JPH01244140A - Throttle valve control device - Google Patents

Abstract

PURPOSE:To eliminate the shock of output torque, by a method wherein by using a plurality of target throttle opening set values having a change amount differed in an accel control amount, the one, having a higher change amount, of the target throttle opening set values is varied according to a running state. CONSTITUTION:In a control means M5, an accel control amount from a control amount detecting means M3 is inputted to a first target throttle opening command part M7, and a set value by a first set part M6, i.e. an accel control amount, is increased by means of a corresponding first change amount to decide a first target throttle opening. An accel control amount is also inputted to a second target throttle opening specifying part M9. Similarly, by means of a set value by a second set part M8, i.e. a second target throttle opening set value varied with a change amount, higher than that of the first set part, according to a running state from a running state detecting means M4, a corresponding second target throttle opening is outputted, and the one, being higher, of the target opening set values whichever it may be is outputted to a drive means M2 by means of a selection part M10. This constitution continues transfer of setting of a target throttle opening, and performs smooth control of a throttle valve M1.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a throttle valve control device that opens and closes a throttle valve using a motor.

[Conventional technology] Conventionally, the amount of operation of the accelerator pedal is converted into an electrical signal, and a motor is controlled by a microcomputer etc. to generate a slow speed.
A so-called linkless throttle valve control device that opens and closes a throttle valve is known.

With this control device, the relationship between the operation amount of the accelerator pedal and the opening degree of the throttle valve can be set to a desired state depending on the operating state of the engine and the like. As a control that takes advantage of these characteristics, as shown in the relationship between the throttle opening and throttle opening in relation to the amount of accelerator operation in Figure 8, when driving at low speeds, emphasis is placed on vehicle stability, and a large torque is applied with a small amount of accelerator operation. It is conceivable to use the control line B so that it can be obtained.

In this way, the linkless throttle valve control device can control the throttle opening according to various operating conditions, and as a technique that utilizes these characteristics, for example, there is As if there were
There is a technique that detects an average vehicle speed and switches throttle opening characteristics for several accelerator operation amounts prepared in advance based on the average vehicle speed.

However, with this technology, when switching characteristics, the throttle valve opening may increase or decrease rapidly and discontinuously without moving the accelerator pedal, and acceleration or deceleration may occur against the driver's will. There is sex.

In order to prevent such discontinuous operation, it has been proposed to asymptotize the throttle opening from the one before switching to the one after switching (Japanese Patent Application Laid-Open No. 61-25938).
Even in the configuration shown in this publication, there is a risk that the throttle valve may fluctuate due to switching of characteristics when the driver is adjusting the accelerator pedal to a constant value.

Furthermore, in the technologies described in the above-mentioned publications, a map is provided for each characteristic, which increases the program capacity.
The control itself also becomes complicated.

The present invention aims to solve the problems of the prior art described above, and provides a throttle valve control device that can control the opening of the throttle valve according to the operating state of a vehicle or an internal combustion engine through simple control. The purpose is to

[Means for solving the ff problem] The present invention, which has been made to solve the above problems, as shown in FIG. , an operation amount detection means M3 that detects the accelerator operation amount, a driving state detection means M4 that detects the operation state of the internal combustion engine or a vehicle equipped with this internal combustion engine, and an operation amount detection means M3 that detects the accelerator operation amount and the operation amount of the operation amount detection means M3. and a control means M5 that outputs a drive control signal to the drive means M2 based on the operating state of the state detection means M4, the control means M5 having a first control signal for the accelerator operation amount. The first set by the amount of change in
a first setting section M6 in which a target throttle opening setting value is stored in advance; and a first setting section M6 that stores a target throttle opening setting value in advance; 1st
a first target throttle opening command section M7 that commands a target throttle opening of
A second setting in which a set value set by the amount of change in is stored in advance, and this set value is changed depending on the operating state detected by the operating state detection means M4 to set a second target throttle opening set value. a second target throttle opening that commands a second target throttle opening corresponding to the accelerator operation amount based on the second target throttle opening set value from the second setting unit M8; degree command section M9; and a selection section M10 that selects the larger value of the first target throttle opening degree and the second target throttle opening degree and outputs a drive control signal to the drive means M2. It is characterized by:

[Operation] In the throttle valve control device of the present invention, the accelerator operation amount detected by the operation amount detection means M3 and the driving state (for example, vehicle) detected by the driving state detection means M4
is manually inputted to the control means M5, where calculations and other processes are executed, and a drive signal is output to the drive means M2 to control the opening of the throttle valve M1.

Further, the characteristic action performed by the control means M5 is as follows:
This is performed based on the following series of processes.

That is, the accelerator operation amount from the operation amount detection means M3 is manually inputted to the first target throttle opening command section M7. This first target throttle opening command section M7 uses a first set value set by the first setting section M6, that is, a first value set to increase by a first amount of change with respect to the accelerator operation amount. Based on the target throttle opening setting value, a first target throttle opening corresponding to the accelerator operation amount is determined.

On the other hand, the accelerator operation amount is also manually input to the second target throttle opening command section M9. In this second target throttle opening command section M9, the setting value from the second setting section M8,
In other words, based on the second target throttle opening setting value, which has a larger change amount than the first target throttle opening setting value and is changed according to the detected driving state, the second target throttle opening setting value corresponding to the accelerator operation amount is determined. The target throttle opening of 2 is output.

The first and second target throttle openings are selected f.
1M10, the larger command value is selected, and a drive control signal is output to the drive means M2.

That is, in the configuration of the present invention, first and second target throttle opening setting values having different amounts of change are used, of which the second target throttle opening setting value is changed depending on the driving state of the vehicle, etc. Since the target accelerator opening degree is set based on the two-stage fixed value, various opening degree controls of the throttle valve M1 can be performed even with the same accelerator operation amount. Moreover, the transition from the first target throttle opening setting value to the second target throttle opening setting value or vice versa is made when both command values reach the same value and one exceeds the other. Therefore, the transition is performed continuously, resulting in smooth control of the throttle valve M1.

[Example code] An embodiment of the present invention will be described below with reference to the drawings.

FIG. 2 is a schematic configuration diagram showing the engine, drive system, and peripheral devices thereof.

As shown in the figure, the engine 1 includes an intake system 7 that sucks air from the atmosphere, mixes fuel injected from a fuel injection valve 3 with air, and guides the mixture to an intake boat 5, and a spark plug 9.
The combustion chamber 11 extracts the energy of the combustion of the air-fuel mixture ignited by the electric spark formed by the piston 10 as rotational motion, and the exhaust system 13 discharges the gas after combustion through the exhaust boat 12. It is composed of

The intake system 7 is provided with, from upstream, an air cleaner 14, a throttle valve 16 for controlling the amount of intake air, and a surge tank 18 for smoothing the pulsating flow of intake air. The amount of intake air is controlled by outputting a drive signal from an electronic control device 70 (described later) to a throttle motor 20, and driving the throttle valve 16 by the motor 20.

A mixture of air sucked in through the throttle valve 16 and fuel injected from the fuel injection valve 3 is sucked into the combustion chamber 11, compressed by the piston 10, and then passed through the spark plug 9.
is ignited by an electrical spark formed by the The ignited air-fuel mixture is explosively combusted and drives the piston 10, and then is discharged into the exhaust system 13 as exhaust gas, purified by a catalyst device (not shown), and then discharged into the atmosphere.

The intake system 7 also includes various sensors that detect the operating state of the engine 1 and the like, including an intake air temperature sensor 22 that detects intake air temperature, a throttle position sensor 24 that detects the opening degree of the throttle valve 16, and a throttle motor 20. A fully closed sensor 25 is provided to detect the fully open throttle position, and an intake pressure sensor 26 is provided in the surge tank to detect negative pressure in the intake pipe.

A spark plug 9 provided in each cylinder of the engine 1 is connected to a distributor 32 that distributes high voltage generated to an igniter 30 in synchronization with the rotation of a crankshaft (not shown).
It is connected by a high voltage cord (not shown). A rotation speed sensor 34 that generates a pulse according to the rotation speed of the engine 1 is provided within the distributor 32 .

The cylinder block 3rd of the engine 1 is cooled by circulating cooling water, and the temperature of this cooling water, which is one of the operating conditions of the engine 1, is determined by the cooling water temperature sensor 39 installed in the cylinder block 3rd. Detected. Further, the accelerator pedal 40 is provided with an accelerator sensor 42 that outputs an accelerator operation amount and a full-open detection signal.

The driving force of the engine 1 is transmitted to the drive shaft 46 via the transmission 44, and rotates the left and right drive wheels 50, 52 via the differential gear 48.

This drive system is provided with wheel speed sensors 58,60 that detect the rotational speed of left and right front wheels 54,56, which are driven wheels, and a speed sensor 62 that detects the rotational speed of the drive shaft 46. This speed sensor 62 detects the rotational speed of the drive shaft 46 using an electromagnetic pickup.

Output signals from each sensor that detects the operating state of the engine 1 and the drive system sensor are input to the electronic control unit 70, which controls the fuel injection amount control, ignition timing control, and the throttle valve 16, which will be explained in detail later. Used for opening control. The electronic control device 70 includes a well-known CPU 71 and a ROM 72.
, a one-chip microcomputer equipped with a RAM 73 and a human output water port 74, which outputs drive signals to the igniter 30, control signals to the fuel injection valve 3, etc., and also outputs control signals to the throttle motor. These actuators are driven by outputting a drive signal to 20 or the like.

Next, the opening degree control of the throttle valve 16 executed by the electronic control device 70 will be explained according to the flowchart of FIG. 3. In this control, after initial settings are performed upon startup, the processes from step 100 onwards are executed. First, in step 100, the accelerator operation amount Acc is read based on the detection signal from the accelerator sensor 42, and in the subsequent step 105, the vehicle speed V is read based on the detection signal from the speed sensor 62.

In the next step 110, a first target throttle opening degree T1 is calculated based on the accelerator operation amount Ace read in the above step 100 using the first function TI (Ace) of the following equation (1). .

Tl(Ace)=KIXAcc (1) However, K1 is a constant. Note that the first function TI (Acc
) is shown in FIG. 4 by a solid line with a slope of 1.

In the following step 115, a second target throttle opening T2 is determined using the second function 72 (Acc, V) of the following equation (2) based on the accelerator operation amount Ace and vehicle speed V read in steps 100 and 105. is calculated.

T2 (Acc, V) = K2XA c c + (
V −K3) (2) However, K2 and K3 are constants, and K2 has a relationship of 2>Kl with respect to Kl. Note that the second function 72 (
Acc, V) is indicated by a broken line in FIG.

In the next step 120, a comparison is made between the first target throttle opening Tl obtained in step 110 and the second target throttle opening T2 obtained in step 115. - If it is determined that the torque opening degree Tl is larger, the process moves to step 125,
The target throttle opening command value TS is set to T1, and on the other hand,
If it is determined that the second target throttle opening degree T2 is larger, the process proceeds to step 130, where the target throttle opening command value TS is set to T2, and the process proceeds to step 135. In step 135, it is determined whether the target throttle opening command value TS is smaller than the maximum front throttle opening Tmax, and if it is smaller, the process proceeds to step 140. At step 140, a drive signal is output to the throttle motor 20 to control the opening of the throttle valve 16 to the command value TS (Tl or T2). On the other hand, if the step 135 determines that the target throttle opening command value TS is larger than the maximum opening Tmax, the command value TS is set to Tmax, and step 14
0, and a drive signal is output to the throttle motor 20 to control the front throttle valve 16 to be fully open.

As described above, in the process according to the above flowchart, control is performed by selecting the larger of the first target throttle opening degree T1 and the second target throttle opening degree T2.
Regarding this control, the accelerator operation amount Ac in FIG.
This will be explained using a graph showing the relationship between e and throttle opening T. In the same figure, the second function T2 (Acc, or a straight line with an inclination of 2 and moving in parallel in the vertical axis direction according to the vehicle speed V, that is, as the vehicle speed increases to V1, Vl, V3, . . . Vm, Therefore, T 2 (Acc, Vl), T2 (
Acc, Vl), T2 (Acc, V3)...T 2
(Acc, Vm), and here the front torque opening degree T is shown virtually extended to a negative value.

Now, the vehicle speed is from zero to v1 → v2 → V3... →
To explain the case where the value increases to Vm, if the vehicle is stopped, ■=0, so the second function T2
(Acc, VO) is a straight line with an intercept value of −3 on the vertical axis. Therefore, when the vehicle is stopped, the function TI(Acc) remains constant over the entire range of the accelerator operation amount Acc.
Since the first target throttle opening T1 set by T2 becomes larger than the second target throttle opening T2 set by the second opening T2 (Acc, VO), the first target throttle opening T1 is selected, and thereby the opening degree of the throttle valve 16 is controlled.

Then, when the vehicle speed V becomes vl, the second numerical value T
2 (Acc, V) means that the value of the intercept on the vertical axis is 3 to (Vl-).
), which is T2 (Acc, Vl). therefore,
From zero of accelerator operation amount Acc to accelerator operation amount Acc
1, the first target throttle opening T1 set by the first function TI(Ace) is the second opening T2.
(Acc, Vl), so the first
The first target throttle opening Tl set by the function TI (Ace) is selected, but in the range of Ac c1 or more, the second function T (Acc, Vl) is larger, so the second target Throttle opening degree T2 is selected. That is, in a small range where the accelerator operation amount is Acc1 or less, the opening rate of the throttle valve 16 is controlled relatively slowly, and when the accelerator operation amount is greater than that, the opening rate of the throttle valve 16 increases.

Similarly, when the vehicle speed V increases from vl to v3 and further to VIll, the second function T2 (Acc, V) changes from the origin to (fika(Vl-K3), (V3-to 3)) 0, that is, the second function T2 (Acc,
V) is T2 (Acc, Vl), T2 (Ace, V
3) and finally becomes T2 (Acc, Vm). As a result, as the vehicle speed V increases, the second function T2 (Acc
, V), the range of the accelerator operation amount Ace that exceeds the first function TI (Ace) is larger, and therefore, control is performed such that even a slight accelerator operation increases the rate of increase in the opening of the throttle valve 16. .

Therefore, in this embodiment, when the vehicle speed is low, the first opening number T 1 (Ace), which has a small amount of change in the opening degree of the throttle valve 16 with respect to the accelerator operation amount Ace, is mainly used, and as the vehicle speed increases, , the second function T I (Acc, ν), in which the amount of change in the opening degree of the throttle valve 16 is large even with a small amount of accelerator operation Ace, is mainly used, so that stability of the vehicle can be obtained at low speeds. This allows for quick acceleration at high speeds.

Moreover, from the first function T (Ace) to the second function (A
Since the control to shift to cc, V) or vice versa is continuous and is performed when one exceeds the other, there is no sudden change in characteristics as explained in the conventional technology. Since there is no change in throttle opening, there is no shock caused by changes in torque.

Next, an embodiment in which the throttle valve control device is applied to acceleration slip control will be described. In this embodiment, in the configuration of the vehicle shown in FIG.
When it is determined by the calculation process that a slip of a predetermined amount or more has occurred in the driving wheels, the engine output is controlled by controlling the opening degree of the throttle valve 16.

Such acceleration slip control will be explained according to the flowchart of FIG. 6.

First, in step 200, the accelerator operation amount Ace based on the detection signal from the accelerator sensor 42 is read,
In the subsequent step 202, the right front wheel rotation speed VFR and the left front wheel speed VFL are read based on the detection signals from the wheel speed sensors 58.60 of the left and right front wheels 54.56, and further based on the detection signals from the speed sensor 62. Based on this, the average rotational speed VR of the rear wheels is read. Next step 2
In step 04, the larger one of both front axle rotational speeds VFR and VFL read in step 202 is set as the vehicle body speed VF.
, and then step 206
Move to. In step 206, using each of the above speeds,
The wheel slip rate S is calculated based on the following equation (3).

S= (VR-VF)/VR-(3) From the following step 210 onwards, step 110 in FIG.
Processing substantially similar to that described below is executed, with the main difference being that the slip ratio S is used instead of the vehicle speed V of the stem 115 in FIG. That is, in step 210, the first target throttle opening T is determined by the above formula (1) based on the accelerator operation amount Acc read in step 210.
1 is calculated, and in the subsequent step 215, step 20
Based on the accelerator operation amount Acc read in step 2 and the slip ratio S calculated in step 206, a second target throttle opening T2 is calculated by the following equation (3).

T2 (Acc, S) = K2XA c c −K4
S...(3) However, K4 is a constant.

The following steps 220 to 240 are similar to steps 120 to 140 in FIG. 3, that is, first and second target throttle openings T1, T2 The process of selecting the larger value among them (steps 220, 225.230) and the process of limiting the throttle opening to the maximum (step 235.2)
45), a process for driving the throttle valve 16 (step 2)
40) is executed.

By performing a series of processes like Party B, for example,
As shown in FIG. 7, the second function T2 (Acc,
SO), when the slip ratio S increases, the transition is made to the second function 72 (Acc, Sl), so even if the accelerator operation amount Acc is the same, the opening degree of the throttle valve 16 will change. Since the engine is controlled in the closing direction, slip/slip control is performed in which the engine output is reduced.

Note that in the above embodiment, the second function T 2 (Acc, V
), T2 (Acc, S) were determined as linear functions of the accelerator operation amount Ace, vehicle speed V, and slip ratio S, but other functions may be used depending on the characteristics of the vehicle, gear position, etc. Alternatively, a two-dimensional data map may be created in advance, and this may be changed using the vehicle speed V, sleep rate S, or the like.

In addition to the vehicle speed and slip ratio described above, various parameters such as intake pipe pressure and air-fuel ratio representing the output of the engine can be used as the driving state for changing the second target front throttle opening degree T2.

[Effects of the Invention] As explained above, according to the present invention, a plurality of target throttle opening setting values having different amounts of change with respect to the amount of accelerator operation are used, and the target throttle opening setting value having the larger amount of change is used for operation. Since it is changed according to the state (for example, vehicle speed), the opening of the front throttle valve can be controlled with various characteristics according to the amount of accelerator operation, and the command value set by these setting values can be controlled. Since the accelerator opening degree is selected at the point when it becomes larger than the other one, the accelerator opening degree is continuously controlled by the accelerator operation amount, and smooth throttle valve control is performed. Therefore, a shock in the output torque of the engine does not occur due to rapid opening control of the front valve due to characteristic switching as in the prior art.

In addition, according to the configuration of the embodiment, since a map is not used for each of a large number of characteristics that are switched in accordance with the operating condition of the engine, as described in the related art, the configuration and control itself are also simplified.

[Brief explanation of the drawing]

FIG. 1 is a configuration diagram showing the basic configuration of a throttle push/split wJ device according to the present invention, FIG. 2 is a configuration diagram showing a throttle valve control device and its peripheral devices, etc. according to an embodiment of the present invention, and FIG. A flowchart showing the throttle valve control process according to the same embodiment, FIG. 4 is a graph showing the control characteristics of the slot valve according to the same embodiment, FIG. 5 is a graph for explaining the operation of the same embodiment, and FIG. 6 is a graph showing another example. FIG. 7 is a graph showing the control characteristics of another embodiment, and FIG. 8 is a graph showing the control characteristics of a conventional throttle valve. Ml...Front valve M2...Driving means M3
...Operation amount detection means M4...Operating state detection means M5...Control means M6
...First setting section Ml...First target throttle opening command section M8...
Second setting section MIO... Selection section 1... Engine 16... Throttle valve 20... Throttle motor 40... Accelerator pedal 42... Accelerator sensor 58.60... Wheel speed sensor 62 ...Speed sensor 70...Electronic control device representative Patent attorney Tsutomu Sadachi (2 idiots) Fig. 3 Fig. 4 Accelerator operation amount Acc Fig. 5 Fig. 7 Accelerator operation amount Acc

Claims (1)

[Scope of Claims] A drive means for controlling the opening of a throttle valve provided in an intake pipe, an operation amount detection means for detecting an accelerator operation amount, and an operating state of an internal combustion engine or a vehicle equipped with this internal combustion engine. and a control means that outputs a drive control signal to the drive means based on the accelerator operation amount of the operation amount detection means and the operating state of the operation state detection means. The control means has a first change amount set with a first change amount with respect to the accelerator operation amount.
a first setting section that stores a target throttle opening setting value in advance; and a first target corresponding to the accelerator operation amount based on the first target throttle opening setting value from the first setting section. A first target throttle opening command section that commands the throttle opening, and a setting value that is set at a second amount of change that is larger than the first amount of change are stored in advance, and this setting value is used by the driving state detection means. a second setting section that sets a second target throttle opening setting value by changing it according to the operating state detected by the second setting section; and based on the second target throttle opening setting value from the second setting section, a second target throttle opening command unit that commands a second target throttle opening corresponding to the accelerator operation amount; and a second target throttle opening command unit that commands the larger value of the first target throttle opening and the second target throttle opening A throttle valve control device comprising: a selection section for selecting and outputting a drive control signal to the drive means.