first aspect of the invention is made by inverting the throttle valve opening command value, thereby quickly correcting the deviation of the vehicle speed from the target value. There is an effect that can be. According to a fourth aspect of the present invention, in any one of the first to third aspects, the provisional opening command value of the throttle valve is guarded by a predetermined value, and the duration of the provisional opening command value is increased during guard. Therefore, it is possible to reduce the shock caused by the setting of the provisional opening command value.

[Brief description of the drawings]

FIG. 1 is a perspective view showing the configuration of a conventional electronically controlled throttle.

FIG. 2 (a) is a configuration diagram of an electronic control throttle of FIG. 1,
FIG. 2B is a configuration diagram of the electronic control throttle which is further advanced than FIG.

FIG. 3 is a configuration diagram showing a configuration of an electronically controlled multi-cylinder internal combustion engine equipped with an electronically controlled throttle valve control device according to an embodiment of the present invention.

4A is a diagram showing an example of an accelerator pedal depression amount characteristic, and FIG. 4B is a diagram showing a command value characteristic obtained from the accelerator pedal depression amount characteristic of FIG. 4A.

FIG. 5 is a control block diagram of the ECU of FIG. 3 for the present invention.

FIG. 6 shows a throttle valve opening command value when generally controlling an electronically controlled throttle valve configured as shown in FIG. 3,
6 is a time chart showing a change in the amount of air when a detection value of a throttle opening sensor and an opening command value change.

FIG. 7 shows a throttle valve opening command value, a detection value of a throttle opening sensor, and a change in air amount when the opening command value changes in the intake air amount control device for an internal combustion engine of the present invention.
It is a time chart shown in comparison with general control.

FIG. 8 is a time chart showing changes in the opening command value and the detection value of the throttle opening sensor when the opening command value of the throttle valve exceeds the guard value in the control device for the intake air amount of the internal combustion engine of the present invention; It is.

FIG. 9 is a three-dimensional map for calculating a provisional opening command value in the present invention based on an engine speed and a target air amount.

FIG. 10 is a flowchart illustrating an example of a procedure for setting a throttle valve opening command value according to the present invention.

FIG. 11 is a flowchart showing another example of the procedure for setting the throttle valve opening command value in the present invention.

FIG. 12 is a flowchart illustrating an example of a procedure for calculating a fuel injection amount in the control apparatus for an intake air amount of an internal combustion engine according to the present invention.

FIG. 13 is a time chart showing changes in the idle speed, the opening command value, the throttle opening, and the intake air amount when the present invention is applied to the control of the idle speed.

FIG. 14 shows a vehicle speed, a conventional opening command value, an opening command according to the present invention, and a vehicle speed when the present invention is applied to traction control.
4 is a time chart showing changes in the intake air amount.

[Explanation of symbols]

 2 ... intake passage 3 ... throttle valve 4 ... throttle motor 5 ... throttle opening sensor 10 ... ECU 14 ... accelerator pedal 15 ... accelerator opening sensor 16 ... throttle lever

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3G065 AA04 CA13 DA04 EA03 FA01 FA08 GA01 GA05 GA09 GA10 GA11 GA41 GA46 KA36 3G301 JA14 JA38 KA07 LA03 LC03 NA03 NA04 NA05 NA08 NB06 ND41 NE00 NE16 NE22 NE23 PA01A PA07Z PA11Z PA12ZPD PE03Z PE06Z PE08Z PF01Z PF03Z

Claims (4)

[Claims] An electronically controlled throttle valve, which is opened and closed by a motor and whose opening is detected by an opening sensor, is provided in an intake passage. A control device for an intake air amount of an internal combustion engine to which an amount is supplied, wherein a target intake air amount according to an operation state of the internal combustion engine is calculated,
A throttle valve opening command value setting means for calculating and setting the throttle valve opening command value at predetermined intervals so as to reach the calculated target intake air amount; and When it changes beyond
In setting the calculated value of the throttle valve opening command value, a provisional throttle valve whose current opening command value is further increased or decreased in the same direction as the increase / decrease direction of the calculated value from the previous opening command value. Means for setting a provisional opening command value for the throttle valve for temporarily calculating the opening command value and temporarily setting the calculated value as the opening command value for the throttle valve; and A throttle valve opening command value that returns the throttle valve opening command value to the value calculated by the throttle valve opening command value setting device when the throttle valve command value is reached. A control device for an intake air amount of an internal combustion engine, comprising: 2. The control device for an intake air amount of an internal combustion engine according to claim 1, wherein the change exceeding the predetermined condition is a change where a change in a rotation speed of the internal combustion engine exceeds a reference value. A control device for controlling an intake air amount of an internal combustion engine. 3. The control device for an intake air amount of an internal combustion engine according to claim 1, wherein the change exceeding the predetermined condition is calculated by an opening command value setting means of the throttle valve. A control device for an intake air amount of an internal combustion engine, wherein the direction of increase or decrease of the command value is a change in a direction different from the direction of increase or decrease of the previous opening command value. 4. The control device for an intake air amount of an internal combustion engine according to claim 1, further comprising a provisional opening calculated by a provisional opening command value setting means for the throttle valve. A provisional opening command value guard means for guarding the opening command value from deviating from a current opening command value calculated by the opening command value setting means of the throttle valve by a predetermined value or more; When the provisional opening command value is guarded, the throttle valve opening command value resetting means calculates the throttle valve opening command value by the throttle valve opening command value setting means. Means for delaying resetting of the throttle valve opening command value to the calculated value, compared to when the throttle valve opening reaches the provisional opening command value, delaying resetting of the throttle valve opening command value; Internal combustion characterized by comprising Intake air amount control apparatus of Seki.