JPH03111634A - Throttle controller - Google Patents

Abstract

PURPOSE:To obtain a preferable operability by automatically returning to a constant speed control while adjusting the drive speed of a throttle drive means by using a transition controller when slip of a wheel generated at the time of the constant speed control is eliminated. CONSTITUTION:A throttle control means M3 controls to open/close a throttle valve 11 by using a throttle drive means M2 independent of an accelerator operating mechanism M1 according to the accelerator operation of the operating mechanism M1 and the operational and traveling states of an internal combustion engine 9. A constant speed controller M4 sets a predetermined vehicle speed, i.e., a target throttle opening, to control the drive means M2. Upon detection of a slip state during the control at the constant speed, a slip ratio controller M5 sets a correspondent slip ratio and secures an adequate drive force via the controller M3 and the drive means M2. Upon completion of control of the slip ratio, a transition controller M6 automatically returns to a constant speed control in such a manner as to gradually increase the drive speed of the drive means M2. Therefore, a preferable operability can be obtained.

Description

Detailed Description of the Invention [Industrial Application Field] The present invention relates to a throttle control device installed in an internal combustion engine, and in particular controls the opening and closing of a throttle valve in response to accelerator operation using a drive means such as a motor to control constant speed running. The present invention relates to a throttle control device that can perform various controls such as control.

[Prior Art] The throttle valve of an internal combustion engine controls the output of the internal combustion engine by adjusting the mixture of fuel and air in a carburetor and the amount of intake air in an electronically controlled fuel injection device. It is configured to be linked to an accelerator operation mechanism including an accelerator pedal.

Conventionally, the accelerator operating mechanism was mechanically connected to the throttle valve, but recently, devices have been proposed that open and close the throttle valve in response to accelerator operation using a drive means linked to a drive source such as a motor. . For example, Japanese Patent Application Laid-Open No. 55-145867 discloses a device in which a step motor is connected to a throttle valve and the step motor is driven in accordance with the operation of an accelerator pedal. A similar device is also disclosed in Japanese Unexamined Patent Publication No. 59-153945.

By the way, constant-speed cruise control devices are in widespread use that allow the vehicle to travel at a constant speed without pressing the accelerator pedal by setting a desired vehicle speed while the vehicle is driving, and the above-mentioned throttle control device also has a constant-speed cruise control function. It is configured as follows.

In addition, if sudden acceleration is performed while driving on a slippery road surface such as a snowy road, the drive side wheels may slip, causing so-called acceleration slip.In order to prevent this, the slip rate of the wheels is detected and the slip rate is calculated. An acceleration slip control device, a so-called traction control device, is provided to control the slippage to a predetermined value or less.

[Problems to be Solved by the Invention] In the throttle control device equipped with the above-mentioned constant speed driving control function, when driving on a slippery road surface, the vehicle speed is shifted to constant speed control to control the vehicle speed to a constant level, or from the constant speed control state. Acceleration may cause the wheels to slip and the stability of the vehicle to be compromised.

In this manner, when wheel slip is detected during acceleration, constant speed control is canceled and the acceleration slip control device functions. However, if constant speed control is to be continued even after control by the acceleration slip control device has ended, it is necessary to operate a set switch to set constant speed control each time constant speed control is canceled. becomes complicated.

Accordingly, the present invention provides a throttle control device that includes a throttle drive means having a drive source such as a motor in addition to an accelerator operation mechanism, and performs throttle control according to the running condition of the vehicle, including constant speed control. It is an object of the present invention to automatically return to constant speed control when wheel slip occurs and is resolved.

Another object of the present invention is to provide the above-mentioned throttle control device with the ability to automatically return to constant speed control without causing rapid acceleration after wheel slip is resolved.

[Means for Solving the Problems] In order to achieve the above object, the throttle control device of the present invention has an accelerator operating mechanism M1 that is independent of the accelerator operating mechanism M1, as shown in the outline of the configuration in FIG. A throttle driving means M2 is provided to drive the throttle valve 11 in the opening direction and the closing direction, and the throttle driving means M2 is drive-controlled in accordance with the accelerator operation of the accelerator operation mechanism M1, and also controls the operating state of the internal combustion engine 9 and the vehicle. Throttle control means M3 that drives and controls the throttle drive means M2 to adjust the throttle opening to a predetermined throttle opening according to the running condition; and a throttle control means M3 that sets a predetermined target throttle control for the throttle control means M3 and controls the throttle based on the target throttle opening. Means M
3 is a constant speed control means M4 which performs constant speed control by controlling the throttle drive means M2 to maintain the vehicle speed at a constant speed; and a constant speed control means M4 which detects the slip state of the wheels attached to the vehicle and controls the throttle control means M3 to detect the slip state of the wheels mounted on the vehicle. A slip rate control means M5 is provided, which sets a slip rate according to the state, and controls the slip rate to a predetermined value or less by causing the throttle control means M3 to drive control the throttle drive means M2 based on this slip rate. . When the vehicle is shifted to slip rate control during constant speed control, the throttle control means M3 is set to return to constant speed control after slip rate control is completed, and the throttle drive means at the time of return is set. Transition control means M for adjusting the driving speed of M2
6.

It is preferable that the transition fJ fltlJ a means M6 adjusts the drive speed of the throttle drive means M2 when returning to constant speed control so as to gradually increase at a predetermined rate.

Furthermore, the transition control means M6 may adjust the drive speed of the throttle drive means M2 when returning to constant speed control so that the target acceleration for the vehicle gradually increases at a predetermined rate.

[Operation] In the throttle control device configured as described above, the throttle control means M3 controls the accelerator operation mechanism M1.
According to the accelerator operation, and also according to the operating state of the internal combustion engine 9 and the running state of the vehicle, the throttle driving means M2, which is provided independently of the accelerator operating mechanism M1, is drive-controlled. The throttle valve 11 is controlled to open and close by the throttle driving means M2, and the throttle opening is adjusted to a predetermined opening degree.

When a predetermined vehicle speed is set by the constant speed control means M4, a predetermined target throttle opening corresponding to the predetermined vehicle speed is set for the throttle control means M3. Based on this target throttle opening degree, the throttle control means M3
The throttle drive means M2 is controlled to maintain a constant vehicle speed.

When a wheel slip condition is detected during such constant speed control, the slip rate control means M5 sets a slip rate according to the slip condition, and based on this slip rate, the throttle control means M3 controls the throttle drive means. M2 is drive-controlled to ensure appropriate driving force for the wheels. When the slip ratio becomes less than a predetermined value and the slip ratio control ends, the transition control means M6 automatically returns to constant speed control. Throttle drive means M2 during this return
For example, the driving speed of is gradually increased at a predetermined rate,
It is adjusted as appropriate and shifts to constant speed control without sudden acceleration.

[Embodiments] Hereinafter, preferred embodiments 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 an internal combustion engine. A case 2 is integrally formed on the side surface of the throttle body 1 on which one end of the throttle shaft 12 is supported. A cover 3 is joined to this case 2, and the throttle control of this embodiment is installed in the room defined by these. Some of the parts that make up the device are housed here. Further, a throttle sensor 3 is attached to the side surface of the throttle body 1 opposite to the case 2, on which the other end of the throttle shaft 12 is supported.

The throttle sensor 13 has a detector that detects the opening degree of the throttle valve 11, and is connected to the throttle shaft 12, and the rotational displacement of the throttle shaft 12 is converted into an electrical signal. For example, the idle switch signal and the throttle opening signal are sent to the controller. 100.

A movable yoke 43 is fixed to the other end of the throttle shaft 12, and the throttle valve 11 is attached to the movable yoke 43.
It is configured to rotate in unison with the As shown in Figure 3, the movable yoke 43 is a throttle shaft! 2, each open end faces a fixed yoke 44 made of a magnetic material having approximately the same shape, and each side wall and shaft overlap in the axial direction. In this state, they are fitted with a predetermined gap. This fixed yoke 44 is fixed to the throttle body 1, and a coil 45 wound around a non-magnetic bobbin 46 is housed in a space formed between the shaft portion and the side wall. Movable yoke 4
A friction member 43a made of a non-magnetic material is embedded around the throttle shaft 12 in the bottom surface of the engine 3, and a drive plate 41 is disposed to face the throttle shaft 12 via a tarlatch plate 42 made of a disc-shaped magnetic material. Thus, an electromagnetic clutch mechanism 40 is constituted by these elements.

The drive plate 41 is a circular plate-shaped body with a shaft in the center.
A shaft portion is rotatably supported around a throttle shaft 12. An external gear is integrally formed on the shaft portion of the drive plate 41, and is configured to mesh with external teeth formed on a small diameter portion of a gear 52, which will be described later. As shown in FIG. 3, the aforementioned clutch plate 42 is coupled to the bottom surface of the drive plate 41 via a leaf spring 41a. The clutch plate 42 is urged toward the drive plate 41 by the leaf spring 41a, 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 part and a large diameter part, each of which has an outer surface formed thereon.
It is rotatably supported around a shaft 52a fixed to the cover 3. Soichiyo 50 is fixed to the cover 3,
Its rotating shaft is parallel to and rotatably supported by the shaft 52a. A gear 5 is installed at the tip of the rotating shaft of the motor 50.
In this embodiment, a step motor is used as the motor 50, and its drive is controlled by the controller 100. Note that other types of motors, such as a DC motor, may also be used as the motor 50.

When the motor 50 is rotationally driven and the gear 51 rotates, the gear 52 rotates, and the drive plate 41 meshes with the gear 52.
is the throttle shaft 12 together with the clutch plate 42.
rotate around. At this time, if the coil 45 shown in FIG. 3 is not energized, the clutch plate 42
It is separated from the movable yoke 43 by the urging force of 1a. That is, in this case, the movable yoke 43. The throttle shaft 12 and the throttle valve 11 are connected to the drive plate 41
It is in a state where it can rotate freely regardless of the When the movable yoke 43 and the fixed yoke 44 are excited, the electromagnetic force causes the clutch plate 42 to be attracted toward the movable yoke 43 against the urging force of the leaf spring 41a and come into contact with the movable yoke 43. As a result, the clutch plate 42 and the movable yoke 4
3 are in a state of frictional engagement, and together with the action of the friction member 43a, both rotate in a joined state. That is, in this case, the drive plate 41. Clutch plate 42, movable yoke 43. The throttle shaft 12 and the throttle valve 11 are integrally rotated by a motor 50 via gears 51 and 52. These constitute the throttle drive means of the present invention.

An accelerator shaft 32 is rotatably supported by the cover 3 in parallel with the throttle shaft 12 and protrudes from the cover 3. An accelerator link 31 constituting a rotating lever is fixed to the protruding end of the accelerator shaft 32, and a pin 33a fixed to one end of the accelerator cable 33
is locked to the 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 biased in the closing direction of the throttle valve 11. The other end of the accelerator cable 33 is connected to an accelerator pedal 34, forming an accelerator operation mechanism 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, that is, the accelerator shaft 32 inside the case 2, there is an accelerator plate 3 in the form of a plate.
Opposed to this accelerator plate 36, a plate-shaped throttle plate 21 is fixed to the narrow diameter portion 24 of the accelerator shaft 32.

The center of the throttle plate 21 is the accelerator shaft 3
It is a plate body supported by a small diameter portion 24 of No. 2 and having a small diameter portion and a large diameter portion in the circumferential direction, and an outer surface is formed on the outer surface of the large diameter portion as shown in FIG. The outer surface of this throttle plate 21 meshes with the outer surface formed on the aforementioned movable yoke 43. Therefore, the throttle plate 21 rotates due to the rotational drive of the movable yoke 43, or the movable yoke 43 rotates in response to the rotational drive of the throttle plate 21, and the throttle shaft 12 and throttle valve 11 integrally connected thereto are rotated. It is configured to be rotatable.

Further, the throttle plate 21 has a step formed at the connection portion between the small diameter portion and the large diameter portion, and an end cam is formed on the outer peripheral side surface. A bottle 23 is fixed to the large diameter portion of the throttle plate 21. One end of the return spring 22 is locked to the shaft portion of the throttle plate 21, and the other end is locked to a bottle implanted in the case 2. Therefore, 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 center of the accelerator plate 36 is connected to the accelerator shaft 3.
The 0 disc part, which consists of a disc part fixed to the 2nd part and an arm part extending in the radial direction, has a small diameter in the part continuous with the arm part, and a concave part is formed, and the end face cam is formed on the outer peripheral side. It is configured. The arm portion is arranged such that its side face faces the bin 23 of the throttle plate 21. That is, when the accelerator plate 36 rotates in the direction of arrow A in FIG. 2 and the arm portion contacts the pin 23 of the throttle plate 21, the accelerator plate 36 and the throttle plate 21 are configured to rotate together. has been done. Note that a pin 36c extending in the axial direction of the accelerator shaft 32 is implanted in the accelerator plate 36. The state shown in FIG. 2 is the initial position of the accelerator plate 36 and the throttle plate 21, and the state shown in FIG.
0, when the drive plate 41 is joined to the movable yoke 43, the throttle valve 11 is rotationally driven by the motor 50.

An accelerator sensor 3 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 consists of a member formed with a thick film resistor (not shown) and a brush opposing the member, and the brush is disposed so as to engage with the pin 36c of the accelerator plate 36. Thus, the rotation angle of the accelerator shaft 32, which rotates together with the accelerator plate 36, is detected by the accelerator sensor 37. This 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 a lead 71. ing.

In addition, the throttle plate 21 and the accelerator plate 3
As shown in FIG. 3, a limit switch 60 interlocked with the limit switch 6 is fixed to the case 3 via a stay and electrically connected to the printed wiring board vO. The limit switch 60 has opposing contacts (not shown), and a roller 63 is attached to the tip.

As is clear from FIGS. 2 and 3, the roller 63 is biased so as to come into contact with the outer circumferential side surfaces of each of the throttle plate 21 and the accelerator plate 36. Therefore, the roller 63 is driven by the end cams formed on the throttle plate 21 and the accelerator plate 36, and the opposing contacts come into contact or separate depending on the driven action of the roller 63. The limit switch is not activated unless the accelerator pedal 34 is operated less than a predetermined amount, that is, the rotation angle of the accelerator plate 36 is less than a predetermined angle, and the throttle plate 21 is rotated beyond the predetermined angle. 60 opposing contacts are in contact.

When the amount of operation of the accelerator pedal 34 is less than the predetermined amount of operation, for example, the accelerator plate 36 is in the state shown in FIG. 2, the amount of operation is approximately zero, and the throttle valve 11 is in an open state. When the opening degree exceeds a predetermined angle, that is, when the throttle plate 21 rotates in the direction of the arrow in FIG. Contacts open.

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

In FIG. 4, a controller 100 includes a microcomputer 110 and an input processing circuit 12 connected thereto.
0 and an output processing circuit 130, the motor 50 is connected to the output processing circuit 130, and the coil 45 of the electromagnetic clutch mechanism 40 is connected to the first energizing circuit 101 and the second energizing circuit 10.
Output processing circuit through 2! 30. Controller 100 is connected to power supply vIS via ignition switch 99. Furthermore, the controller 100
The ignition switch 99 is used as a power source opening/closing means.
A transistor or relay that conducts when turned on,
Alternatively, other switching elements may be used.

The accelerator sensor 37 is connected to the input processing circuit 120 and outputs a signal corresponding to the amount of operation, that is, the amount of depression of the accelerator pedal 34, which is input to the input processing circuit 120 together with the output signal of the throttle sensor 13. controller 10
At 0, the electromagnetic clutch mechanism 40 is controlled on and off according to the driving conditions, and the opening of the throttle valve 11 is controlled according to the amount of depression of the accelerator pedal 34, that is, the opening degree of the accelerator, and the operating state of the internal combustion engine and the running state of the vehicle. Every time,
That is, the drive control of the motor 50 is performed so that the throttle opening degree is obtained.

The input processing circuit 120 includes a constant speed running control switch 80 (
A constant speed running switch (hereinafter simply referred to as a constant speed running switch 80) is connected. This constant speed running switch 80 consists of a main switch 81 that turns on and off the power of the entire constant speed running control system, and a control switch 82 that performs various controls, and the latter is composed of a plurality of switch groups as shown in FIG. It has various well-known switch functions.

First, while the vehicle is running, when the main switch 81 is turned on and the set switch ST in the control switch 82 is turned on for a short time, the vehicle speed at that time is stored and maintained as described later. The acceleration switch AC finely adjusts the set vehicle speed, and opening speed control is performed by keeping this switch in the on state. Fine adjustment on the deceleration side can be made by holding the set switch ST in the ON state, or by depressing the brake pedal to cancel constant speed driving control, and then turning on the set switch ST for a short time when the vehicle has decelerated to a predetermined speed. The vehicle speed will then be reset to the current speed. Cancel switch CA is a switch for canceling constant speed driving control. The resume switch R5 is a switch for returning the vehicle speed to the set speed before the constant speed driving control was canceled by these operations.

The wheel speed sensor 91 is used for constant speed running control, acceleration slip control, etc., and a well-known electromagnetic pickup sensor, Hall sensor, or the like is used. In addition, although there is only one piece in FIG. 4, it can be attached to each wheel as necessary. The controller 100 also includes an ignition circuit unit,
A so-called igniter 92 is connected, and an ignition signal is input to detect the rotational speed of the internal combustion engine.

The transmission controller 93 is an electronic control device that controls the automatic transmission, and detects the operating state of the internal combustion engine and the running state of the vehicle by inputting signals from the wheel speed sensor 91, throttle sensor 13, etc. The system calculates the shift position and outputs a shift signal and timing signal, and uses the shift signal to drive a solenoid valve to control the hydraulic pressure to the brake or clutch, thereby performing a shift operation. A speed change signal and the like output from the transmission controller 93 are supplied to the controller 100.

The mode selector switch 94 stores in the microcomputer 110 a map preset in accordance with various driving modes regarding the correspondence between the amount of depression of the accelerator pedal 34 and the opening degree of the throttle valve 11, and selects the map as appropriate. The opening degree of the throttle valve 11 is set according to the operating mode. As this driving mode, for example, a mode such as power or economy, highway driving or city driving can be set. When the driver does not like acceleration slip control, the acceleration slip control prohibition switch 95 is operated to output a signal to the microcomputer 110 to prohibit the acceleration slip control. The steering sensor 96 determines whether or not the steering wheel is being steered when performing acceleration slip control, for example, and allows setting a target slip rate in accordance with the determination result.

The brake switch 9 is a switch that opens and closes in response to the operation of a brake pedal (not shown). By operating this, the brake lamp 98 lights up, and the normally closed switch SC2 is linked to open and drive, and the electromagnetic clutch mechanism 4
The second energizing circuit 102 for constant speed control connected to 0 is opened.

The starter circuit 200 drives and controls the starter motor 201, and a second relay is connected in series to a coil of a first relay 202 that controls opening and closing of the drive circuit of the starter motor 201.
A relay 203 is provided, and this second relay 203 is controlled according to an output signal from the controller 100. A starter switch 204 is connected in series to these first relay 202 and second relay 203,
In the case of a vehicle equipped with an automatic transmission, a neutral start switch 205 is interposed between the two. This is in an on state when the automatic transmission (not shown) is in the neutral position, and in this state, the starter switch 204 is turned on.
When turned on, if the second relay 203 is 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 20
1 is driven.

Therefore, when making an initial check to see if the throttle control device of this embodiment is functioning normally, even if the starter switch 204 is turned on, the second relay 203 is turned off, and the throttle valve 11 is not actually opened or closed. The starter 201 will be inoperative until this is confirmed. This makes it possible to avoid over-speeding of the engine during the initial check of the throttle faJ control device.

The operation of the embodiment configured as above will be explained. The flowchart in FIG. 5 shows the overall operation of the throttle control device of this embodiment. In the controller 100, initialization is performed in step S1, and in step S2, the various input signals described above are processed by the input processing circuit 120. is,
Proceeding to step S3, a control mode is selected according to these input signals. That is, 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 turning angle of the steering wheel (not shown) is performed in step S10. Note that the idle speed control in step S7 is to maintain the idle speed at a constant value even if the engine state changes, and step S8 is the post-processing after turning off the ignition date switch 99. This is what we do. And step Sit
After self-diagnosis is performed by the diagnosis means and fail processing is performed, output processing is performed in step 312 and the electromagnetic clutch mechanism 40 and motor 50 are driven via the output processing circuit 130. Thus, the above-described routine is repeated at predetermined intervals.

Of the above-mentioned overall operations, first, the operation in the normal accelerator control mode in step S4 will be explained. 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 positioned as shown in FIG. 2, the limit switch 60 is in the on state, and the first drive circuit 101 The coil 45 of the electromagnetic clutch mechanism 40 is energized via the coil 45 of the electromagnetic clutch mechanism 40.

When the coil 45 is energized and the fixed yoke 44 and movable yoke 43 are excited, the clutch plate 42 is joined to the movable yoke 43 and the motor 5 is connected to the throttle shaft 12.
A state is reached in which a driving force of 0 is transmitted. After this, unless an abnormal condition occurs, the throttle shaft 12 will be connected to the motor 50.
Therefore, the opening degree of the throttle valve 11 is controlled by controlling the motor 50 in the controller 100.

That is, in the normal accelerator control mode, when the accelerator pedal 34 is depressed, the accelerator link 31 is rotated against the biasing force of the return spring 35 in accordance with the amount of depression of the accelerator pedal 34. As a result, the accelerator plate 36 rotates in the direction of the arrow in FIG. 2, the limit switch 60 is maintained in the on state, and the accelerator sensor 37 interlocked via the pin 36c shown in FIG. 34
The rotation angle of the accelerator plate 36 corresponding to the operation amount is detected.

The detection output of the accelerator sensor 37 is input to the controller 100, where a predetermined target throttle opening degree corresponding to the rotation angle of the accelerator plate 36 is determined. A target throttle opening corresponding to the accelerator operation amount, that is, the rotation angle of 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 sent from the throttle sensor 13 to the controller 100.
The motor 50 is driven and controlled by the controller 100 so that the throttle valve 11 is approximately equal to the target throttle opening. Thus, throttle control is performed in accordance with the amount of operation of the accelerator pedal 34,
An engine output corresponding to the opening degree of the throttle valve 11 can be obtained.

Note that during the operation of the throttle valve 11, the accelerator plate 36 and the throttle plate 21 do not engage with each other, and the accelerator plate 36 follows the rotation of the throttle plate 210 at a predetermined angle. Therefore, there is no mechanical connection between the accelerator pedal 34 and the throttle valve 11, and smooth starting and running can be ensured in accordance with the operation of the accelerator pedal 34. When the accelerator pedal 34 is released, the accelerator link 31 is returned to its initial position by the urging force of the return spring 35 and the driving force of the motor 50, and the throttle valve 11 is also brought to the fully closed position.

In the normal accelerator control mode, when the throttle valve 11 operates abnormally, the accelerator pedal 34
When the operation is released and the accelerator plate 36 is returned to the initial position by the return spring 35, the limit switch 60 is turned off and the first energizing circuit 101 is opened. Moreover, since the second energizing circuit 102 for constant speed control is in an open state, the coil 45 is not energized, and the movable yoke 43 and the clutch plate 42 of the electromagnetic clutch mechanism 40 are separated. And the drive plate 41
The driving of the throttle valve 11 is stopped, and the throttle valve 11 is returned to the initial position by the return spring 22.

Next, in the constant speed driving control mode of step S5,
Normally open switch SO of the main switch 81 shown in FIG.
When the set switch ST of the control switch 82 is operated after 1 is operated, current is supplied to the coil 45 via the normally closed switch SC2, and the coil 45 is excited. In this case, when the throttle valve 11 is at a predetermined opening degree or more and the accelerator pedal 34 is not operated, the limit switch 60 is turned off and the first energizing circuit 10 is turned off.
1 is open. However, during the constant speed running control mode, the coil 45 is energized by 1 through the second energization circuit 102! Therefore, the throttle shaft 12 is connected to the motor 50 via the electromagnetic clutch mechanism 40. The target throttle opening 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, and the motor 50 drives and controls the throttle valve 11 to the target throttle opening. be done.

When overtaking acceleration, etc. is required while driving at a constant speed, the accelerator pedal 34 is depressed, and the throttle opening corresponding to the operation amount of the accelerator pedal 34 in the normal accelerator control mode exceeds the target throttle opening when the constant speed control is set. The mode changes to override mode, and this target throttle opening degree is replaced with the opening degree set in the normal accelerator control mode. Incidentally, the process to be performed when the wheels slip during constant speed running will be described later with reference to FIGS. 6 and 7.

To cancel the constant speed running control mode, the driver operates the cancel switch CA of the control switch 82 in FIG. 4, or operates the normally closed switch S01 to turn off the main switch 81, and the second driving circuit 1
02 is open.

The same applies even if the ignition switch 99 is turned off. Furthermore, when the brake pedal is operated, the normally closed switch SC2 that is interlocked with the brake switch 97 is turned off, and the second drive circuit 102 is opened. Thereafter, the throttle control in the normal accelerator control mode described above is performed via the first drive circuit 101.

Next, the operation of the throttle control device of this embodiment in the acceleration slip control mode of step S6 will be explained. The controller 100 receives the output signal from the wheel speed sensor 91 shown in FIG.
When a slip of a driving side wheel (not shown) is detected at the time of starting or accelerating, the acceleration slip control mode is selected and the opening degree of the throttle valve 11 is controlled. That is, the controller 100 calculates the slip ratio of the drive wheels that provides sufficient traction and lateral resistance on the road surface, and further calculates the target throttle opening degree to ensure this. and throttle valve 1
Motor 5 so that 1 is this target throttle of 151 degrees.
0 is controlled. When the slip ratio becomes less than a predetermined value and the target throttle opening becomes equal to or greater than the throttle opening set in the normal accelerator control mode, the acceleration slip control mode ends and the normal accelerator control mode returns. During this time, the throttle valve 1 was
Since the opening degree of 1 is controlled, so-called pedal shock does not occur in the accelerator pedal 34 even when switching between the acceleration slip control mode and the normal accelerator control mode.

When the throttle sensor 13 and the accelerator sensor 37 detect that the opening degree of the throttle valve 11 and the operating amount of the accelerator pedal 34 are below a predetermined value, the idle rotation speed control mode of step S shown in FIG. 5 is entered, and the cooling water temperature at that time is The motor 50 is driven and controlled so as to reach a target engine rotation speed set according to the operating state of the internal combustion engine such as the load and the like.

In the throttle control device of the present embodiment, even if the motor 50 or the controller 100 should become inoperable, the vehicle can continue to be driven by operating the accelerator pedal 34. That is, as is clear from FIG. 2, by depressing the accelerator pedal 34 by a predetermined amount or more, the arm portion 36b of the accelerator plate 36 rotates in the direction of the pin 23 of the throttle plate 21, and the arm portion 36b moves toward the pin 23.
3. As a result, the movable yoke 43 is driven in the opening direction of the throttle valve 11 and a constant opening degree is ensured as shown by "a" in FIG. 12, so the driver can continue driving the vehicle, albeit at a low speed. I can do it.

Next, in the process executed in the constant speed driving control mode executed in step S5 in FIG. 6rvltl'r 70-
4 a--k L-jffi ff hfL Tl 6h X First, in step 500, the control mode is A,
Either B or C is determined, and if the control mode is A, constant speed control is performed in step 501. That is, the target throttle opening θ for constant speed control is determined according to the deviation between the stored vehicle speed and the current vehicle speed so as to maintain the set vehicle speed. is set, and the throttle opening degree is adjusted using this as a control target.

Then, in step 502, it is determined whether or not the wheels are slipping. If the wheels are not slipping, the process returns to the main routine, but if the wheels are slipping, the control mode is set to B in step 503. As a result, in the next process, the process proceeds to step 504, where the same slip rate control as the acceleration slip 1tIIJsIl of step S6 described above is performed, and the opening degree of the throttle valve 11 is adjusted to the 8th
As shown in the figure, it can be kept small. Further, a brake device (not shown) is simultaneously driven as necessary, and the slip rate is controlled as shown in FIG. Knob qnrr,';
- be placed in stirrups.

When the control code becomes C, transition control is performed in step 507. Specifically, as shown in FIG. 7, in step 571, the previous target throttle opening θ is determined. A constant value θ is added to −1 to obtain the current target throttle opening θ. is set. That is, the target throttle opening θ. , a constant value θ1 is added sequentially during a constant time of the control cycle, and the eighth
As is clear from the figure, it is controlled to increase gradually. In other words, the drive speed of the motor 50 constituting the throttle drive means is controlled so as to gradually increase at a predetermined rate without increasing rapidly.

In this way, the target throttle opening θ. is set to gradually increase, and in step 508 of FIG.
. If it is determined that the following is true, proceed directly to step 502,
Target throttle opening θ. When the value exceeds the target throttle opening degree θ during constant speed control, the process proceeds to step 509, and after the control mode is set to A, the process proceeds to step 502. That is, as shown in FIG. 8, the target throttle opening degree θ during constant speed control. During transition control until exceeding the target throttle opening θ. gradually increases, and when it exceeds this, the constant speed control of control mode A is returned to.

9 and 10 show flowcharts of processing in the constant speed running control mode according to another embodiment of the present invention. In the flowchart of FIG. 9, steps 507 and 508 of the flowchart of FIG. Instead, steps 570 and 580 are performed, and step 506 is followed by step 574.

As shown in FIG. 10, the transition control in step 5O is performed by first setting a predetermined target acceleration α for the vehicle in step 572.
. Throttle control is performed by the controller 100 to obtain the following. Specifically, the vehicle speed obtained from the output signal of the wheel speed sensor 91 is differentiated to obtain the acceleration of the vehicle, which is fed back to the controller 100 to adjust the opening degree of the throttle valve 11.

Then, in step 573, the previous target acceleration αn-1
A constant value αl is added to the current target acceleration α1 to set the current target acceleration α1. That is, as shown in FIG. 11, a constant value α is sequentially added to the target acceleration α7 during a certain period of the control cycle, and the target acceleration α7 is set to gradually increase. Furthermore, the 9th
As shown in the figure, the wheel slip is resolved and step 50
After the control mode is set to C in step 6, the target acceleration α,
is set to 0.

Therefore, the target acceleration α. is the target acceleration α during constant speed control.

If it is determined in step 580 that this has been exceeded, the process proceeds to step 509, where the control mode is set to A and returns to constant speed control.

In the above embodiment, control is performed such that a constant value is added to the target throttle opening or target acceleration to gradually increase it, but this added value may be set to a value corresponding to the maximum slip rate at the time of slip. It may also be a thing.

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

That is, according to the throttle control device of the present invention, during normal accelerator control, the throttle distance is adjusted by the throttle drive means regardless of the accelerator operation mechanism, so that smooth starting and running can be ensured in response to accelerator operation. At the same time, various controls such as constant speed driving control can be easily performed. Moreover, when wheel slip occurs during constant speed control, and when this is resolved, the drive speed of the throttle drive means is adjusted by the transition control means and the constant speed control is automatically restored. Good operability can be obtained without the need to perform the following operations.

Further, the vehicle may be equipped with a transition control means that adjusts the drive speed of the throttle drive means to gradually increase at a predetermined rate when returning to constant speed control, or so that the target acceleration for the vehicle gradually increases at a predetermined rate. With this option, when returning to constant speed control, no sudden acceleration or slip occurs and a good feeling can be obtained.

4. Ill drawings! ! 1 is a block diagram showing an 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. 3 is a vertical sectional view of the same, and FIG. Figure 4 is the same,
5 is a flowchart showing the overall operation of the embodiment shown in FIGS. 2 to 4, and FIG. 6 is a flowchart showing the routine of the constant speed running control mode in FIG. 7 is a flowchart showing the routine of the transition control in FIG. 6, FIG. 8 is a graph showing examples of changes in throttle opening degree over time in each control mode in constant speed driving control mode, and FIG. 9 is a flowchart showing the transition control routine in FIG. 6. 10 is a flowchart showing the routine of the constant speed driving control mode according to another embodiment of the invention, FIG. 10 is a flowchart showing the transition control routine in FIG. 9, and FIG. 11 is a flowchart showing the routine of the transition control in FIG. 10. FIG. 12, a graph showing an example of changes over time, is a graph showing the relationship between the accelerator operation amount and the throttle opening in the embodiments shown in FIGS. 2 to 4.

1... Throttle body 11... Throttle valve.

12... Throttle shaft.

13...Throttle sensor.

21...Throttle plate.

22...Return spring, 23.0. bottle.

31...Accelerator link (accelerator operation 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... Drive plate (throttle drive means).

42...Clutch plate (throttle drive means) 4
3...Movable yoke (throttle drive means).

44...Fixed yoke, 45...Coil.

46...Bobbin.

50--Motor (throttle drive means).

60...Limit switch, 63...Roller.

80... Constant speed running control switch.

81...Main switch.

82...Control 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 light.

99...Ignissi day switch.

100... Controller (throttle control means).

101...first energizing circuit.

102...Second energizing circuit.

110...Microcomputer.

120... Input processing circuit, 130... Output processing circuit.

200...Starter circuit

Claims (3)

[Claims] (1) an accelerator operating mechanism; a throttle driving means that is provided independently of the accelerator operating mechanism and is capable of driving a throttle valve in an opening direction and a closing direction; a throttle control means for driving and controlling the throttle drive means and adjusting the throttle opening to a predetermined throttle opening according to the operating state of the internal combustion engine and the running state of the vehicle; constant speed control means for maintaining the vehicle speed at a constant speed by controlling the throttle drive means based on the target throttle opening degree, and performing constant speed control;
A slip state of a wheel mounted on the vehicle is detected, a slip rate is set for the throttle control means according to the slip state, and the throttle control means drives and controls the throttle drive means based on the slip ratio. In a throttle control device comprising a slip rate control means for controlling the slip rate to a predetermined value or less, when the vehicle is shifted to control the slip rate during constant speed control,
and transition control means for setting the throttle control means to return to the constant speed control after the control of the slip ratio is completed, and adjusting the driving speed of the throttle drive means at the time of return. Features a throttle control device. (2) The throttle control device according to claim 1, wherein the transition control means adjusts the drive speed of the throttle drive means to gradually increase at a predetermined rate when returning to the constant speed control. (3) The transition control means adjusts the drive speed of the throttle drive means when returning to the constant speed control so that the target acceleration for the vehicle gradually increases at a predetermined rate. 1. The throttle control device according to 1.