JP3037402B2 - Engine throttle valve controller - Google Patents
Engine throttle valve controllerInfo
- Publication number
- JP3037402B2 JP3037402B2 JP2321303A JP32130390A JP3037402B2 JP 3037402 B2 JP3037402 B2 JP 3037402B2 JP 2321303 A JP2321303 A JP 2321303A JP 32130390 A JP32130390 A JP 32130390A JP 3037402 B2 JP3037402 B2 JP 3037402B2
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- climbing
- vehicle
- accelerator
- throttle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
- F02D2011/102—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、車両の走行状態に応じてスロツトル開度を
制御するエンジンのスロツトル弁制御装置に関するもの
である。Description: TECHNICAL FIELD The present invention relates to a throttle valve control device for an engine that controls a throttle opening according to a running state of a vehicle.
（従来の技術） 従来、アクセルペダルの踏込み量に対するスロツトル
弁の開度を機械的、あるいは電気的に制御する車両にお
いて、車両が登坂走行に入るときは、運転者がそれを認
識して坂道の直前でアクセルを踏込み、登坂開始後は、
即座にスロツトル開度を開きぎみに制御することで必要
な走りを確保している。2. Description of the Related Art Conventionally, in a vehicle that mechanically or electrically controls the opening degree of a throttle valve with respect to the amount of depression of an accelerator pedal, when the vehicle starts traveling uphill, a driver recognizes the situation and recognizes that the vehicle is traveling uphill. Just step on the accelerator right before starting climbing,
The necessary running is secured by immediately controlling the throttle opening to the limit.
（発明が解決しようとしている課題） しかしながら、上記従来例では、運転者が坂道の直前
でアクセルを踏込み、車両が登坂路を一定時間走行する
と、運転者自身、登坂中であるという意識が薄れてアク
セルの踏込み量を抑えぎみにするため、アクセス踏込み
量と登坂走行性との不一致が生じ、運転者が走り不良感
を抱くという問題がある。(Problems to be Solved by the Invention) However, in the above conventional example, when the driver steps on the accelerator just before the slope and the vehicle travels on the uphill for a certain period of time, the driver himself becomes less conscious that he is climbing uphill. In order to suppress the accelerator pedal depression amount, there is a problem that the access pedal depression amount and the hill-climbing performance are inconsistent, and the driver has a feeling of poor driving.
また、この問題を解決するため、登坂検出時、通常よ
りもスロツトル弁を電気的に開き側に補正することも考
えられるが、登坂検出後、直ちにスロツトル弁を開き側
に補正すると、登坂開始時には運転者自身のアクセル操
作によつてもスロツトル弁が開き側に補正されるため、
前記の電気的な補正と運転者による補正とが重複してス
ロツトル弁が開き過ぎる懸念がある。In order to solve this problem, it is conceivable to correct the throttle valve electrically to the open side more than usual at the time of climbing detection. Since the throttle valve is also corrected to the open side by the driver's own accelerator operation,
There is a concern that the electrical correction and the correction by the driver overlap and the throttle valve opens too much.
（課題を解決するための手段） 本発明は上述の課題を解決することを目的としてなさ
れたもので、上述の課題を解決するための手段として、
以下の構成を備える。即ち、 アクセル開度を検出するアクセル開度検出手段と、該
アクセル開度検出手段により検出されたアクセル開度に
対してあらかじめ設定された通常スロツトル弁開度特性
に基いて、スロツトル弁を電気的に駆動するスロツトル
弁制御手段と、車両が登坂中であるかを判定する判定手
段と、該判定手段により登坂中であることが検出されて
からの登坂継続時間を計測する計測手段と、該計測手段
により計測された登坂継続時間が一定時間以上の時、前
記通常スロツトル弁開度特性を開き側に変更する変更手
段と、前記計測手段により計測された登坂継続時間が前
記一定時間未満の時、スロツトル弁開度特性の開き側へ
の変更を禁止する変更禁止手段とを具備する。(Means for Solving the Problems) The present invention has been made for the purpose of solving the above problems, and as means for solving the above problems,
The following configuration is provided. That is, the throttle valve is electrically operated based on accelerator opening detection means for detecting the accelerator opening, and a normal throttle valve opening characteristic set in advance with respect to the accelerator opening detected by the accelerator opening detection means. A throttle valve control unit that drives the vehicle, a determination unit that determines whether the vehicle is climbing a hill, a measurement unit that measures a hill-climbing duration after the determination unit detects that the vehicle is climbing a hill, Means for changing the normal throttle valve opening characteristic to the open side when the hill-climbing time measured by the means is longer than a certain time; and when the hill-climbing time measured by the measuring means is less than the certain time, A change prohibition unit for prohibiting a change of the throttle valve opening characteristic to the opening side.
好ましくは、前記判定手段は、アクセル変化速度が所
定値以上で、かつ車速変化量が所定値以下のとき登坂中
であると判定する。Preferably, the determination means determines that the vehicle is climbing when the accelerator change speed is equal to or more than a predetermined value and the vehicle speed change amount is equal to or less than a predetermined value.
（作用） 以上の構成において、車両が一定時間以上登坂中であ
ると判定されると、スロツトル開度を開きぎみに制御す
る。(Operation) In the above configuration, when it is determined that the vehicle is climbing the hill for a certain period of time or more, the throttle opening is controlled to the maximum.
（実施例） 以下、添付図面を参照して本発明に係る好適な実施例
を詳細に説明する。Hereinafter, a preferred embodiment according to the present invention will be described in detail with reference to the accompanying drawings.
第１図は、本発明に係る実施例であるエンジンのスロ
ツトル弁制御装置（以下、装置という）の構成を示す図
である。FIG. 1 is a diagram showing a configuration of an engine throttle valve control device (hereinafter referred to as a device) according to an embodiment of the present invention.
第１図において、エンジン本体１には吸気弁２を介し
て吸気ポート３が支持され、その上流にはスロツトル弁
４、及びエアフローメータ５が具備されている。In FIG. 1, an intake port 3 is supported on an engine body 1 via an intake valve 2, and a throttle valve 4 and an air flow meter 5 are provided upstream of the intake port 3.
エンジン制御部（ECU）10は、本装置全体を制御する
もので、ECU10の中央制御部であるCPU13、制御プログラ
ムを格納するためのROM15、制御情報や後述するスロツ
トル駆動マツプを格納するRAM14、そして各センサから
の信号を受信したりアクチユエータ等を駆動するための
入力ポート11、及び出力ポート12から構成される。The engine control unit (ECU) 10 controls the entire device, and includes a CPU 13 which is a central control unit of the ECU 10, a ROM 15 for storing a control program, a RAM 14 for storing control information and a throttle drive map described later, and It comprises an input port 11 for receiving signals from each sensor and driving an actuator or the like, and an output port 12.
具体的には、入力ポート11はスロツトル開度センサ７
からのスロツトル開度、吸入空気量センサ８が検知した
エアフロメータ５での吸入空気量センサ信号、クランク
角センサ25、及び車速センサ32からの検知信号、アクセ
ル30に対する踏込み量であるアクセル開度信号、ブレー
キペダル31からのブレーキスイツチ信号、そしてオート
クルーズスイツチ33からの信号を受信し、その結果をCP
U13に送る。Specifically, the input port 11 is connected to the throttle opening sensor 7.
, The intake air amount sensor signal from the air flow meter 5 detected by the intake air amount sensor 8, the detection signals from the crank angle sensor 25 and the vehicle speed sensor 32, and the accelerator opening degree signal indicating the amount of depression of the accelerator 30 , The brake switch signal from the brake pedal 31, and the signal from the auto cruise switch 33, and
Send to U13.
この内、車速センサ32は、例えばスピードメータケー
ブルに連動して回転するロータリ式インクリメンタルエ
ンコーダで構成され、車両の走行速度に応じた周波数の
パルス列を出力する。また、アクセル30には不図示のペ
ダルポテンシヨが具備されており、これがECU10に対し
てペダル踏込み量に対応する電気信号を出力する。Among them, the vehicle speed sensor 32 is constituted by, for example, a rotary incremental encoder that rotates in conjunction with a speedometer cable, and outputs a pulse train having a frequency corresponding to the running speed of the vehicle. Further, the accelerator 30 is provided with a pedal potentiometer (not shown), which outputs an electric signal corresponding to the pedal depression amount to the ECU 10.
一方、CPU13からの制御信号は出力ポート12を介して
送出され、インジエクタ６に対してはインジエクタ駆動
信号、エレキスロツトル駆動部20に対しては、スロツト
ル制御開度信号、及びスロツトル制御電流値が出力され
る。On the other hand, the control signal from the CPU 13 is sent out through the output port 12, and an injector drive signal is output to the injector 6, and a throttle control opening signal and a throttle control current value are output to the electric throttle drive unit 20. You.
次に、本実施例の装置におけるエンジンのスロツトル
弁制御手順について説明する。Next, the procedure for controlling the throttle valve of the engine in the apparatus of this embodiment will be described.
第２図は、本実施例に係るスロツトル弁制御手順を示
すフローチヤートである。同図において、ステツプS1
で、上述の各センサで検知した信号であるスロツトル開
度、吸入空気量センサ信号、クランク角、車速信号、及
びアクセル開度信号を読み込む。FIG. 2 is a flowchart showing a throttle valve control procedure according to the present embodiment. In the figure, step S1
Then, the throttle opening, the intake air amount sensor signal, the crank angle, the vehicle speed signal, and the accelerator opening signal, which are signals detected by the above sensors, are read.
ステツプS2では、アクセル開度信号をもとにアクセル
変化量が所定値αより大きいかを判定する。また、続く
ステツプS3で、車速信号から車速の変化量が所定値βよ
り小さいかどうかの判定をする。これらの判定結果のい
ずれかがNOであれば、車両は登坂中ではないとしてステ
ツプS9に進み、RAM14に格納された、後述するスロツト
ル駆動マツプから通常走行に対応するスロツトル開度特
性を選択する。In step S2, it is determined whether the accelerator change amount is larger than a predetermined value α based on the accelerator opening signal. In the following step S3, it is determined from the vehicle speed signal whether or not the amount of change in vehicle speed is smaller than a predetermined value β. If any of these determination results are NO, the vehicle is determined not to be climbing a hill, and the process proceeds to step S9, and a throttle opening characteristic stored in the RAM 14 and corresponding to normal driving is selected from a throttle drive map described later.
しかし、ステツプS2,S3での判定がすべてYESであれ
ば、車両は登坂中であるとしてステツプS4に進み、この
判定が初めての登坂中という判定であるか否かを判断す
る。ここで初めての登坂中という判定が下されれば、ス
テツプS5でタイマＴをセツトし、続くステツプS6でその
タイマＴを１だけデクリメントする。尚、ステツプS4で
の判定がNO、つまり初めての登坂ではないと判定された
場合は、ステツプS5をとばしてステツプS6に進む。However, if the determinations in steps S2 and S3 are all YES, the vehicle is determined to be uphill and the process proceeds to step S4, and it is determined whether or not this determination is the first determination that the vehicle is uphill. If it is determined that the vehicle is climbing for the first time, the timer T is set in step S5, and the timer T is decremented by one in step S6. If the determination in step S4 is NO, that is, it is not the first climb, the process skips step S5 and proceeds to step S6.
ステツプS7では、ステツプS6でのデクリメントの結
果、タイマＴが０か否かの判定を行ない、その値が０で
なければ、登坂中という状態が一定時間継続していない
ということでステツプS9に進み、スロツトル駆動マツプ
から通常走行のスロツトル開度特性を選択する。しか
し、タイマＴの値が０であれば、登坂中という状態が一
定時間継続したことを意味するので、ステツプS8で、ス
ロツトル駆動マツプから登坂走行に対応するスロツトル
開度特性を選択する。In step S7, it is determined whether or not the timer T is 0 as a result of the decrement in step S6. If the value is not 0, it is determined that the uphill condition has not continued for a certain period of time, and the process proceeds to step S9. The throttle opening characteristic of the normal running is selected from the throttle drive map. However, if the value of the timer T is 0, it means that the state of climbing is continued for a certain period of time. Therefore, in step S8, the throttle opening characteristic corresponding to the uphill traveling is selected from the throttle drive map.
ステツプS10では、ECU10がステツプS8、あるいはステ
ツプS9で選択したスロツトル開度特性に従い、出力ポー
ト12を介してエレキスロツトル駆動部20に、スロツトル
制御開度信号、及びスロツトル制御電流値を出力する。
その結果、スロツトル駆動モータ21には、エレキスロツ
トル駆動部20から、走行状態に対応したスロツトル駆動
信号が出力されるので、スロツトル弁４はその信号値に
従つて開くことになる。In step S10, the ECU 10 outputs a throttle control opening signal and a throttle control current value to the electric throttle drive unit 20 via the output port 12 according to the throttle opening characteristic selected in step S8 or step S9.
As a result, a throttle drive signal corresponding to the traveling state is output from the electric throttle drive unit 20 to the throttle drive motor 21, so that the throttle valve 4 opens according to the signal value.
第３図は、本実施例におけるスロツトル駆動マツプを
示す図である。同図において、車両が通常走行時である
ときには、ECU10は実線にて示したスロツトル開度特性
に従つてスロツトルを駆動する。しかし、上述のように
登坂中という状態が一定時間継続した後には、破線にて
示した登坂走行に対応したスロツトル開度特性に従いス
ロツトルを駆動する。FIG. 3 is a diagram showing a throttle drive map in the present embodiment. In the figure, when the vehicle is traveling normally, the ECU 10 drives the throttle according to the throttle opening degree characteristic shown by the solid line. However, as described above, after the state of ascending is continued for a certain period of time, the throttle is driven according to the throttle opening degree characteristic corresponding to the uphill traveling indicated by the broken line.
即ち、第３図からわかるように、車両が通常走行とし
てアクセル開度Ａにて走行しているとき、対応するスロ
ツトル開度はTV1である。そこで、運転者がアクセルを
踏込みアクセル開度をＡからＢまで変化させたとき、そ
の変化量が所定値（上述のα）を越え、かつ車速変化量
が所定値（上述のβ）以下である状態が一定時間継続す
るまで、つまり登坂走行と判定されるまではスロツトル
開度をTV1からTV2まで増大する。そして、この状態が一
定時間継続して車両が登坂中であると判定されたときに
は、アクセル開度Ｂに対応する登坂走行特性上のスロツ
トル開度であるTV3が選択される。That is, as can be seen from Figure 3, when the vehicle is traveling at the accelerator opening degree A as normal running, the corresponding Surotsutoru opening is TV 1. Therefore, when the driver steps on the accelerator and changes the accelerator opening from A to B, the amount of change exceeds a predetermined value (α described above) and the amount of change in vehicle speed is equal to or less than a predetermined value (β described above). The throttle opening is increased from TV 1 to TV 2 until the state continues for a certain period of time, that is, until it is determined that the vehicle is traveling uphill. The vehicle in this state is continued for a certain time when it is determined to be in uphill, TV 3 is Surotsutoru opening on uphill characteristic corresponding to the accelerator opening B is selected.
以上説明したように、本実施例によれば、登坂中に運
転者がアクセル踏込み量を抑えぎみにしても、車両が登
坂中と判定された時点でスロツトル開度を開きぎみにす
ることで、登坂走行性を良好に保つことができるという
効果がある。As described above, according to the present embodiment, even if the driver keeps the accelerator depression amount while climbing a hill, the throttle opening is almost opened when the vehicle is determined to be climbing. There is an effect that good hill climbing performance can be maintained.
また、登坂中は、スロツトル開度が開きぎみなること
で、登坂を開始する段階で運転者が坂道に過剰に反応
し、みだりにアクセルを踏込むことを防げるという効果
がある。In addition, during climbing a hill, since the throttle opening is too large, there is an effect that the driver can excessively react to the sloping road at the stage of starting the hill climbing and prevent the driver from stepping on the accelerator unnecessarily.
（発明の効果） 以上説明したように、本発明によれば、運転者に対し
て登坂走行開始時における過剰な走り感を招くことな
く、登坂走行性の悪化を防止できるという効果がある。(Effects of the Invention) As described above, according to the present invention, it is possible to prevent the driver from having an excessive feeling of running at the start of climbing a hill, and to prevent deterioration in hill climbing performance.
第１図は、本発明に係る実施例であるエンジンのスロツ
トル弁制御装置の構成を示す図、 第２図は、実施例に係るスロツトル弁の制御手順を示す
フローチヤート、 第３図はスロツトル駆動マツプを示す図である。 図中、１……エンジン本体、２……吸気弁、３……吸気
ポート、４……スロツトル弁、５……エアフロメータ、
６……インジエクタ、７……スロツトル開度センサ、８
……吸入空気量センサ、30……アクセル、31……ブレー
キペダル、32……車速センサ、33……オートクルーズス
イツチである。FIG. 1 is a diagram showing a configuration of a throttle valve control device for an engine according to an embodiment of the present invention, FIG. 2 is a flowchart showing a control procedure of the throttle valve according to the embodiment, and FIG. It is a figure showing a map. In the drawing, 1 ... the engine body, 2 ... the intake valve, 3 ... the intake port, 4 ... the throttle valve, 5 ... the air flow meter,
6 ... injector, 7 ... throttle opening sensor, 8
... Intake air amount sensor, 30 accelerator, 31 brake pedal, 32 vehicle speed sensor, 33 automatic cruise switch.
フロントページの続き (72)発明者 渡辺 洋史 広島県安芸郡府中町新地３番１号 マツ ダ株式会社内 (56)参考文献 特開 平２−42148（ＪＰ，Ａ) 実開 昭64−25435（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) F02D 11/10 F02D 41/04 F02D 45/00 312 F02D 9/02 Continuation of the front page (72) Inventor Hiroshi Watanabe 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (56) References JP-A-2-42148 (JP, A) JP, U) (58) Field surveyed (Int. Cl. 7 , DB name) F02D 11/10 F02D 41/04 F02D 45/00 312 F02D 9/02
Claims (2)
手段と、 該アクセル開度検出手段により検出されたアクセル開度
に対してあらかじめ設定された通常スロツトル弁開度特
性に基いて、スロツトル弁を電気的に駆動するスロツト
ル弁制御手段と、 車両が登坂中であるかを判定する判定手段と、 該判定手段により登坂中であることが検出されてからの
登坂継続時間を計測する計測手段と、 該計測手段により計測された登坂継続時間が一定時間以
上の時、前記通常スロツトル弁開度特性を開き側に変更
する変更手段と、 前記計測手段により計測された登坂継続時間が前記一定
時間未満の時、スロツトル弁開度特性の開き側への変更
を禁止する変更禁止手段とを具備することを特徴とする
エンジンのスロツトル弁制御装置。An accelerator opening detecting means for detecting an accelerator opening, and a throttle valve based on a normal throttle valve opening characteristic preset with respect to the accelerator opening detected by the accelerator opening detecting means. A throttle valve control means for electrically driving the vehicle, a determination means for determining whether the vehicle is climbing a slope, and a measurement means for measuring a duration of climbing after the determination means detects that the vehicle is climbing a slope. Changing means for changing the normal throttle valve opening degree characteristic to the open side when the hill-climbing time measured by the measuring means is longer than a certain time; and hill-climbing time measured by the measuring means is less than the certain time. And a change prohibiting means for prohibiting a change of the throttle valve opening characteristic to the open side at the time of the engine.
値以上で、かつ車速変化量が所定値以下のとき登坂中で
あると判定することを特徴とする請求項第１項に記載の
エンジンのスロツトル弁制御装置。2. The engine according to claim 1, wherein said determination means determines that the vehicle is climbing a slope when the accelerator change speed is equal to or higher than a predetermined value and the vehicle speed change amount is equal to or lower than the predetermined value. Throttle valve control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2321303A JP3037402B2 (en) | 1990-11-27 | 1990-11-27 | Engine throttle valve controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2321303A JP3037402B2 (en) | 1990-11-27 | 1990-11-27 | Engine throttle valve controller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04194335A JPH04194335A (en) | 1992-07-14 |
| JP3037402B2 true JP3037402B2 (en) | 2000-04-24 |
Family
ID=18131071
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2321303A Expired - Fee Related JP3037402B2 (en) | 1990-11-27 | 1990-11-27 | Engine throttle valve controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3037402B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4488600B2 (en) * | 2000-07-11 | 2010-06-23 | 住友ゴム工業株式会社 | Slope travel determination device, tire air pressure decrease alarm device using the determination device, slope travel determination method, and tire air pressure decrease alarm method using the determination method |
| JP2009029279A (en) * | 2007-07-27 | 2009-02-12 | Toyota Motor Corp | Motor vehicle and its traveling state judgment method |
-
1990
- 1990-11-27 JP JP2321303A patent/JP3037402B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH04194335A (en) | 1992-07-14 |
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