JPH01318732A - Control device for throttle valve of engine - Google Patents

Abstract

PURPOSE:To obtain a good transient performance at all times by unifying the open operation time of a throttle valve at the specified crank angle by an open operation time setting means in case of opening the throttle valve at the acceleration time accompanied by an accel operation. CONSTITUTION:A throttle opening arithmetic means C operating the aiming opening of a throttle valve A with the specified control characteristics according to the accel operation amt. detected by a detection means F is provided with and a throttle valve driving means B is controlled so as to become in the aiming throttle opening operated by this arithmetic means. The acceleration detecting means G detecting the acceleration state of an engine is provided and at acceleration detecting time the signal setting the period starting the opening operation of a throttle valve A is output to the throttle valve driving means B by an opening operation time setting means H. The opening operation time of the throttle valve A is set at the specified crank angle of in one cycle of the engine and at the same acceleration time the variation in a suction filling amt. is made constant.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine throttle valve control device that controls the actuation amount of a throttle valve in accordance with the accelerator operation amount.

(Prior Art) Conventionally, the throttle valve of an engine mounted on a vehicle has generally been controlled via a mechanical interlocking mechanism by depression of the accelerator pedal. According to the publication, there is provided a means for electrically opening and closing the throttle opening according to the amount of operation of the accelerator pedal, and the throttle opening is controlled according to a predetermined characteristic with respect to the amount of operation of the accelerator. ing.

According to this, it is possible to make the engine output change characteristic in response to a change in the amount of operation of the accelerator pedal variable. For example, when accelerating, the rate of change of the throttle opening degree with respect to the amount of operation of the accelerator can be increased to improve acceleration. During steady running, it is possible to reduce the rate of change to improve running stability.

(Problem to be solved by the invention) However, in the throttle valve control as described above,
Since the throttle valve is driven in synchronization with the accelerator operation, the throttle valve opens and closes at various timings during the intake stroke, causing the in-cylinder air-fuel ratio to fluctuate during transient conditions during acceleration, resulting in decreased response performance. There is.

That is, during acceleration when the accelerator pedal is depressed, the throttle valve is opened immediately upon detecting an increase in the amount of accelerator operation, and the timing at which the throttle valve opens is different from the intake stroke in one cycle. The degree of increase in the amount of air actually taken into the combustion chamber varies depending on the timing of this opening operation. On the other hand, the intake air amount sensor that measures the amount of intake air into the engine cannot measure the changes in the intake air amount in each cycle during the transient state during acceleration as described above, and it is difficult to measure the amount of fuel supplied. Even if an acceleration correction is made in response to a change in the accelerator operation amount, the supply amount will not be corrected in response to the change in the intake air amount for one cycle as described above, and the air-fuel ratio will be adjusted in response to the change in the intake air amount. fluctuates,
This results in a decrease in acceleration response during transient periods.

SUMMARY OF THE INVENTION In view of the above circumstances, it is an object of the present invention to provide a throttle valve control device for an engine that controls the drive of a throttle valve during acceleration so as to suppress fluctuations in the filling amount during acceleration.

(Means for Solving the Problems) In order to achieve the above object, the throttle valve control device of the present invention includes an accelerator detection means for detecting an accelerator operation amount;
Throttle opening calculating means for receiving the output of the accelerator detecting means and calculating the opening of the throttle valve according to a predetermined control characteristic according to the amount of accelerator operation, and a throttle receiving the signal from the throttle opening calculating means for driving the throttle valve. and an acceleration detecting means for detecting an acceleration state of the engine, and receiving a signal from the acceleration detecting means, and when acceleration is detected, controlling the opening timing of the throttle valve by the throttle valve driving means. The opening operation timing setting means is configured to set the crank angle to a predetermined crank angle during one cycle.

FIG. 1 is a schematic configuration diagram for clearly showing the configuration of the present invention.

The output of the vehicle's engine E is transferred to the throttle valve A.
A throttle valve driving means B is provided to electrically control the operating amount of the throttle valve A. The target throttle opening degree from the throttle opening calculation means C is outputted to the throttle valve driving means B, and the throttle valve driving means B is driven so as to achieve this target throttle opening degree. On the other hand, an accelerator detection means F for detecting the operation amount of the accelerator pedal D is provided, and a signal from the accelerator detection means F is transmitted to the throttle opening calculation means C.
A target throttle opening is calculated based on predetermined control characteristics corresponding to the accelerator operation amount, and the throttle valve driving means B is driven to achieve the target throttle opening, thereby causing the engine to output a predetermined output. control to the state.

Further, an acceleration detection means G for detecting the acceleration state of the engine is provided, and the signal of the acceleration detection means G is detected by the opening operation timing setting means H.
is output to. This opening operation timing setting means H outputs a signal to the throttle valve driving means B to set the timing for starting the opening operation of the throttle valve A when acceleration is detected. The opening timing of the throttle valve A is controlled at a predetermined crank angle during one cycle of the engine.

(Function) In the engine throttle valve control device as described above, when the throttle valve is opened/closed by the throttle valve driving means in response to the accelerator operation amount, when the throttle valve is opened or opened in an acceleration state, The opening timing setting means unifies the opening timing of the throttle valve to a predetermined crank angle, for example, near top dead center, and even during the same acceleration, the intake air filling due to variations in the opening timing of the throttle valve is adjusted. The fuel supply maintains constant changes in the amount of fuel and always achieves good transient performance, ensuring a constant air-fuel ratio and ensuring acceleration response.

(Example) The present invention will be described in detail below with reference to the drawings.

FIG. 2 is an overall configuration diagram of a specific example.

A throttle valve 3 is disposed in the middle of an intake passage 2 of the engine 1, and a throttle actuator 4 such as a step motor or a DC motor for driving the throttle valve 3 is attached. An air flow meter 5 is provided on the upstream side of the throttle of this intake passage 2, and the upstream end of the intake passage 2 reaches a king cleaner 6.

Further, a fuel injection valve 7 is provided on the downstream end side of the intake passage 2, and the fuel injection valve 7 is connected to a fuel tank 9 via a fuel supply passage 8. 10 and a fuel filter 11 are interposed, and a fuel return passage 12 is connected between the downstream side of the fuel filter 11 and the fuel tank 9, and a fuel pressure regulator 13 is provided in the middle of the passage 12. Accordingly, a constant fuel pressure is supplied to the fuel injection valve 7.

On the other hand, an exhaust gas purifying catalyst 15 is disposed in the exhaust passage 14 of the engine 1, and an EGR device 16 is disposed between the exhaust passage 14 and the intake passage 2. This EGR
In the device 16, one end of an EGR passage 17 is connected to the exhaust passage 14, the other end of the EGR passage 17 is connected to the intake passage 2, and an EGR valve 18 is interposed in the middle of the EGR passage 17. 18 has a solenoid 19 that drives this
is provided.

Further, in FIG. 2, 20 is an accelerator pedal, 21 is a battery, 22 is an igniter, 23 is a distributor that obtains a crank angle signal (engine speed) and a cylinder identification signal, and 24 is an accelerator that detects the operation amount of the accelerator pedal 20. A position sensor 25 is a water temperature sensor that detects the engine cooling water temperature, 26 is an intake air temperature sensor that detects the temperature of intake air, 27 is a throttle position sensor that detects the opening degree of the throttle valve 3, and 28 is a water temperature sensor that detects the temperature of the engine cooling water. 02 sensors that detect oxygen concentration are shown.

The throttle opening degree by the throttle actuator 4, the fuel injection amount by the fuel injection valve 7, and the EGR amount by the EGR valve 18 are controlled by control signals from a control unit 29, respectively. This control unit 29 receives signals from various sensors, and its throttle control basically calculates a target throttle opening degree in response to the amount of accelerator operation, and adjusts the throttle actuator 4 to achieve this target throttle opening degree. It outputs a drive signal, and delays the output timing of the drive signal to the throttle actuator 4 so that the throttle valve 3 is opened at a predetermined crank angle during acceleration.

That is, for example, the lift amount of the intake valve in a 4-cycle 4-cylinder engine is as shown in FIG.
It is set to open from just before and close after passing the bottom dead center BDC, and the corresponding amount of air flowing into the combustion chamber is shown in Figure 3B.
As shown in , it gradually increases from top dead center and reaches its maximum near bottom dead center. Here, when the accelerator operation amount (opening degree) is opened and accelerated as shown by the broken line in FIG. 3C, the throttle valve 3 is opened as shown by the solid line.
The timing of the opening operation is controlled to start from a predetermined crank angle TDC. The opening timing of the throttle valve is preferably near top dead center, where there is little change in the amount of incoming air.

Next, a description will be given according to a processing flowchart of the control unit 29.

FIG. 4 shows the main routine. When the key switch is turned on, the control unit 29 initializes various registers, flags, etc. in step S1. In step S2, the control unit 29 initializes the intake air amount, engine speed, and accelerator opening based on various sensors. Load etc.

Then, in step S3, a target throttle opening is calculated based on a predetermined control characteristic based on the accelerator signal, and in step S4, it is determined whether or not there is a transient state based on changes in the accelerator opening. If the determination in step S4 is YES, indicating a transient state, a transient state flag is set in step S5, and it is determined in step S6 whether or not the transient state flag has changed.

If the determination in step S6 is YES and the transient state flag has changed, the throttle change speed is calculated in step s7, while if the determination in step S6 is NO and the transient state flag has not changed, a new The throttle opening change speed is not calculated and the previous value is used.

As mentioned above, in the transient state where the determination in step S4 is YES, the throttle valve 3 is not driven in this main routine, but at the throttle change speed calculated in step S7, as shown in FIG. 5, which will be described later. The throttle valve 3 is driven at the crank angle of the top dead center by an interrelated routine.

Further, if the determination in step S4 is No, that is, the steady state is not in a transient state, the process proceeds to step S8, and it is determined whether or not transient control is being performed. This determination is to determine whether or not this transient control is in progress, since the throttle valve 3 will be driven with a delay with respect to the actual change in accelerator opening when in a transient state. Judgment of S8 is N
If the transient control is ended at step S9, the actual throttle opening degree is updated. The actual throttle opening is updated with the target throttle opening calculated in step S3 when a small accelerator operation is not determined to be a transient state even in a steady state, and the throttle is adjusted so as to reach this target throttle opening. The valve 3 is driven at a constant cycle during which this main routine operates, regardless of the crank angle.

On the other hand, if the determination in step S8 is YES and transient control is in progress, the throttle valve 3 is not driven in step S9, and the ink valve shown in FIG. The routine drives the throttle valve 3 at the crank angle of top dead center.

Next, in Fig. 5, one of the cylinders reaches the top dead center at 180'.
This is an interwoven routine that performs interrupt processing at each crank angle. In step S10, the crank angle is calculated, and in step Sll, it is determined whether or not it is at a predetermined crank angle, that is, top dead center. When the predetermined crank angle is reached, the next This is a step-by-step process.

Step S12 is to determine whether throttle transient control is in progress or not, as in step S8. If this determination is NO and transient control is not in progress, step SI3 determines whether or not throttle transient control is in progress, as in step S4. Determine whether or not.

If the determination in step S13 is YES and the throttle is in a transient state, a transient control flag is set in step S14, and the actual throttle opening is adjusted in step S15 based on the throttle change speed (value calculated in step S7). The actual throttle opening is updated, and in response to the update of the actual throttle opening, the throttle valve 3 is driven when a predetermined crank angle (top dead center) is reached.

Then, in step 5t (i, it is determined whether or not the target actual throttle opening degree has been reached. If this determination is NO, the transient control is continued. If the above determination is YES, the transient state flag is flagged in steps S17 and S18. Then, the transient control flag is canceled and the transient control is terminated.

In the embodiment described above, no matter what timing the accelerator opening is at the time of acceleration, the opening operation timing of the throttle valve 3 is unified to a predetermined crank angle, so that the actual timing during acceleration is The amount of air sucked into the combustion chamber, that is, the filling amount, can be kept constant, and by setting the fuel injection amount control during acceleration accordingly, the air-fuel ratio can be kept constant, resulting in good acceleration. It is possible to ensure the quality of the product.

In addition, in the above embodiment, the throttle valve 3 during acceleration
Although the opening operation timing is set at the intake top dead center TDC, it may be set at another timing.

(Effects of the Invention) According to the present invention as described above, when the throttle valve is opened during acceleration due to accelerator operation, the opening timing of the throttle valve is unified to a predetermined crank angle by the opening timing setting means. However, during the same acceleration, the change in intake air filling amount remains constant, and by supplying fuel corresponding to this change, a constant air-fuel ratio can be obtained, and acceleration response with good transient performance can always be ensured.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram for clearly showing the configuration of the present invention, FIG. 2 is a schematic configuration diagram of an engine throttle valve control device in one embodiment, and FIG. 3 is a characteristic diagram showing control characteristics with respect to crank angle. FIG. 4 is a flowchart showing a main routine for throttle control, and FIG. 5 is a flowchart showing an interwoven routine for transient control. E, 1... Engine, A, 3... Throttle valve, B... Throttle valve driving means, C.
...Throttle opening calculation means, D, 20...
... Accelerator pedal, F ... Accelerator detection means, G ... Acceleration detection means, H ... Opening operation timing setting means, 4 ... Throttle actuator, 5... Air flow meter, 7...
Fuel injection valve, 23... Distributor, 2
4...Accelerator position sensor, 29...
···control unit. Figure 1 TDCBυshi Crank stay Figure 4

Claims (1)

[Claims] (1) Accelerator detection means for detecting the amount of accelerator operation;
Throttle opening calculating means for receiving the output of the accelerator detecting means and calculating the opening of the throttle valve according to a predetermined control characteristic according to the amount of accelerator operation, and a throttle receiving the signal from the throttle opening calculating means for driving the throttle valve. An engine throttle valve control device comprising a valve driving means,
an acceleration detecting means for detecting an acceleration state of the engine; and upon receiving a signal from the acceleration detecting means, when acceleration is detected, the opening timing of the throttle valve by the throttle valve driving means is determined by a predetermined crank angle within one cycle of the engine. 1. A throttle valve control device for an engine, comprising: opening operation timing setting means for setting an opening operation timing.