JP3035924B2 - Throttle control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle control device mounted on an internal combustion engine, and in particular, controls the opening and closing of a throttle valve in response to an access operation by a drive source such as a motor to drive at a constant speed. The present invention relates to a throttle control device capable of performing various controls such as control.

2. Description of the Related Art A throttle valve of an internal combustion engine controls the output of the internal combustion engine by adjusting a mixture of fuel and air in a carburetor and adjusting an intake air amount in an electronically controlled fuel injection device. Yes, it is configured to interlock with an accelerator operation mechanism including an accelerator pedal.

Conventionally, an accelerator operating mechanism has been mechanically connected to a throttle valve, but recently, a device has been proposed which opens and closes a throttle valve in response to an accelerator operation by a driving means linked to a drive source such as a motor. . For example, Japanese Patent Laying-Open No. 55-1445867 discloses an apparatus in which a step motor is connected to a throttle valve, and the step motor is driven in accordance with operation of an accelerator pedal. A similar device is disclosed in Japanese Patent Application Laid-Open No. 59-153945.

[Problems to be Solved by the Invention] By the way, there is known a constant speed traveling control device which can travel at a constant vehicle speed without depressing an accelerator pedal if the vehicle speed is set to a desired vehicle speed while driving the vehicle. Combined with the mechanism.

The above throttle control device also requires a constant speed traveling control mechanism, but in a so-called override mode in which acceleration is performed by operating the accelerator operation mechanism during constant speed traveling, the throttle operation is performed by the accelerator operation mechanism regardless of the constant speed control. In order to be able to drive the valve, a link mechanism is required as before. In this case, a separate link mechanism must be provided for the override mode in spite of the fact that the throttle valve is driven by a motor, and the device becomes large.

When the vehicle is traveling by the constant speed traveling control, the accelerator pedal is normally in a non-operating state, and when shifting to the override traveling by performing the accelerator operation from this state, the throttle opening corresponding to the traveling vehicle speed is set. This requires an accelerator pedal stroke up to that point, resulting in a large invalid stroke. After that, it shifts to normal accelerator control,
The drive source is driven in response to the accelerator operation, and the throttle valve is driven until the desired opening degree is reached. However, drivability is impaired due to the existence of the invalid stroke as described above.

Therefore, the present invention provides a throttle control device that includes a throttle drive unit including a drive source such as a motor separately from an accelerator operation mechanism and performs throttle control according to a traveling state of a vehicle including constant speed traveling control. An object of the present invention is to make it possible to easily shift to the override mode by performing an accelerator operation during constant-speed running control, without requiring it.

[Means for Solving the Problems] To achieve the above object, the throttle control device of the present invention has an accelerator operating mechanism M1 and an independent throttle operating mechanism M1 as shown in FIG. A throttle drive means M2 capable of driving the throttle valve 11 in the opening direction and the closing direction, and drive control of the throttle drive means M2 based on a first target throttle opening degree corresponding to an operation amount of an accelerator operation mechanism M1. Control means M3 for controlling the throttle opening by controlling the driving of the throttle driving means M2 according to the operating state of the internal combustion engine and the running state of the vehicle, and setting a predetermined second target throttle opening for the control means M3; The control means M3 includes a constant speed travel control setting means M4 for controlling the drive of the throttle drive means M2 based on the second target throttle opening to maintain a constant vehicle speed. The control means M3 includes control target setting means M5 which compares the first target throttle opening with the second target throttle opening and sets the larger target throttle opening as a control target. Means M5 is such that the first target throttle opening is the second target throttle opening.
Even after the target throttle opening becomes larger than the target throttle opening, the first target throttle opening and the second target throttle opening are compared in magnitude and the larger target throttle opening is set as the control target. .

As shown in FIG. 1a, in the throttle control device provided with the above M1 to M3 means, the control means M3 operates the accelerator operation during the control based on the second target throttle opening by the constant speed traveling control setting means M4. When the operation amount of the mechanism M1 is equal to or more than a predetermined value, an acceleration setting means M6 for setting a target acceleration according to the operation amount, and a target throttle opening which can secure the target acceleration set by the acceleration setting means M6. An apparatus having a target control target setting means M7 can also be configured.

[Operation] In the throttle control device configured as described above, based on the first target throttle opening degree according to the operation amount of the accelerator operation mechanism M1 by the control means M3, the operation state of the internal combustion engine and the traveling of the vehicle In accordance with the state, the drive of the throttle drive means M2 provided independently of the accelerator operation mechanism M1 is controlled. Thus, the throttle valve 11 is controlled to open and close by the throttle driving means M2, and is adjusted to a predetermined throttle opening.

When the second target throttle opening is set by the constant speed traveling control setting means M4, the throttle valve 11
The drive of the throttle driving means M2 is controlled by the control means M3 so as to achieve the target throttle opening. This allows
A constant vehicle speed is maintained.

When the accelerator operation mechanism M1 is operated while the vehicle is traveling at a constant speed and the first target throttle opening is larger than the second target throttle opening, the override mode is set, and the control target setting means M5 sets the first target throttle opening. The opening is set as a control target, and is adjusted to a throttle opening according to the operation amount of the accelerator operation mechanism M1. Further, if the second target throttle opening becomes larger than the first target throttle opening during the override mode, the second target throttle opening is set as the control target.

Incidentally, in the throttle control device having the control means M3 including the acceleration setting means M6, when the accelerator operation mechanism M1 is operated while the vehicle is traveling at a constant speed and the operation amount becomes equal to or more than a predetermined value, the override mode is set, and the acceleration setting means M6 Sets the target acceleration for the vehicle. Then, the target throttle opening capable of securing the target acceleration is set as a control target by the control target setting means M7, and the acceleration is controlled in accordance with the operation of the accelerator operation mechanism M1.

Hereinafter, a preferred embodiment of the throttle control device of the present invention will be described with reference to the drawings.

As shown in FIGS. 2 and 3, a throttle valve 11 is rotatably supported by a throttle shaft 12 in an intake passage of a throttle body 1 of the internal combustion engine.
A case 2 is integrally formed on a side surface of the throttle body 1 on which one end of the throttle shaft 12 is supported, and a cover 3 is joined to the case 2 so that the throttle control according to the present embodiment is installed in a room defined by these components. A part of components constituting the device is housed. A throttle sensor 13 is mounted on the side of the throttle body 1 opposite to the case 2 where the other end of the throttle shaft 12 is supported.

The throttle sensor 13 has a detector for detecting the opening of the throttle valve 11, is connected to the throttle shaft 12, and the rotational displacement of the throttle shaft 12 is converted into an electric signal, for example, an idle switch signal and a throttle opening signal are controlled. Output to 100.

A movable yoke 43 is fixed to the other end of the throttle shaft 12, and the throttle valve 11 is configured to rotate integrally with the movable yoke 43. Movable yoke 43
As shown in FIG. 3, is a circular dish-shaped magnetic material having a shaft portion fixed to the throttle shaft 12, and each open end faces a fixed yoke 44 of a magnetic material having substantially the same shape. The respective side walls and the shaft portion are fitted with a predetermined gap in a state of being overlapped in the axial direction. The fixed yoke 44 is fixed to the throttle body 1, and a coil wound around a non-magnetic bobbin 46 is provided in a space formed between the shaft portion and the side wall.
45 are accommodated. A non-magnetic friction member 43a is embedded around the throttle shaft 12 on the bottom surface of the movable yoke 43, and a drive plate 41 is disposed to face the disk-like magnetic clutch plate 42 via a clutch plate. Thus, these components constitute the electromagnetic clutch mechanism 40.

The drive plate 41 is a circular dish having a shaft at the center,
The shaft is supported rotatably around the throttle shaft 12. An external gear is formed integrally with the shaft portion of the drive plate 41 so as to mesh with external teeth formed on a small-diameter portion of the gear 52 described later. As shown in FIG. 3, the above-mentioned clutch plate 42 is connected to the bottom surface of the drive plate 41 via a leaf spring 41a. This leaf spring 41a
As a result, the clutch plate 42 is urged in the direction of the drive plate 41 and is separated from the movable yoke 43 when the coil 45 is not energized.

The gear 52 that meshes with the drive plate 41 has a stepped cylindrical shape having a small-diameter portion and a large-diameter portion, each of which is formed with external teeth, and is rotatably supported around a shaft 52a fixed to the cover 3. I have. A motor 50 is fixed to the cover 3, and its rotating shaft is supported flat and rotatable with respect to the shaft 52a. A gear 51 is fixed to the end of the rotating shaft of the motor 50, and meshes with the external teeth of the large diameter portion of the gear 52. In the present embodiment, a step motor is used as the motor 50, and the drive is controlled by the controller 100. Note that, as the motor 50, another type of motor such as a DC motor may be used.

Thus, when the motor 50 is driven to rotate and the gear 51 rotates, the gear 52 rotates, and the drive plate 41 meshing with the gear 52 rotates around the throttle shaft 12 together with the clutch plate 42. At this time, if the coil 45 shown in FIG. 3 is not energized, the clutch plate 42 is separated from the movable yoke 43 by the urging force of the leaf spring 41a. That is, in this case, the movable yoke 43, the throttle shaft 12, and the throttle valve 11 can freely rotate regardless of the drive plate 41. When the movable yoke 43 and the fixed yoke 44 are excited, the clutch plate 42 is moved by the electromagnetic force to the leaf spring 41a.
Is attracted in the direction of the movable yoke 43 against the urging force of the movable yoke 43 and comes into contact with the movable yoke 43. As a result, the clutch plate 42 and the movable yoke 43 are brought into a frictional engagement state, and the two rotate in a joined state together with the action of the friction member 43a. That is, in this case, the drive plate 41, the clutch plate 42, the movable yoke 43, the throttle shaft 12, and the throttle valve 11
Are integrally rotated by the motor 50 via the gears 51 and 52. Thus, these constitute the throttle drive means of the present invention.

An accelerator shaft 32 is rotatably supported on the cover 3 in parallel with the throttle shaft 12 and protrudes out of the cover 3. An accelerator link 31 constituting a rotary lever is fixed to a protruding end of the accelerator shaft 32, and a pin 33 a fixed to one end of an accelerator cable 33 is locked to a tip of the accelerator link 31. A return spring 35 is connected to the accelerator link 31, and the accelerator link 31 and the accelerator shaft 32 are urged in the direction in which the throttle valve 11 is closed. The other end of the accelerator cable 33 is connected to an accelerator pedal 34, and an accelerator operation mechanism is configured in which the accelerator link 31 and the accelerator shaft 32 rotate around the axis of the accelerator shaft 32 in response to the operation of the accelerator pedal 34. .

Between the throttle body 1 and the cover 3, ie, case 2
The accelerator plate 32 has an accelerator plate 36
The throttle plate 21, which faces the accelerator plate 36, is attached to the accelerator shaft 36.
It is fixed to 32 small diameter portions 24.

The throttle plate 21 has an accelerator shaft 32 at the center.
The plate is supported by the small-diameter portion 24 and has a small-diameter portion and a large-diameter portion in the circumferential direction. External teeth are formed on the outer surface of the large-diameter portion as shown in FIG. The external teeth of the throttle plate 21 mesh with the external teeth formed on the movable yoke 43 described above. Accordingly, the throttle plate 21 is rotated by the rotation of the movable yoke 43, or the movable yoke 43 is rotated by the rotation of the throttle plate 21, and the throttle shaft 12 and the throttle valve 11 integrally connected thereto are rotated. Is configured to be able to rotate.

In the throttle plate 21, a step is formed at a connection portion between the small diameter portion and the large diameter portion, and an end face cam is formed on the outer peripheral side surface. A pin 23 is fixed to a large diameter portion of the throttle plate 21. One end of a return spring 22 is locked to the shaft of the throttle plate 21, and the other end is locked to a pin planted in the case 2. Accordingly, the throttle plate 21 is urged by the urging force of the return spring 22 in the direction B in FIG. 2, that is, in the direction in which the throttle valve 11 is closed.

The accelerator plate 36 has an accelerator shaft 32 at the center.
And a arm portion extending in the radial direction. The disc portion has a small diameter at a portion continuous to the arm portion, a concave portion is formed, and an end face cam is formed on the outer peripheral side surface. The side of the arm is pin 23 of the throttle plate 21
It is arranged so that it may face. That is, when the accelerator plate 36 rotates in the direction of arrow A in FIG. 2 and the arm portion abuts on the pin 23 of the throttle plate 21, the accelerator plate 36 and the throttle plate 21 rotate integrally. Have been. Note that a pin 36c extending in the axial direction of the accelerator shaft 32 is implanted in the accelerator plate 36. 2 is the initial position of the accelerator plate 36 and the throttle plate 21. When the drive plate 41 is joined to the movable yoke 43 by the electromagnetic clutch mechanism 40, the throttle valve 11 Rotated by 50.

An accelerator sensor 37 is fixed to the outer periphery of a bearing portion of an accelerator shaft 32 formed on the cover 3. The accelerator sensor 37 has a well-known structure, and includes a member having a film thickness resistor (not shown) and a brush facing the member. The brush is arranged so as to engage with the pin 36c of the accelerator plate 36. Thus, the rotation angle of the accelerator shaft 32 that rotates integrally with the accelerator plate 36 is detected by the accelerator sensor 37. The accelerator sensor 37 is electrically connected to a printed wiring board 70 interposed between the case 2 and the cover 3, and the printed wiring board 70 is electrically connected to the controller 100 via leads 71. ing.

Also, the throttle plate 21 and the accelerator plate 36
3 is fixed to the case 3 via a stay as shown in FIG. 3 and is electrically connected to the printed wiring board 70. Limit switch 60
Has opposed contacts (not shown), and a roller 63 is mounted at the tip.

The roller 63 is urged so as to contact the outer peripheral side of each of the throttle plate 21 and the accelerator plate 36, as is clear from FIGS. Therefore, the roller 63
Is driven by the end face cams formed on the throttle plate 21 and the accelerator plate 36, and the opposing contacts are brought into contact with or separated from each other in accordance with the operation of the roller 63. Except when the accelerator pedal 34 has an operation amount equal to or less than a predetermined operation amount, that is, the rotation angle of the accelerator plate 36 is equal to or less than the predetermined angle, and the throttle plate 21 is rotationally driven beyond the predetermined angle, the limit switch The 60 opposing contacts are in contact.

When the operation amount of the accelerator pedal 34 is equal to or less than the predetermined operation amount, for example, the accelerator plate 36 is in the state of FIG. 2, the operation amount is substantially zero, and the throttle valve 11 is in the open state. When the opening degree exceeds a predetermined angle and becomes large, that is, when the throttle plate 21 rotates by a predetermined angle or more in the direction of arrow A in FIG. Contacts open.

The controller 100 is a control circuit including a microcomputer, and has a function as control means according to the present invention. That is, detection signals of various sensors mounted on the vehicle are input as shown in FIG. 4, and various controls including drive control of the electromagnetic clutch mechanism 40 and the motor 50 are performed. In the present embodiment, the controller 100 is configured to perform various controls such as constant speed traveling control and acceleration slip control in addition to the control according to the normal operation of the accelerator pedal.

In FIG. 4, the controller 100 has a microcomputer 110, an input processing circuit 120 and an output processing circuit 130 connected thereto, the motor 50 is connected to the output processing circuit 130, and the coil 45 of the electromagnetic clutch mechanism 40 is The output processing circuit 13 via the first energizing circuit 101 and the second energizing circuit 102
Connected to 0. The controller 100 is connected to a power source V _B through an ignition switch 99. Note that the power supply opening / closing means of the controller 100 may be a transistor, a relay, or another switching element that conducts when the ignition switch 99 is turned on.

The accelerator sensor 37 is connected to the input processing circuit 120, outputs a signal corresponding to the operation amount of the accelerator pedal 34, that is, the depression amount, and is input to the input processing circuit 120 together with the output signal of the slot sensor 13. In the controller 100, the electromagnetic clutch mechanism 40 is on / off controlled in accordance with the operating conditions, and the depression amount of the accelerator pedal 34, i.e., the accelerator opening degree and the throttle valve 11 which is set according to the operating state of the internal combustion engine and the running state of the vehicle. The drive of the motor 50 is controlled so as to obtain the opening, that is, the throttle opening.

The input processing circuit 120 is connected to a constant speed traveling control switch 80 (hereinafter simply referred to as a constant speed traveling switch 80). The cruise control switch 80 comprises a main switch 81 for turning on / off the power of the entire cruise control system and a control switch 82 for performing various controls.
As shown in the figure, it is constituted by a plurality of switch groups and has various well-known switch functions.

First, during running of the vehicle, when the main switch 81 is turned on and the set switch ST of the control switch 82 is turned on for a short time, the vehicle speed at that time is stored, and this vehicle speed is maintained as described later. The accelerator switch AC is for finely adjusting the set vehicle speed, and the speed increase control is performed while the switch is on. The fine adjustment on the deceleration side is performed by holding the set switch ST in the ON state, or turning on the set switch ST for a short time when the vehicle decelerates to a predetermined vehicle speed after depressing the brake pedal once to release the constant speed traveling control. If so, the vehicle speed at that time is reset. The cancel switch CA is a switch for canceling the cruise control. The resume switch RS is a switch for returning to the set vehicle speed before the release after the constant speed traveling control is released by these operations.

The wheel speed sensor 91 is used for constant-speed running control, acceleration slip control, and the like, and a well-known electromagnetic pickup sensor or hall sensor is used. In FIG. 4, the number is one, but it is attached to each wheel as needed. Further, an ignition circuit unit, commonly known as an igniter 92, is connected to the controller 100, and an ignition signal is input to detect a rotation speed of the internal combustion engine.

The transmission controller 93 is an electronic control unit that controls the automatic transmission. The transmission controller 93 receives signals from the wheel speed sensor 91, the throttle sensor 13, and the like to detect the operating state of the internal combustion engine and the running state of the vehicle. A shift position and the like are calculated, a shift signal and a timing signal are output, and a solenoid valve is driven by the shift signal and the like to control a hydraulic pressure applied to a brake or a clutch to perform a shift operation. Transmission signals and the like output by the transmission controller 93 are transmitted to the controller.
Supplied to 100.

The mode switch 94 stores in the microcomputer 110 maps preset for the correspondence between the depression amount of the accelerator pedal 34 and the opening of the throttle valve 11 according to various operation modes, and selects the map as appropriate. The opening of the throttle valve 11 is set according to the operation mode. As the operation mode, for example, a mode such as power or economy, or highway driving or city driving can be set. When the driver does not like the acceleration slip control, the acceleration slip control prohibition switch 95 outputs a signal for prohibiting the control to the microcomputer 110 by operating the acceleration slip control. For example, when performing acceleration slip control, the steering sensor 96 determines whether or not the steering is turned, and can set a target slip ratio according to the determination result. The brake switch 97 is a switch that opens and closes in response to the operation of a brake pedal (not shown). By operating the brake switch 97, the brake lamp 98 is turned on, and the normally closed switch SC2 is opened and driven in conjunction with the electromagnetic clutch mechanism 40. The second energizing circuit 102 for the constant speed running control is opened.

The starter circuit 200 controls the drive of the starter motor 201. The second relay 2 is connected in series to the coil of the first relay 202 that controls the opening and closing of the drive circuit of the starter motor 201.
03 is provided to control the second relay 203 according to the output signal of the controller 100. A starter switch 204 is connected in series with the first relay 202 and the second relay 203, and a neutral start switch 205 is interposed between the starter switch 204 and the vehicle equipped with the automatic transmission. This is because when the automatic transmission (not shown) is in the neutral position, it is turned on. When the starter switch 204 is turned on in this state, the second relay 203 is turned on.
Is turned on, the coil of the first relay 202 is energized, the drive circuit of the starter motor 201 is turned on, and the starter motor 201 is driven.

Thus, in the initial check of whether the throttle control device of this embodiment functions normally, even if the starter switch 204 is turned on, the second relay 203 is turned off, and the throttle valve 11 is actually opened and closed. The starter motor 201 is deactivated until it is confirmed. As a result, it is possible to avoid excessive rotation of the engine at the time of the initial check of the throttle control device.

The operation of the embodiment having the above configuration will be described. The flowchart of FIG. 5 shows the overall operation of the throttle control device of the present embodiment. In the controller 100, initialization is performed in step S1, and in step S2, the various input signals to the input processing circuit 120 are processed. Then, the process proceeds to step S3, and the control mode is selected according to these input signals. That is, any one of steps S4 to S8 is selected.

When the control in steps S4 to S6 is performed, torque control is performed in step S9, and cornering control of throttle control according to the steering angle of the steering wheel (not shown) is performed in step S10. The idling speed control in step S7 controls the idling speed to be maintained at a constant value even when the engine state changes. In step S8, post-processing is performed after turning off the ignition switch 99. Things. Then, in step S11, a failure process for performing a self-diagnosis by the diagnosis means is performed, and then output processing is performed in step S12, and the electromagnetic clutch mechanism 40 and the motor 50 are driven via the output processing circuit 130. Thus, the above-described routine is repeated at a predetermined cycle.

Of the above-described overall operations, the operation during normal accelerator control in step S4 will be described first. When the accelerator pedal 34 is not operated, that is, when the throttle valve 11 is fully closed, the throttle plate 21 and the accelerator plate 36 are located as shown in FIG. 2, the limit switch 60 is on, and the first drive circuit 101 Via the coil 4 of the electromagnetic clutch mechanism 40
5 is energized.

The coil 45 is energized, and the fixed yoke 44 and the movable yoke 43
Is excited, the clutch plate 42 is joined to the movable yoke 43, and the driving force of the motor 50 is transmitted to the throttle shaft 12. Thereafter, unless an abnormal state occurs, the throttle shaft 12 is rotationally driven by the motor 50. Therefore, the opening of the throttle valve 11 is controlled by the control of the motor 50 by the controller 100.

That is, during normal accelerator control, the accelerator pedal 34
Is performed, the accelerator link 31 is rotated against the urging force of the return spring 35 in accordance with the amount of operation.
As a result, the accelerator plate 36 rotates in the direction of arrow A in FIG. 2 to maintain the ON state of the limit switch 60, and the accelerator sensor 37 interlocked via the pin 36c shown in FIG. The rotation angle of the accelerator plate 36 corresponding to the operation amount of 34 is detected.

The detection output of the accelerator sensor 37 is input to the controller 100, the first target throttle opening theta ₁ corresponding to the rotation angle of the accelerator plate 36 is required here. For example, a first target throttle opening theta ₁ which corresponds to the rotation angle of Figure 7 in "b" or "c" of the characteristics from the accelerator operation amount, or the accelerator plate 36 is set. When the motor 50 is driven and the throttle shaft 12 rotates, a signal corresponding to the rotation angle is output from the throttle sensor 13 to the controller 100 so that the throttle valve 11 becomes substantially equal to the _first target throttle opening θ1. Next, the drive of the motor 50 is controlled by the controller 100. Thus, the throttle control corresponding to the operation amount of the accelerator pedal 34 is performed, and the engine output corresponding to the opening of the throttle valve 11 is obtained.

During the operation of the throttle valve 11, the accelerator plate 36 and the throttle plate 21 do not engage,
Acceleration plate for rotation of throttle plate 21
36 follows a predetermined angle. Therefore, there is no mechanical connection between the accelerator pedal 34 and the throttle valve 11, and a smooth start and running can be ensured in accordance with the operation of the accelerator pedal 34. When the accelerator pedal 34 is released, the return spring 35 is released.
Accelerator link by the urging force of
31 returns to the initial position, and the throttle valve 11 is also brought to the fully closed position.

During the normal accelerator control, the throttle valve
When the operation of the pedal 11 is abnormal, the operation of the accelerator pedal 34 is released and the accelerator plate 36 is returned to the initial position by the return spring 35 if the operation is not performed, the limit switch 60 is turned off, and the first energizing circuit 101 is opened. You. In addition, since the second energizing circuit 102 for constant-speed running control is in an open state, energization of the coil 45 is not performed, and the movable yoke 43 of the electromagnetic clutch mechanism 40 and the clutch plate 42 are separated. Then, the throttle valve 11 by the drive plate 41
Is stopped, and the throttle valve 11 is returned to the initial position by the return spring 22.

Next, in the constant speed traveling control of step S5, when the set switch ST of the control switch 82 is operated after the normally open switch SO1 of the main switch 81 shown in FIG. 4 is operated, the normally closed switch SC2 is turned on. An electric current is supplied to the coil 45 via the coil 45 to be excited. In this case, when the throttle valve 11 is at a predetermined opening degree or more, the accelerator pedal
When 34 is not operated, the limit switch 60 is turned off, and the first energizing circuit 101 is opened. However, during the constant-speed running control, the energization of the coil 45 is continued through the second energizing circuit 102, so that the throttle shaft 12 is connected to the motor 50 via the electromagnetic clutch mechanism 40. In this case, the first target throttle opening theta ₁ has an accelerator pedal 34 is in the non-operation state is equal to or less than the predetermined value. Thus, instead of the _first target throttle opening θ ₁ , the second target throttle opening θ ₂ is set according to the difference between the vehicle speed detected by the wheel speed sensor 91 and the vehicle speed set by the set switch ST. Set, throttle valve by motor 50
11 is driven and controlled to the _second target throttle opening θ2.

The accelerator pedal 34 is depressed while the vehicle is traveling at a constant speed, and the first target throttle opening θ ₁ corresponding to the operation amount of the accelerator pedal 34 is set to the second target throttle when the constant speed traveling control is set. when exceeding the opening theta ₂ is turned to override mode, the second target throttle opening theta ₂ is replaced with the first target throttle opening theta _1. The details will be described later with reference to FIGS. 6 and 8.

In order to release the cruise control, the driver operates the cancel switch CA of the control switch 82 in FIG.
, Or the normally closed switch SC1 to turn off the main switch 81, the second drive circuit 102 is opened. The same is true even when the ignition switch 99 is turned off. Also, when the brake pedal is operated, the normally closed switch SC2 linked with the brake switch 97 is turned off, and the second drive circuit 102 is opened. Thereafter, the throttle control at the time of the normal accelerator control described above is performed via the first drive circuit 101.

Next, the operation of the throttle control device of this embodiment during the acceleration slip control in step S6 will be described. When the controller 100 detects a slip of a driving wheel (not shown) at the time of starting or accelerating from the output signal of the wheel speed sensor 91 in FIG. 4, the acceleration slip control mode is selected and the opening of the throttle valve 11 is controlled. . That is, the controller
At 100, the slip ratio of the drive wheels that can obtain sufficient traction and lateral drag on the road surface is calculated, and further, the target throttle opening for ensuring this is calculated. Then, the motor 50 is controlled so that the throttle valve 11 has the target throttle opening. When the slip ratio becomes equal to or less than the predetermined value and the target throttle opening becomes equal to or more than the throttle opening set in the normal accelerator control shown in FIG. 7, the acceleration slip control mode is terminated and returns to the normal accelerator control mode. I do. Also during this time, the opening of the throttle valve 11 is controlled by the mode 50, so that the so-called pedal shock does not occur on the accelerator pedal 34 even when switching between the acceleration slip control mode and the normal accelerator control mode.

When the opening of the throttle valve 11 and the operation amount of the accelerator pedal 34 are detected to be equal to or less than predetermined values by the throttle sensor 13 and the accelerator sensor 37, the idling speed control mode of step S7 in FIG. 5 is set, and the cooling water temperature,
The drive of the motor 50 is controlled such that the target engine speed is set according to the operating state of the internal combustion engine such as a load.

In the throttle control device of the present embodiment,
Even if the motor 50 or the controller 100 does not operate, the operation of the vehicle can be continued by operating the accelerator pedal 34. That is, as is apparent from FIG. 2, when the accelerator pedal 34 is depressed by a predetermined amount or more, the arm 36b of the accelerator plate 36 rotates in the direction of the pin 23 of the throttle plate 21, and the arm 36b is engaged with the pin 23. Combine. As a result, the movable yoke 43 is driven in the direction between the throttle valves 11 to maintain a constant opening as shown by "a" in FIG. 7, so that the driver can continue driving the vehicle at a low speed. Can be.

The specific processing content of the constant-speed traveling control in step S5 in FIG. 5 is as shown in FIG. 6. When the constant-speed traveling control main switch 81 is turned on, the following processing is performed. First, at step 50, the state of each switch of the control switch 82 is detected. Then, each process of A0 to A5 shown in FIG. 6 is selected according to the state of each switch and predetermined conditions, and is sequentially executed according to the state of each switch as described later.

Next, it is determined whether a state in which the constant-speed running control is canceled (step 52), if it is canceled, after the zero target throttle opening theta _S (step 53), the stored vehicle speed is released (Steps 54 and 55), and the process proceeds to the cancellation process (A4) (Step 56). Further, it is determined whether the process has passed the fail-safe process (A5) (step 5).
7) If yes, go to step 59; if not, go to fail-safe processing (A5) (step 5)
8).

Then, in step 59, the first value corresponding to the accelerator operation amount
The target throttle opening theta ₁ and the second of the target throttle opening theta ₂ which is set at the time of constant speed control, opening degree towards the large is set as the target throttle opening theta _S, returns to the main routine. MAX (A, B) is a function that gives the larger value of A and B. And Thus, a first target throttle opening degree when the first second larger than the target throttle opening theta ₂ when towards the target throttle opening theta ₁ is constant speed control in response to operation of an accelerator pedal 34 It is replaced by the θ _1. Thus, the override mode can be set without requiring a link mechanism.

Each of the processes A0 to A5 is executed as follows. Constant speed control processing (A0) is made from step 500 to 504, the second target throttle opening theta ₂ are set in accordance with the current speed deviation and the stored vehicle speed so as to maintain the set vehicle speed, throttle opening it as a control target The degree is adjusted (step 50
0). Then, when the accelerator switch AC in FIG. 6 is operated and turned on, an accelerator process (A1) is performed (steps 501 and 502). When the set switch ST is operated and turned on, coast processing (A2) is performed (steps 503, 504).

The acceleration process (A1) includes steps 510 to 514. As long as the accelerator switch AC is operated, acceleration control is performed until a predetermined high-speed limit value is reached (steps 510, 511, 514). When the vehicle is accelerated to the limit value, constant speed control is performed using the value as the stored vehicle speed (steps 512 and 513). Therefore, when the on state of the accelerator switch AC is maintained, the stored vehicle speed during that time is sequentially updated to the higher speed side.

The coasting process (A2) in steps 520 to 523 is decelerated at a constant deceleration while the set switch ST is operated (steps 520 and 521). When the set switch ST is turned off, the vehicle speed at that time is stored and the constant speed is stored. The process moves to the control process (A0) (steps 522 and 523).

The standby process (A3) includes steps 530 to 533. If the resume switch RS is turned on from off, the process proceeds to the constant speed control process (A0) (steps 530 and 531). Otherwise, the state of the set switch ST is determined and When it is turned off, it is determined whether or not it is the high-speed limit value (steps 532, 533)
If the vehicle speed has not reached the limit value, the vehicle speed at that time is stored and the process proceeds to the constant speed control process (A0) (steps 522 and 523). In the cancellation process (A4), the end of the cancellation process is determined,
If the processing has been completed, a standby process (A3) is performed (step 540,
541). In the fail-safe process (A5), it is determined whether or not return is possible, and if it is possible, a standby process (A3) is performed (step 55).
0,551).

FIG. 8 is a flowchart according to another embodiment of the present invention, in which step 59 in FIG. 6 is eliminated and the following processing is performed in place of the constant speed control (A0) in FIG. is there. In the constant speed control (A0) of the present embodiment, the processing up to step 504 is performed in the same manner as in FIG. 6, and when the set switch ST is off or after the coast processing (A2) is performed, the processing proceeds to step 505. , Accelerator operation amount θ _A
Is greater than or equal to a predetermined value β.

If I accelerator operation amount theta _A falls below the predetermined value beta, but proceeds directly to Step 52, when a predetermined value beta or more accelerator operation amount theta _A is detected in accordance with the accelerator operation amount theta _A at step 506 A target acceleration for the vehicle is set. That is, the accelerator operation amount theta _A is to the vehicle during constant speed running, used as an acceleration request value with respect to the running speed at that time. Specifically, correspondence between the ninth accelerator operation amount as shown in FIG. (Opening) theta _A and the vehicle acceleration is stored is mapped into the memory of microcomputer 110, which is read out as appropriate And the target acceleration is set.

Then, the process proceeds to step 507, the target throttle opening theta _S so that the rate at which the target acceleration is obtained is set. Specifically, the actual acceleration is calculated by differentiation of the vehicle speed is calculated from the detection signal of the wheel speed sensor 91, the target throttle opening theta _S is set according to a result of comparison between this value and the target acceleration.

Thus, in the present embodiment, when the accelerator pedal 34 is operated during the constant speed traveling to set the override mode, an invalid stroke does not occur in the operation of the accelerator pedal 34, and the accelerator is accelerated immediately after the pedaling force is applied. Therefore, good responsiveness is obtained.

[Effects of the Invention] The present invention is configured as described above, and has the following effects.

That is, according to the throttle control device of the present invention, during normal accelerator control, the throttle valve opening is adjusted by the throttle driving means regardless of the accelerator operation mechanism, so that smooth start and running can be ensured according to the accelerator operation. And various controls such as constant-speed running control can be easily performed. In addition, when the first target throttle opening corresponding to the operation amount of the accelerator operation mechanism becomes larger than the second target throttle opening during constant-speed running, the former is set as the control target, so that the conventional link mechanism is used. Can be set without the need for

If the second target throttle opening becomes larger than the first target throttle opening during the override mode, the second target throttle opening is set as the control target. In this case, the constant speed traveling control is maintained. can do.

[Brief description of the drawings]

1 and 1a are block diagrams showing the outline of the throttle control device of the present invention, FIG. 2 is an exploded perspective view of one embodiment of the throttle control device of the present invention, and FIG. FIG. 4 is an overall configuration diagram of the controller and the input / output device,
FIG. 5 is a flowchart showing the overall operation of the embodiment shown in FIGS. 2 to 4, FIG. 6 is a flowchart showing a processing routine for constant speed control in FIG. 5, and FIG. 8 is a graph showing a relationship between the accelerator operation amount and the throttle opening in FIG. 8, FIG. 8 is a flowchart showing a processing routine of constant speed control according to another embodiment of the present invention, and FIG. 9 is an accelerator operation in the embodiment of FIG. It is a graph which shows the relationship between quantity and target acceleration. 1 ... throttle body, 11 ... throttle valve 12 ... throttle shaft, 13 ... throttle sensor, 21 ... throttle plate, 22 ... return spring, 23 ... pin, 31 ... accelerator link (accelerator operating mechanism) , 33… accelerator cable (accelerator operation mechanism), 34… accelerator pedal (accelerator operation mechanism), 35… return spring, 36… accelerator plate, 37… accelerator sensor, 40… electromagnetic clutch mechanism 41… Driving plate (throttle driving means), 42 ... clutch plate (throttle driving means) 43 ... movable yoke (throttle driving means), 44 ... fixed yoke, 45 ... coil, 46 ... bobbin 50 ... motor (throttle) Driving means), 51, 52 Gear, 60 Limit switch 63 Roller 80 Constant speed control switch 81 Main switch 82 Roll switch, 91: Wheel speed sensor, 92: Igniter, 93: Transmission control, 94: Mode changeover switch, 95: Acceleration slip control prohibition switch, 96: Steering sensor, 97: Brake switch, 98 ... Brake lamp 99 ... Ignition switch, 100 ... Controller (control means), 101 ... First energizing circuit, 102 ... Second energizing circuit, 110 ... Microcomputer, 120 ... Input processing circuit, 130 …… Output processing circuit, 200 …… Starter circuit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI F02D 41/14 320 F02D 41/14 320C (56) References JP-A-62-218238 (JP, A) JP-A-62-231831 (JP, A) JP-A-1-202540 (JP, A) JP-A-63-25343 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F02D 9/02 F02D 29 / 02 F02D 41/14 F02D 11/10 B60K 31/02

Claims (1)

(57) [Claims] An accelerator operating mechanism, throttle driving means provided independently of the accelerator operating mechanism and capable of driving a throttle valve in an opening direction and a closing direction, and adjusting the throttle driving means to an operation amount of the accelerator operating mechanism. Control means for controlling the drive based on the first target throttle opening corresponding thereto and controlling the drive of the throttle driving means in accordance with the operating state of the internal combustion engine and the running state of the vehicle to adjust the throttle opening; On the other hand, a predetermined second target throttle opening is set, and based on the second target throttle opening, the control means drives and controls the throttle drive means to maintain a constant vehicle speed setting. Control means for controlling the first target throttle opening and the second target throttle opening by comparing the first target throttle opening with the second target throttle opening. Control target setting means for controlling the target throttle opening to be larger than the first target throttle opening even after the first target throttle opening becomes larger than the second target throttle opening. A throttle control device characterized in that the first target throttle opening and the second target throttle opening are compared in magnitude and the larger target throttle opening is set as a control target.