JPH03281962A - Throttle control device - Google Patents

Abstract

PURPOSE:To properly perform throttle control at all times regardless of the undulation of the surface of a running road by detecting the surface condition of the running road, and thereby correctively controlling throttle opening in response to not only the magnitude of the undulation of the road surface but also the period of the undulation. CONSTITUTION:A throttle control device is equipped with a control means M4 which drivingly controls a throttle driving means M2 so as to adjust throttle opening based on the target throttle opening set in response to output signals from an accelerator manipulated variable detecting means M3 detecting the manipulated variables of an accelerator operating mechanism M1. In this case, 2 means are provided, one is a road surface undulation detecting means M5 detecting the magnitude of the undulation of the surface of a running road, and the other is an undulation period detecting means M6 detecting the undulation period of the running road for a vehicle. The target throttle opening is corrected by a bad road correction control means M7 in response to the magnitude and the period of the undulation of the running road. By this constitution, stable throttle control can thereby be performed without an increase in the variation of throttle opening.

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 a throttle control device has been proposed that opens and closes the throttle valve in response to accelerator operation using a drive means linked to a drive source such as a motor. ing.

In such a throttle control device, control is performed so as to follow the operation of the accelerator operation mechanism to obtain a desired throttle opening degree. However, when driving on a road surface with large undulations, if you perform the same accelerator operation as when driving on a flat road surface, the amount of accelerator operation, such as the amount of depression of the accelerator pedal, will fluctuate as the vehicle moves up and down. A problem occurs in that the throttle opening cannot be obtained.

For this reason, for example, in Japanese Patent Application Laid-Open No. 59-10750, a vehicle is equipped with a road surface detector that detects the undulations of the road surface and outputs a signal according to the magnitude of the undulations, and the vehicle is equipped with a road surface detector that detects the undulations of the road surface and outputs a signal according to the magnitude of the undulations. In some cases, techniques have been proposed for slowing down the opening operation of the throttle valve in response to depression of the accelerator pedal. Specifically, the magnitude of the undulations on the road surface is compared with a set value, and if the magnitude of the undulations is greater than the set value, the throttle opening is opened or closed to an opening that is smaller than the normal throttle opening, that is, correction control is performed. It is said that According to the same publication, this prevents the vehicle from vibrating significantly up and down even if the accelerator is inadvertently operated violently. 4. There is almost no change in vehicle speed and there is no change in vehicle speed.

[Problems to be Solved by the Invention] As mentioned above, in the conventional throttle control device, the amount of change in the throttle opening degree is controlled according to the magnitude of the undulations of the traveling road surface, and No consideration was given.

In other words, there is a resonance point where the amount of depression of the accelerator pedal, that is, the amount of accelerator operation, increases rapidly in relation to the undulation period of the road surface.
At this resonance point, the amount of accelerator operation is extremely large, making it insufficient to correct the throttle opening based only on the magnitude of the undulations of the road surface, and appropriate throttle control cannot be performed. Further, there is generally a delay in accelerator operation relative to the undulation cycle of the road surface, and this accelerator operation delay causes a delay in correcting the throttle opening.

Therefore, the present invention detects the road surface condition and corrects and controls the throttle opening according to not only the degree of undulation of the road surface but also the undulation period. An object of the present invention is to provide a throttle control device that performs control.

Another object of the present invention is to provide a throttle control device that can cope with delays in accelerator operation caused by ups and downs in the running road surface.

[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. Throttle drive means M2 that can drive the throttle valve 11 in the opening direction and the closing direction, the accelerator operation amount detection means M3 that detects the operation amount of the accelerator operation mechanism M1, and the output signal of the accelerator operation amount detection means M3. The control means M4 controls the throttle drive means M2 based on the target throttle opening set accordingly to adjust the throttle opening. The road surface undulations detection means M5 detects the magnitude of undulations on the road surface on which the vehicle travels, the undulation period detection means M6 detects the undulation period of the travel road surface, and the magnitude and undulations of the undulations detected by the road surface undulations detection means M5. It is provided with rough road correction control means M7 for correcting the target throttle opening according to the up-and-down period detected by the period detection means M6.

The rough road correction control means M7 uses a first correction coefficient set according to the magnitude of the undulations detected by the road surface undulation detection means M5, the undulation period detected by the undulation period detection means M6, and the operation of the accelerator operation mechanism M1. A second correction coefficient is set according to the ups and downs period at the resonance point where the amount rapidly increases, and corrects the amount of variation in the throttle opening degree due to the variation in the operation amount of the accelerator operation mechanism M1 depending on the ups and downs of the traveling road surface. It is preferable to configure the target throttle opening degree to be corrected.

Furthermore, it is provided with an accelerator operation delay time detection means for detecting the operation delay time of the accelerator operation mechanism M1 with respect to the ups and downs of the traveling road surface, and the rough road correction control means M7 detects the ups and downs when the rough road correction control means M7 goes back by the ups and downs cycle and the operation delay time. It is preferable to configure the target throttle opening degree to be corrected according to the magnitude of the target throttle opening degree.

[Function] In the throttle control device configured as described above, the operation amount of the accelerator operation mechanism M1 is detected by the accelerator operation amount detection means M3, and the main throttle and accelerator are adjusted to the target throttle opening set according to this operation amount. A throttle drive means M2 provided independently of the operating mechanism M1 is driven and controlled by a control means M4. 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.

On the other hand, the road surface undulation detection means M5 detects the undulations of the road surface on which the vehicle is running, and the undulation period detection means M6
The undulation cycle of the road surface is detected. Then, the rough road correction control means M7 corrects the target throttle opening according to these detected values. That is, since the target throttle opening degree is corrected not only according to the magnitude of the undulations on the road surface but also the period of the undulations, even for the road surface with the undulation period at the resonance point where the operation amount of the accelerator operating mechanism M1 rapidly increases. Stable throttle control can be performed without increasing the amount of variation in throttle opening.

Furthermore, in the case of the device equipped with an accelerator operation delay time detection means, the operation delay time of the accelerator operation mechanism M1 with respect to the ups and downs of the traveling road surface is detected, and the rough road correction control means M7 detects the ups and downs period and the operation delay time. Since the target throttle opening degree is corrected according to the magnitude of the ups and downs at the retrospective point in time, a delay in correction control of the throttle opening degree due to a delay in accelerator operation is avoided, and accurate throttle control is performed.

[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, the throttle valve 11 is located within the intake passage of the throttle body 1 of the internal combustion engine. It is rotatably supported by 2. 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 13 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 is clear from FIG. 3, the movable yoke 43 is a circular plate-shaped magnetic body with a shaft fixed to the throttle shaft 12, and its open ends are different from the fixed yoke 44, which is a magnetic body having approximately the same shape. The side walls and shaft portions face each other and are fitted together with a predetermined gap in a state where they overlap in the axial direction. 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
3, a non-magnetic friction member 43a is embedded around the throttle shaft 12, and a drive plate 41 is disposed to face the throttle shaft 12 with a disk-shaped magnetic clutch plate 42 interposed therebetween. 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, and external teeth are formed on each part.
It is rotatably supported around a shaft 52a fixed to the cover 3. A motor 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.
1 is fixed, and this meshes with the external teeth of the large diameter portion of the gear 52. In the apparatus of this embodiment, a step motor is used as the motor 50, and its drive is controlled by a 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 33 fixed to one end of an accelerator cable 33
a 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. is configured to be able to rotate.

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 pin 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.
It consists of a disc part fixed to the base plate 2 and an arm part extending in the radial direction. The disk portion has a small diameter in a portion continuous with the arm portion, a recess is formed, and an end cam is formed on the outer circumferential side surface. 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 comes into contact with 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 37, which is an accelerator operation amount detecting means according to the present invention, 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 a pin 36c of the accelerator plate 36. Therefore, the accelerator sensor 37
Accordingly, the rotation angle of the accelerator shaft 32 that rotates together with the accelerator plate 36, that is, the accelerator opening degree is detected. 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 is electrically connected to a printed wiring board 70. 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 functions as a control means, road surface undulation detection means, undulation period detection means, and rough road correction control means according to the present invention. That is, as shown in FIG.
Various controls including drive control of the motor 50 are performed. In this embodiment, the controller 100 is configured to perform various controls such as constant speed running control, acceleration slip control, etc. in addition to normal control in response to accelerator operation.

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 including the aforementioned limit switch 60 and the first energizing circuit 101 including the normally closed switch SC2. The output processing circuit 130 is connected to the output processing circuit 130 via the second energization circuit 102 . Controller 100 is connected to power supply VB via ignition switch 99.

The accelerator sensor 37 is connected to the input processing circuit 120 and outputs a signal corresponding to the amount of depression of the accelerator pedal 34, that is, the accelerator opening, which is input to the input processing circuit 120 together with the output signal of the throttle sensor 13. In the controller 100, the electromagnetic clutch mechanism 40 is controlled on and off according to driving conditions, and the opening of the throttle valve 11, that is, the throttle opening, which is set according to the accelerator opening and the operating state of the internal combustion engine and the running state of the vehicle, is obtained. The drive control of the motor 50 is performed so that the motor 50 is rotated.

A constant speed running switch 80 is connected to the human power processing circuit 120. 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 includes a plurality of switch groups, ie set switches, as shown in FIG. It is composed of ST, an acceleration switch AC, a cancel switch CA, and a resume switch R3, and has various well-known switch functions.

A vehicle height sensor 90 that detects the distance between the road surface and the vehicle body, that is, the vehicle height, is connected to the input processing circuit 120, and together with the controller 100 constitutes road surface undulation detection means. The vehicle height sensor 90 includes, for example, a sensor body (not shown) fixed to the vehicle body and a link (not shown) connected to a suspension arm, and this link moves up and down in response to changes in vehicle height. A sensor using a photointerrupter and a slit plate is used, for example, and the sensor body is configured to output a pulse signal depending on the relative position of the two. In addition, it is also possible to use a device that detects the vertical vibration (acceleration) of the vehicle as described in the above-mentioned publication, or a device that directly detects the road surface shape using ultrasonic waves or the like.

The wheel speed sensor 91 connected to the human power processing circuit 120 is used for constant speed running control, acceleration slip control, etc., and a well-known electromagnetic pickup sensor or Hall sensor is used. In addition, although there is only one piece in FIG. 4, it can be attached to each wheel as necessary. Input processing circuit 12
An ignition circuit unit, commonly known as an igniter 92, is connected to 0, and an ignition signal is input to detect the rotational speed of the internal combustion engine. A transmission controller 93 is also connected. This is an electronic control device that controls the automatic transmission, including a wheel speed sensor 91 and a throttle sensor 1.
The operating state of the internal combustion engine and the running state of the vehicle are detected manually using signals such as No. 3, and based on this, the microcomputer calculates the shift position and outputs a shift signal and timing signal. It controls the hydraulic pressure to the brakes or clutches and performs gear shifting operations. The speed change signal etc. output from this transmission controller 93 is transmitted to the controller 100.
is supplied to

Mode selector switch 9 connected to input processing circuit 120
4 is a microcomputer 110 that stores maps 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.
The opening degree of the throttle valve 11 is set according to the operating mode by appropriately selecting the opening degree.

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 97 is a switch that opens and closes in response to the operation of a brake pedal (not shown). By operating the brake switch 97, the brake lamp 98 lights up, and the normally closed switch SC2 is linked and driven to open, and the electromagnetic clutch mechanism 40
The second energizing circuit 102 for constant speed control connected to 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.

The flowchart in FIG. 5 shows the overall operation of the throttle control device of this embodiment, in which initialization is performed in step S1, the aforementioned various input signals to the human power processing circuit 120 are processed in step S2, and step S3 The control mode is selected according to these input signals. That is, one of steps S4 to S8 is selected.

When the control in step S4 is performed, the rough road correction control in step S9, which will be described later, is performed.
, when the control in step S5 or step S6 is performed, torque control is performed in step SIO, and cornering control of throttle control according to the turning angle of the steering wheel (not shown) is performed in step Sll. 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 performs post-processing after turning off the ignition switch 99. It is something. Then, in step S12, self-diagnosis is performed by the diagnosis means and fail processing is performed, and then step S1
3, the output is processed and the electromagnetic clutch mechanism 40 and motor 50 are driven via the output processing circuit 130. Thus, the above-mentioned routine is repeated at a predetermined cycle.

In the normal accelerator control mode of step S4, 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, and the limit switch 60 is in the on state. The coil 45 of the electromagnetic clutch mechanism 40 is energized via the first drive circuit 101.

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 urging force of the return spring 35 in accordance with the amount of the depression operation. As a result, the accelerator plate 36 rotates in the direction of arrow A in FIG. 2, and the limit switch 6° is maintained in the ON state, and the accelerator sensor 37 is interlocked via the pin 36c shown in FIG.
, the rotation angle of the accelerator plate 36 corresponding to the operation amount of the accelerator pedal 34 is detected.

The detection output of the accelerator sensor 37 is input to the controller 100, where a target throttle opening θt corresponding to the rotation angle of the accelerator plate 36, that is, the accelerator opening is determined. When the motor 50 drives the throttle shaft 12, a signal corresponding to the rotation angle is output from the throttle sensor 13 to the controller 100, and the controller 100 causes the throttle valve 11 to be approximately equal to the target throttle opening θt. The motor 50 is driven and controlled. Thus, throttle control is performed in accordance with the amount of depression of the accelerator pedal 34, and the throttle valve 11
The engine output is obtained according to the opening degree of the engine.

Note that during the operation of the throttle valve 11 described above, 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 21 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.

FIG. 6 shows the processing contents of the rough road driving control subroutine of step S9 described above, from steps 300 to 90.
The details of the processing of each step from step 300 to step 600 will be described in detail later with reference to FIGS. 7 to 10, respectively. First, in step 300, the actual vehicle height value HD of the vehicle height sensor 90 and the actual accelerator opening value θaD of the accelerator sensor 37 are read every calculation cycle of the main routine, and the memory columns of vehicle heights H1, 82, H3 and the accelerator opening value are read. The memory columns of degrees θa1 to θalo are updated, respectively. Next, in step 400, an accelerator operation delay time Td is detected from changes in vehicle height and changes in accelerator opening. Next, in step 500, the undulation period P of the running road surface is detected from the change in the vehicle height, and in step 600, the magnitude L of the undulations of the running road surface is detected from the change in the vehicle height, taking into account the accelerator operation delay time Td. .

Next, the process proceeds to steps 700 and 800, and the first correction coefficient WTI and the second correction coefficient WT2 are determined by the following (1) and (2).
) is calculated by the formula.

I WT1=□... (1) wT2=IR-Pl 08. (2) 2 Here, 2 is a constant for Kl, P is the undulation period of the running road surface, and R is the undulation period at the resonance point where the accelerator opening rapidly increases with respect to the undulations of the running road surface, that is, the resonance period. set to the value.

Then, in step 900, the target throttle opening θ
t is calculated by the following equation (3), and throttle opening control is performed so as to satisfy equation (3).

θt=WT1xWT2x (θaD-θn)+θn・
(3) Note that θaD is the actual measured value of the accelerator opening, and θn is the current throttle opening.

In other words, the amount of change (θaD - θn) set according to the accelerator operation is not directly added to the current throttle opening degree θn, but the first and second correction coefficients WTI and WT2 are added to this amount of change. be multiplied. Therefore, when the magnitude L of the undulations of the running road surface is large, the first correction coefficient WT
The target throttle opening θt is set so that I becomes smaller and the amount of variation in the throttle opening becomes smaller without directly responding to the variation in the accelerator opening θaD. Furthermore, as the value of the undulation period P of the running road surface approaches the value of the resonance period R, the second correction coefficient WT is proportional to the absolute value of the difference between the two.
2 becomes smaller, and instead of the amount of variation in throttle opening that directly corresponds to the variation in accelerator opening θaD, the amount of variation in throttle opening is kept small. In this way, the change in the target throttle opening θt is corrected to a gradual change in accordance with the undulation period and the magnitude of the undulation of the road surface, with respect to the accelerator opening θaD that corresponds to the amount of depression of the accelerator pedal 34. , step 900 can also be referred to as accelerator opening degree filtering.

Figure 11 is a diagram showing changes over time in vehicle height, accelerator opening, and throttle opening when the undulations of the running road surface have an undulation period near the resonance point where the accelerator opening rapidly increases. In contrast, the change in accelerator opening is large, and a delay time Td occurs. When the target throttle opening is set according to the accelerator opening, the amount of variation in the throttle opening becomes large in the conventional device, as shown by the broken line. On the other hand, according to the present embodiment, the target throttle opening θt is set after taking into account the undulation period P of the road surface and the delay time Td as described above, and then setting the target throttle opening θt. The amount of variation is suppressed to a small value as shown by the solid line.

Hereinafter, step 300 in the flowchart of FIG.
The contents of each process from 600 to 600 will be explained in detail in turn. FIG. 7 shows the process of updating the memory column in step 300. First, in step 301, the microcomputer 11
The multi-value memory string of vehicle heights Hl to HIO stored in the memory No. 0 (not shown) is sequentially rewritten. That is,
The value of the vehicle height H9 is set as the value of the vehicle height HIO, and the value of the vehicle height H8 is set as the value of the vehicle height H9, and so on. The actual measured value HD is manually calculated and set as the vehicle height H1. Similarly, in step 303, the multi-valued memory column of the accelerator distances θa1 to θa3 is updated, and in step 304, the accelerator opening actual value θaD of the accelerator sensor 37 is input and set as the accelerator opening θa1.

Next, the details of the process of detecting the accelerator operation delay time in step 400 will be described in detail with reference to FIG. Here, a flag BS (hereinafter simply referred to as flag BS) indicating an increase or decrease state of the vehicle height and a flag AL (hereinafter simply referred to as flag AL) indicating that there is a delay in accelerator operation are used. The set state is determined. First of all,
In step 401, it is determined whether or not the flag BS is set. If it is set, it indicates that the vehicle height is increasing, and the process proceeds to step 402. If it is not set, that is, the vehicle height is decreasing. If there is, the process proceeds to step 403 and subsequent steps.

The processing when the flag BS is set will be described below. When it is determined in step 402 that the vehicle height H2 is greater than or equal to the vehicle height H1 and greater than the vehicle height H3, it means that the vehicle height H2 is at its maximum value, and the process proceeds to step 404, where an accelerator operation delay time detection timer (hereinafter referred to as A delay detection timer (referred to as a delay detection timer) is reset, a flag AL is set in step 406, and the process proceeds to step 408. Step 40
If condition 2 is not satisfied, proceed directly to step 408.
Proceed to. In step 408, the state of the flag AL is determined, and if it is determined that the flag AL is set, the process proceeds to step 410, and the accelerator opening θa2
is compared with the accelerator opening degrees θa1 and θa3, and when it is determined that the accelerator opening degree θa2 is at the maximum value, the actual measured value of the delay detection timer is determined to be equal to the delay time Td in step 412.
Detected as . Then, in steps 414 and 416, flag BS and flag AL are reset, respectively, and the process returns to the routine of FIG. If the accelerator opening degree θa2 is not at the maximum value, the delay detection timer is incremented in step 418 and the process returns to the routine of FIG. Incidentally, if it is determined in step 408 that the flag AL is not set, that is, if there is no delay in accelerator operation, the routine returns directly to the routine shown in FIG. 6.

On the other hand, if it is determined in step 401 that the flag BS is not set, the process proceeds to step 403, where it is determined whether the vehicle height H2 is at the minimum value. If it is a minimum value, the delay detection timer is reset in step 405, the flag AL is set in step 407, and step 409
If the vehicle height H2 is not the minimum value, the process directly proceeds from step 403 to step 409. If it is determined in step 409 that the flag AL is set, the process proceeds to step 411, where the accelerator opening θa2 becomes the accelerator opening θa1. and θa3, the accelerator opening θa
If it is determined that 2 is the minimum value, step 41
At step 3, the actual value of the delay detection timer is detected as the delay time Td. Then, in step 415, the flag BS is set to indicate that the vehicle height has increased, and the flag AL is reset to return to the routine shown in FIG. If the accelerator opening degree θa2 is not at the minimum value, the delay detection timer is incremented in step 419 and the process returns to the routine shown in FIG. Incidentally, if it is determined in step 409 that the flag AL is not set, that is, if there is no delay in accelerator operation, the routine returns directly to the routine shown in FIG. 6.

FIG. 9 shows the process of detecting the ups and downs period in step 500, in which a maximum value timer and a minimum value timer are used, and a flag BSp indicating an increase or decrease state of the vehicle height is used. First, in step 501, it is determined whether or not the flag BSp is set. If it is set, it indicates that the vehicle height is increasing, and the process proceeds to step 502 and subsequent steps, where the flag BSp is not set, that is, the vehicle height is decreased. If the vehicle height H2 is determined to be at the maximum value in step 502, the actual value of the maximum value timer is detected as the ups and downs period P in step 504. This maximum value timer is reset in step 506, flag BSp is reset in step 508, and then incremented in step 510. If the vehicle height H2 is not the maximum value, steps 504 to 5
The process proceeds to step 510 without passing through step 08.

On the other hand, if the flag BSp is not set, the process proceeds from step 501 to step 503, where it is determined whether the vehicle height H2 is the minimum value. If it is a local minimum value, step 505
In step 507, the actual value of the minimum value timer is detected as the ups and down period P, and after the minimum value timer is reset in step 507, the flag BSp is set in step 509, indicating that the vehicle height has changed to an increasing state. Then, in step 511, the minimum value timer is incremented. If the vehicle height H2 is not at the minimum value, the process directly advances from step 503 to step 511.

FIG. 10 shows the processing content for determining the magnitude of the undulations in step 600, in which a flag BSh indicating an increase or decrease state of the vehicle height is used. In step 601, it is determined whether or not the flag BSh is set. If it is set, it indicates that the vehicle height is increasing, and the process proceeds to step 602 and onwards. If it is not set, that is, the vehicle height is decreasing. If the vehicle height H2 is determined to be the maximum value in step 602, the process advances to step 604 and the vehicle height H2 is determined to be the maximum value.
The value of is set as the maximum undulation Hmax, and a vehicle height reference Hs is set in step 606.

If the flag BSh is not set, the process proceeds from step 601 to step 603, where it is determined whether the vehicle height H2 is at a minimum value. If it is determined in step 603 that the vehicle height H2 is the minimum value, the process proceeds to step 605, where the value of this vehicle height H2 is set as the minimum undulation Hmin, and in step 607, the vehicle height standard Hs is set.

In steps 606 and 607, the average value of the maximum undulation Hmax and the minimum undulation Hmin is determined, and this value is set as the vehicle height reference Hs. That is, the vehicle height reference is the average value of the maximum value and the minimum value of the vehicle height, and corresponds to the value shown by the dashed-dotted line in the graph of FIG. 11 mentioned above. And step 6
06 to step 608 and flag BSh is reset, or step 607 to step 609 and flag BSh is set, then step 610.6
Proceeding to step 11, the dogleg of the ups and downs is calculated. Note that if it is determined in steps 602 and 603 that the vehicle height H2 is neither the local maximum value nor the local minimum value, the process directly proceeds to step 610. In step 610, step 412 of FIG.
Or the accelerator operation delay time T detected in 413
The value of the vehicle height Hr at the time d minutes back is read from the memory, and in step 611, the vehicle height reference Hs is subtracted from the vehicle height Hr to determine the magnitude L of the undulation.

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

That is, the present invention provides a throttle control device that adjusts the throttle opening degree by means of a throttle drive means independent of the accelerator operation mechanism in accordance with the accelerator operating mechanism, and in which a rough road correction control means adjusts the throttle opening according to the magnitude and period of undulations on the traveling road surface. Since the throttle opening degree is corrected and controlled, stable throttle control can be performed even on rough roads with severe undulations. In particular, since the undulation period of the road surface is detected and used for corrective control of the throttle opening f, fluctuations can be suppressed and the amount of fluctuation can be controlled appropriately even when driving on a road surface with an undulation period at the resonance point where the amount of operation of the accelerator operation mechanism rapidly increases. Throttle control can be performed.

Furthermore, in a device equipped with an accelerator operation delay time detection means, it is possible to avoid a delay in throttle opening correction control caused by an accelerator operation delay with respect to the ups and downs period of the traveling road surface, so that the Throttle control can be performed.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an overview 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, FIG. 3 is a vertical sectional view of the same, and FIG. same,
5 is a flowchart showing the overall operation of an embodiment of the throttle control device of the present invention; FIG. 6 is a flowchart showing the rough road correction control processing in FIG. 5; FIG. 7 is a flowchart showing the process of updating the memory column for vehicle height and accelerator opening in FIG. 6, FIG. 8 is a flowchart showing the process of detecting the accelerator operation delay time in FIG. 6, and FIG. 6 is a flowchart showing the process of detecting the ups and downs period, FIG. 10 is a flowchart showing the process of detecting the size of the ups and downs in FIG.
FIG. 1 is a graph showing changes over time in vehicle height, accelerator opening, and throttle opening when the up-and-down period is near the resonance point in the above embodiment. 1... Throttle body 11... Throttle valve. 12... Throttle shaft. 13...Throttle sensor. 21...Throttle plate. 22...Return spring, 23...Bin. 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 (accelerator operation amount detection means). 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). 51, -52...Gear, 60...Limit switch. 63...Roller, 80...Constant speed running control switch. 81...Main switch. 82...Control switch. 90...Vehicle height sensor (road surface unevenness detection means). 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...Ignition switch. 100... Controller (control means, road surface undulation detection means, undulation cycle detection means, rough road correction control means). 101...first energizing circuit. 102...Second energizing circuit. 110...Microcomputer. 120...Manpower processing circuit, 13o...Output processing circuit. 200 river starter circuit

Claims (3)

[Claims] (1) An accelerator operation mechanism, a throttle drive means provided independently of the accelerator operation mechanism and capable of driving a throttle valve in the opening direction and the closing direction, and an accelerator operation amount detection means for detecting the operation amount of the accelerator operation mechanism. and a control means for controlling the throttle drive means to adjust the throttle opening degree based on a target throttle opening degree set in response to an output signal of the accelerator operation amount detection means. road surface undulation detection means for detecting the magnitude of undulations on the road surface; undulation period detection means for detecting the undulation period of the running road surface; the magnitude of the undulations detected by the road surface undulation detection means and the undulation period detection means detected; and a rough road correction control means for correcting the target throttle opening according to the undulation period. (2) The rough road correction control means sets a first correction coefficient according to the magnitude of the undulations detected by the road surface undulation detection means, the undulation period detected by the undulation period detection means, and the accelerator operation mechanism. A second correction coefficient is set according to the ups and downs period at the resonance point where the amount of operation rapidly increases, and the amount of variation in throttle opening due to the variation of the amount of operation of the accelerator operation mechanism in accordance with the undulations of the traveling road surface. 2. The throttle control device according to claim 1, wherein the target throttle opening is corrected by correcting. (3) An accelerator operation delay time detection means is provided for detecting an operation delay time of the accelerator operation mechanism with respect to the ups and downs of the traveling road surface, and when the rough road correction control means goes back by the ups and downs period and the operation delay time. 3. The throttle control device according to claim 2, wherein the target throttle opening degree is corrected according to the magnitude of the undulations.