JPH04103851A - Engine control device - Google Patents

Abstract

PURPOSE:To permit crews on a vehicle to get rid of a sense of incongruity by controlling control gain in open/close control for a throttle valve when a throttle condition is switched over to an accelerating control condition. CONSTITUTION:A control unit 40 permits a throttle control condition to be switched over to an accelerating control condition when an engine is in a high loading/high speed operating condition while throttle control is being assumed. In switch-over from throttle control to accelerating control, control gain in the control of drive signals Cb as throttle control to an actuator 21 is gradually reduced, and control gain in the control of the drive signals Cb as accelerating control to the actuator 21 is concurrently increased. By this constitution, the running condition of a vehicle or the operating condition of an engine is prevented from being abruptly changed, it is thereby possible to prevent crews on the vehicle from feeling a sense of incongruity.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention controls a throttle valve arranged in the intake system of an engine mounted on a vehicle according to a control mode set according to the operating state of the engine. The present invention relates to an engine control device.

(Prior Art) In an engine installed in a vehicle, a throttle valve disposed in an intake passage is mechanically connected to an accelerator operation part such as an accelerator pedal, for example, via a wire cable, etc. A device that opens and closes according to the amount of operation of the operating part is widely used, but apart from this, there is an electric actuator that drives the throttle valve located in the intake passage. established,
The electric actuator is controlled by an accelerator operation part such as an accelerator pedal to open and close the throttle valve, for example, as shown in Japanese Patent Laid-Open No. 126346/1983. Proposed. When the throttle valve is driven by an electric actuator, for example, as disclosed in Japanese Patent Application Laid-Open No. 63-25355, the throttle valve is controlled depending on the running condition of the vehicle. An advantage is obtained that the opening/closing control mode can be switched to various modes.

As an opening/closing control mode performed on a throttle valve driven by an electric actuator, for example, the effective throttle opening is calculated based on the opening of the accelerator pedal, and the effective throttle opening 7) is calculated based on the opening of the accelerator pedal. The effective acceleration is calculated based on the throttle control in which the opening and closing of the throttle valve is controlled to match the opening of the accelerator pedal, and the change in the opening of the accelerator pedal, and the vehicle is made to take a driving state that achieves the effective acceleration. Acceleration control, etc., in which opening/closing control of a throttle valve is performed, is known. For example, when throttle control is performed when the engine installed in a vehicle is in a low load/low speed operating state,
It is possible to subtly control the driving state of a vehicle by operating the accelerator pedal, and when acceleration control is performed when the engine is under high load/high speed operation,
A good feeling of acceleration of the vehicle can be obtained.

(Problems to be Solved by the Invention) In a vehicle equipped with a throttle valve in which the above-described throttle control and acceleration control are selectively performed depending on the operating state of the engine, the throttle valve When the opening/closing control performed on the throttle is switched from one of the throttle control and acceleration control to the other,
There is a possibility that a sudden change in the driving condition or the operating condition of the engine may occur, causing an inconvenience in which the occupant feels uncomfortable. Therefore, it is desirable that switching from one of throttle control and acceleration control to the other be performed without sudden changes in the vehicle running state or the engine operating state. For example, the above-mentioned Japanese Patent Application Laid-Open No. 63-25
Publication No. 355 discloses a vehicle in which a throttle valve is controlled so that an occupant does not feel discomfort when switching from one of throttle control and acceleration control to the other. However, even in such vehicles, it cannot be said that the purpose has been fully achieved.

In view of the above, the present invention is based on a throttle valve disposed in the intake system of an engine mounted on a vehicle, which performs throttle control and acceleration control that are set according to the operating state of the engine. Provided is an engine control device that is capable of avoiding sudden changes in vehicle running conditions or engine operating conditions when switching from a state in which throttle control is performed to a state in which acceleration control is performed. The purpose is to

(Means for Solving the Problem) In order to achieve the above-mentioned object, an engine control device according to the present invention, as shown in the basic configuration in the first part, controls the amount of operation of an accelerator operation unit provided in a vehicle. an accelerator operation amount detection means for detecting an accelerator operation amount detection means, a throttle valve disposed in the intake system of an engine mounted on the vehicle, a driving state detection means for detecting the operating state of the engine, and an accelerator operation amount detection means for detecting an accelerator operation amount detection means. Throttle opening degree calculation means for calculating the effective throttle opening degree based on the operation amount of the operation section; and acceleration calculation means for calculating the effective acceleration based on the change in the operation amount of the accelerator operation section detected by the accelerator operation amount detection means. a throttle control means for controlling the opening and closing of the throttle valve so as to make the opening of the throttle valve match the effective throttle opening; and an acceleration control means for controlling the opening and closing of the throttle valve to cause the vehicle to take a running state that achieves the effective acceleration. a first control mode in which opening/closing control of the throttle valve is performed by the throttle control means according to the operating state of the engine detected by the operating state detecting means; and a first control mode in which opening/closing control of the throttle valve is performed by the acceleration control means. and control mode setting means for setting the second control mode, and in addition, when the control state of the throttle valve is changed from the first control mode to the second control mode, the throttle control means A gain changing means is provided for gradually decreasing the control gain in the opening/closing control by the acceleration control means and gradually increasing the control gain in the opening/closing control by the acceleration control means.

(Function) In this way, when switching from a state in which throttle control is performed to a state in which acceleration control is performed, the gain changing means gradually reduces the control gain in the opening/closing control of the throttle valve by the throttle control means. At the same time, the control gain in the opening/closing control of the throttle valve by the acceleration control means is gradually increased, so that the state in which the throttle valve is controlled by the throttle control means is changed to the state in which the throttle valve is controlled by the acceleration control means. As a result, when switching from a state where throttle control is performed to a state where acceleration control is performed, there is no sudden change in the running state of the vehicle or the operating state of the engine. This avoids a situation where the occupants of the vehicle feel uncomfortable.

(Example) FIG. 2 shows an example of an engine control device according to the present invention.
It is shown along with some of the engines to which it was applied.

In FIG. 2, a combustion chamber 5 is formed above a cylinder 4 formed inside the engine body 1 and in which a piston 3 is disposed, and the combustion chamber 5 includes an intake passage 7 and an exhaust passage 8.
are connected. In the intake passage 7, an air cleaner 10, an air flow meter 11. Compressor 14 of turbocharger 13. Intercooler 1 that cools intake air pressurized by compressor 14
5. Pressure sensor 16. A throttle valve 18 is arranged, which is opened and closed according to the operation of the accelerator pedal.
The throttle valve 18 is provided with a throttle opening sensor 20 that detects its opening, and is also provided with an actuator 21, which is constituted by a motor, for example, and drives the throttle valve 18. Further, a portion of the intake passage 7 downstream of the throttle valve 18 forms a surge tank 22 having a relatively large volume.

The exhaust passage 8 includes a turbine 1 in a turbocharger 13.
2 is arranged, and a bypass 23 is provided for the part where the turbine 12 is arranged. Bypass 23
is opened and closed by a wastegate valve 25 driven by an actuator 24 having a negative pressure operated diaphragm mechanism.

A pressure introduction passage 26 whose one end is connected to the surge tank 22 in the intake passage 7 is connected to the pressure operation chamber of the actuator 24, and a pressure introduction passage 28 is also connected via a solenoid valve 27. One end of the passage 2 is connected to the turbo supercharger 13 in the intake passage 7.
The compressor 14 is connected to the upstream side of the section where the compressor 14 is arranged.

The solenoid valve 27 is normally closed, and the negative pressure from the intake passage 7 introduced through the pressure introduction passage 28 is controlled according to the pulse occupancy rate of the pulse forming the drive signal Ca supplied from the control unit 40. acts on the pressure working chamber of the actuator 24, thereby causing the wastegate valve 25 to
The bypass 23 is driven by the actuator 24 to open the bypass 23 .

The control unit 40 that supplies the drive signal Ca to the solenoid valve 27 includes a detection output obtained from the pressure sensor 16 that detects the pressure in the portion between the compressor 14 of the turbocharger 13 and the throttle valve 18 in the intake passage 7. Signal S
P, a detection output signal ST obtained from the throttle opening sensor 20 that detects the opening of the throttle valve 18, a detection output signal SB obtained from the acceleration sensor 30 that detects the acceleration of the vehicle in which the engine body 1 is mounted, and engine rotation. Detection output signal SN obtained from the rotation speed sensor 31 that detects the number of rotations
, a detection output signal SA obtained from the accelerator opening sensor 32 that detects the opening degree of the accelerator pedal 35, a detection output signal SV obtained from the vehicle speed sensor 33 that detects the traveling speed (vehicle speed) of the vehicle, and the engine body 1. A detection output signal SS obtained from a shift position sensor 34 that detects the shift position of a shift lever 36 provided in connection with a connected transmission mechanism section is supplied.

The control unit 40 performs supercharging pressure control on the turbo supercharger 3 and throttle control and acceleration control on the throttle valve 18 based on these various detection output signals.

In supercharging pressure control by the control unit 40, when the engine main body 1 is in an operating state, a detection output signal SP is generated between the compressor 14 of the turbocharger 13 and the throttle valve 1B in the intake passage 7. The pressure in the area between
When it is detected that the boost pressure is equal to or higher than a preset allowable boost pressure, a drive signal Ca having a pulse occupancy rate that makes the solenoid valve 270 open period relatively long is supplied to the solenoid valve 27, and the solenoid The intake pressure applied from the valve 27 to the pressure working chamber of the actuator 24 is increased. Thereby, the wastegate valve 25
This increases the effective opening area of the bypass 23 and reduces the exhaust pressure acting on the turbine 12 of the turbocharger 13.

As a result, the boost pressure in the intake passage 7 caused by the turbocharger 13 is kept within the allowable boost pressure range.

The control unit) 40 also has an accelerator opening amount Ac on the horizontal axis.
The characteristic diagram shown in FIG. 3 shows the standard throttle opening TH on the vertical axis, the accelerator opening change rate dAc/dt on the horizontal axis, and the accelerator opening on the vertical axis. The characteristic diagram shown in FIG. 4 shows the change speed correction coefficient P, and the characteristic diagram shown in FIG. 5 shows the vehicle speed V on the horizontal axis and the vehicle speed correction coefficient Q on the vertical axis. The characteristic diagram shown in FIG. 6 shows the accelerator opening change ΔAc on the horizontal axis and the reference acceleration DA on the vertical axis, and the characteristic diagram shown in FIG. A plurality of characteristic diagrams including the characteristic diagram shown in FIG. 7, in which the reference accelerator opening degree AB is taken on the axis, are stored in the built-in memory in the form of data maps.

Under such circumstances, the control unit 40 outputs the detection output signal ST
and SN, if it is detected that the engine is in a low load/low speed operating state, throttle control is performed. When throttle control is performed by the control unit 40, when the accelerator pedal 35 is depressed, a detection output signal S obtained from the accelerator opening sensor 32 is used.
Based on A, the opening degree and the speed of change in the opening degree of the accelerator pedal 35 are detected, and the gear position in the transmission mechanism is detected based on the shift position of the shift lever 36 at which the detection output signal SS is generated. The detected gear position in the transmission mechanism section corresponds to the throttle opening line a in the characteristic diagram shown in FIG.

The throttle opening line a is compared with b, c and d.

One of b, c and d is selected. Next, the opening degree of the accelerator pedal 35 is checked against the selected throttle opening line, and a reference throttle opening degree corresponding thereto is determined.

Furthermore, the speed of change in the opening degree of the accelerator pedal 35 is compared with the characteristic line e in the characteristic diagram shown in FIG. .

The accelerator opening change speed correction coefficient takes on a larger value of 1 or more as the opening change speed of the accelerator pedal 35 increases. Further, the vehicle speed at which the detected output signal S■ is detected is compared with the characteristic line f in the characteristic diagram shown in FIG. 5, and a vehicle speed correction coefficient corresponding to the vehicle speed at which the detected output signal SV is detected is set. Such a vehicle speed correction coefficient takes a relatively low constant value when the detected output signal S■ takes a value less than the value Va, and also when the detected output signal S■ takes a value less than the value Va. When taking a value between Va and the value vb, the detection output signal S takes a larger value as the vehicle speed becomes larger, and the detection output signal SV takes a larger value as the vehicle speed increases. When it takes a value larger than the value ■b, it is assumed that it takes a relatively high constant value.

Then, the reference throttle opening is corrected using the set accelerator opening change speed correction coefficient and vehicle speed correction coefficient according to the following equation (1), and the effective throttle opening is determined.

TO=PXQXTH-- (1) where To is the actual throttle opening, P is the accelerator opening change speed correction coefficient, Q is the vehicle speed correction coefficient, and TH is the reference throttle opening.

The control unit 40 forms a drive signal cb corresponding to the effective throttle opening determined as described above and sends it to the actuator 21.

Thereby, the throttle valve 18 is operated by the actuator 21 so that its opening matches the effective throttle opening.

On the other hand, the control unit 40 controls the detection output signals ST and SN.
If it is detected that the engine is in a high load/high speed operating state based on the above, acceleration control is performed. When the control unit 40 performs acceleration control, a change in the opening degree of the accelerator pedal 35 is detected based on the detection output signal SA, and the shift position sensor 34
The detection output signal SS obtained from the shift lever
The gear stage in the transmission mechanism section is detected based on the shift position of 36. Then, the detected gear position in the transmission mechanism section is determined by the acceleration line g in the characteristic diagram shown in FIG.
, h, i and j, and the acceleration lines g, h, i and j
One of them is selected, and then the change in the opening degree of the accelerator pedal 35 is compared with the selected acceleration line.
A reference acceleration corresponding to this is determined.

Furthermore, based on the detection output signal SA, the opening ABL just before the stepping of the accelerator pedal 35 and the opening AB2 after being stepped in is detected, and opened into the characteristic K in the characteristic diagram as shown in Fig. 7. The degrees Ab1 and Ab2 are respectively compared as reference accelerator opening degrees, and the vehicle speed Vl corresponding to the opening degree Abl and the H mark vehicle speed 2 corresponding to the opening degree Ab2 are determined.

Then, the reference acceleration is corrected according to the following equation (2) in order to prevent hunting of the throttle valve 18 and smoothly accelerate the vehicle, and a corrected acceleration is obtained.

DB,=KA (DA, -DB□,) +KB (DAPI DB, -+ -DA, -1+DB, l-z)+DB11゜...(
2) However, DB and l are corrected accelerations, KA and KB are constants, and D
B, is the latest one of the already calculated corrected accelerations,
DB, is the corrected acceleration found immediately before DB,-,
DAfi is reference acceleration, DA.

is the reference acceleration determined immediately before DA.

The constants KA and KB have different responsiveness depending on the gear position. For example, the responsiveness can be accelerated by setting KA and KB to large values in a relatively low gear position.

Subsequently, the calculated corrected acceleration and the detection output signal S
Based on the actual acceleration (actual acceleration) of the vehicle at the time when B occurs, the effective acceleration is calculated according to the following equation (3).

Do, =K I ・Ell ten KP (EllE, l-
+)+I)on-1...(3) However, DO, is the execution acceleration, Kl and KP are constants, and E7
is the difference between the corrected acceleration DB and the actual acceleration BB + Ell
-1 is the latest one among the differences between the corrected acceleration and the actual acceleration that have already been found.

The control unit 40 forms a drive signal cb corresponding to the effective acceleration determined as described above and sends it to the actuator 21. As a result, the throttle valve 18
is actuated by the actuator 21 in order to cause the vehicle to assume a running state that achieves effective acceleration.

In such acceleration control, when the throttle valve 180 opening is below the maximum allowable opening, the detection output signal SV
The drive signal cb is sent to the actuator 21 until the actual vehicle speed (actual vehicle speed) becomes from the vehicle speed v1 to the target vehicle speed v2, as shown in the characteristic diagram of FIG. Then, when the actual vehicle speed reaches the target vehicle speed v2, or when the opening degree of the throttle valve 18 reaches the maximum allowable opening degree, the sending of the drive signal cb to the actuator 21 is stopped, and the acceleration control ends.

Further, when the engine is placed in a high load/high speed operating state while performing throttle control, the control unit 40 switches from a state in which throttle control is performed to a state in which acceleration control is performed.

In switching from throttle control to acceleration control, the control gain in the control using the drive signal cb for the actuator 21 as throttle control is gradually reduced, and the control gain is gradually reduced in the control using the drive signal cb for the actuator 21 as acceleration control. The control gain is gradually increased. Specifically, if the control gain in the control using the drive signal cb for the actuator 21 as throttle control is Ct, and the control gain in the control using the drive signal cb for the actuator 21 as acceleration control is Gd, then the horizontal axis represents time. t is taken and a gain G is taken on the joint shaft.As shown in FIG. 8, the period TA from time t1 to time t2 when switching from the throttle control state to the acceleration control state In this case, the control gain Gt decreases linearly from the value G1 to 0, and the control gain Gd increases linearly from 0 to the value G1. In addition, in such a case, before the period TA, the control gain Ct
takes the value G1 and the control gain G d C! 0, and after the period TA, the control gain Ct is 0 and the control gain Gd takes the value G1.

By doing this, when switching from a state where throttle control is performed to a state where acceleration control is performed,
Control of the actuator 21 using the drive signal cb as throttle control is gradually stopped within a predetermined period, for example, period TA,
At the same time, control of the actuator 21 using the drive signal cb as acceleration control is gradually performed within a predetermined period, for example, period TA. Therefore, switching from throttle control to acceleration control is performed smoothly. For example, when throttle control is being performed and the engine is in a high load/high speed operating state, acceleration control is To prevent a sudden change in the running state of a vehicle or the operating state of an engine from occurring when switching to a state in which this is performed, and to avoid a situation where an occupant of the vehicle feels uncomfortable.

The control unit 40 that operates as described above is, for example,
The present invention is constructed using a microcomputer, and an example of a program executed by such a microcomputer when performing throttle control and acceleration control will be described with reference to the flowchart of FIG.

In the flowchart shown in FIG. 9, after the start, in step 50, various detection output signals are taken in, and in the subsequent step 51, based on the detection output signals ST and SN, it is determined whether the engine is in a high load/high speed operation state. If the engine is not in a high load/high speed operation state, in step 52, the detection output signal S is
Based on A, it is determined whether the accelerator pedal 35 has been depressed. If the accelerator pedal 35 is not depressed, the process returns to step 50, and if the accelerator pedal 35 is depressed, the process returns to step 53.
, the gear position in the transmission mechanism section is determined based on the detection output signal SS, the opening degree of the accelerator pedal 350 is determined based on the detection output signal SA, and the determined gear position is changed to the throttle position in the characteristic diagram shown in FIG. Check opening lines a, b, c, and d, select one of them, and apply the accelerator pedal 35 to the selected throttle opening line.
The reference throttle opening TH is set by comparing the opening of the throttle opening TH. In the subsequent step 54, the speed of change in the opening degree of the accelerator pedal 35 obtained based on the detection output signal SA is compared with the characteristic line e in the characteristic diagram shown in FIG. At the same time, the actual vehicle speed detected by the detection output signal SV is compared with the characteristic line f in the characteristic diagram shown in FIG. 5 to set the vehicle speed correction coefficient Q. Then, in step 55, step 5
The standard throttle opening TH set in step 3 is set in step 5.
The effective throttle opening TO(
=PXQXTH) and proceeds to step 56. In step 56, the control gain Ct in the throttle control is set to a value Gl, and in step 57, the effective throttle opening T calculated in step 55 is set.
A drive signal cb is formed based on O and the control gain Ct set in step 56 and is sent to the actuator 21.
and returns to step 50.

On the other hand, if it is determined in step 51 that the engine is in a high load/high speed operating state, in step 58 it is determined whether the acceleration flag Fn-1 one cycle before in this flowchart was 1; ■If the acceleration flag Fn-I before the cycle is not 1, it is determined in step 59 whether or not the timer operation has started; if the timer operation has not started, step 60 After starting the operation of the timer, the process proceeds to step 61, and if the timer has already started, the process directly proceeds to step 61. In step 61, the reference throttle opening TH set in step 53 is combined with the accelerator opening change speed correction coefficient P and vehicle speed correction coefficient Q set in step 54.
Effective throttle opening TO (=PXQXT
H), and in step 62, the control gain Ct in the throttle control is calculated during the period TA shown in FIG.
As shown in , the value is set to take a value that decreases linearly from the value G1 to O.

Then, in step 63, a drive signal Cbl is formed based on the effective throttle opening degree To calculated in step 61 and the control gain Gt set as linearly decreasing in step 62, and the process proceeds to step 64. .

In step 64, the gear position in the transmission mechanism is determined based on the detection output signal SS, and the change in the opening degree of the accelerator pedal 35 is determined based on the detection output signal SA, and the determined gear position is shown in FIG. Acceleration lines g, h in the characteristic diagram shown.

i and j, one of them is selected, and the change in the opening degree of the accelerator pedal 35 is compared with the selected acceleration line to set the reference acceleration DA. In the following step 65, the reference acceleration DA set in step 64 is used to calculate the corrected acceleration DB,l (=KA (DA
ll-DB,,)+KB(DA-DBR-+DAF
l-+ +DB-2)+DBn-,), and in step 66, the effective acceleration D-0 is calculated based on the corrected acceleration DB calculated in step 65 and the actual acceleration BB at which the detection output signal SB is generated. , (=K I −E, +
KP (E.

E,,)+DO,,) is calculated. And step 6
In step 7, the control gain Gd in the acceleration control is set to take a value that increases linearly from 0 to the value Gl, as seen in the period TA shown in FIG. The drive signal Cb2 is generated based on the calculated effective acceleration DOi and the control gain Cd, which is set to take a value that decreases linearly in step 67. In the following step 69, the drive signal Cb1 formed in step 63 and the drive signal Cb2 formed in step 68 are summed to form a drive signal cb, and in step 70, the drive signal Cb1 formed in step 69 is summed. cb is sent to the actuator 21, and the process returns to step 50.

Further, as a result of the determination in step 58, if the acceleration flag F7-1 in the previous cycle is 1, in step 71, after the timer starts operating in step 60, the period TA as shown in FIG. Determine whether or not the period has elapsed.

Then, if the period TA has elapsed, step 7
In Step 2, it is determined whether or not the operation of the timer has been stopped. If the operation of the timer has not been stopped, the operation of the timer is stopped in Step 73, and then the process proceeds to Step 74, and the operation of the timer is stopped. If it has been stopped, proceed directly to step 74. Step 74
, it is determined whether the acceleration flag F, , is 1, and if the acceleration flag F1 is O, the acceleration flag F, % is set to 1 in step 75,
In step 76, it is determined whether the accelerator pedal 35 has been depressed based on the detection output signal SA. Then, if the accelerator pedal 35 is not depressed, the process returns to step 50, and if the accelerator pedal 35 is depressed, in step 77, the detection output signal ST is output to indicate the actual value of the throttle valve 18. It is determined whether the opening degree (actual opening degree) HH is less than or equal to the maximum allowable opening degree HA. If the actual opening degree HH is less than or equal to the maximum allowable opening degree HA, in step 78, the detection output signal SV is It is determined whether the actual vehicle speed VV is equal to or less than the target vehicle speed ■2 as shown in the characteristic diagram of FIG. 7. If the actual vehicle speed VV is equal to or less than the target vehicle speed ■2, step 79
Proceed to. If it is determined in step 74 that the acceleration flag F is 1, the process directly proceeds to step 79. In step 79, the corrected acceleration DB, l (-KA (DA, -DB, -1>
+KB (DAll-DB, -1-DA, -1+DB
,,-2)+DB,I) and the actual acceleration BB at which the detection output signal SB is generated, the effective acceleration DO(=K
I −E, l+KP (E,%−E,,,, ) +
DO11-1) is calculated and the process proceeds to step 80.

In step 80, the control gain Cd for acceleration control is set to the value G1, and in the subsequent step 81,
A drive signal cb is formed based on the effective acceleration DO,l calculated in step 79 and the control gain Cd set to (+!!Gl) in step 80, and is applied to the actuator 2.
1 and returns to step 50.

Further, if it is determined in step 77 that the actual opening degree HH is greater than the maximum allowable opening degree HA, and if in step 78 it is determined that the actual vehicle speed vv is greater than the target vehicle speed ■2, In step 82, the transmission of the drive signal cb is stopped, and in the subsequent step 83, the acceleration flag F7 is set to O, and the process returns to step 50.

On the other hand, as a result of the determination in step 71, if the period TA has not elapsed, the process proceeds to step 61, and each step after step 61 is executed as described above.

In addition, in the above example, the transition from throttle control to acceleration control is performed using the control gain C in throttle control.
t shall take a value that decreases linearly from the value G1 to 0, and the control gain Cd in acceleration control shall be 0.
However, in the engine control device according to the present invention, the transition from acceleration control to throttle control linearly changes the control gain in recontrol. In such a case, the control gain Cd in the acceleration control takes a value that decreases linearly from the value G1 to 0, and the control gain Gt in the throttle control is assumed to take a value that increases linearly from 0 to the value G1.

(Effects of the Invention) As is clear from the above description, in the engine control device according to the present invention, the effective control device is set to the throttle valve based on the operation amount of the accelerator operation section, depending on the operating state of the engine. Throttle control that causes the throttle valve to take an opening that matches the throttle opening, and acceleration control that causes the throttle valve to take an opening that causes the vehicle to achieve an effective acceleration that is set based on a change in the operation of the accelerator operation section. The operating state of the engine changes from the state where throttle control is being performed to one where acceleration control should be performed, and the state where throttle control is performed changes to the state where acceleration control is performed. When this is done, the gain changing means gradually reduces the control gain in the opening/closing control of the throttle valve by the throttle control means, and gradually increases the control gain in the opening/closing control of the throttle valve by the acceleration control means. Therefore, when switching from a state where throttle control is performed to a state where acceleration control is performed, a state where the throttle valve is controlled by the throttle control means is changed to a state where the throttle valve is controlled by the acceleration control means. The transition will be gradual and smooth. As a result, when switching from a state where throttle control is performed to a state where acceleration control is performed, sudden changes in the running state of the vehicle or the operating state of the engine are prevented, and the vehicle occupants are prevented from feeling uncomfortable. This will prevent the situation from occurring.

[Brief explanation of drawings]

FIG. 1 is a basic configuration diagram showing an engine control device according to the present invention in accordance with the claims, and FIG. 2 is an example of an engine control device according to the present invention, showing the main parts of an engine to which it is applied. The schematic configuration diagrams shown together with FIGS. 3 to 8 are
FIG. 9 is a characteristic diagram used to explain the operation of the example shown in FIG. FIG. In the figure, ■ is the engine body, 18 is the throttle valve, 20 is the throttle opening sensor, 21 is the actuator, 31 is the rotation speed sensor, 32 is the accelerator opening sensor, 35 is the accelerator pedal 1, and 40 is the control B unit. . Patent applicant Mazda Motor Corporation! 'Representative Patent Attorney Sadaaki Kamihara, HaV Reef■. ■ v2 ■

Claims (1)

[Scope of Claims] Accelerator operation amount detection means for detecting the operation amount of an accelerator operation unit provided in a vehicle; a throttle valve disposed in an intake system of an engine mounted on the vehicle; and an operating state of the engine. a driving state detection means for detecting the operating state; a throttle opening calculation means for calculating the effective throttle opening based on the operating amount of the accelerator operating portion detected by the accelerator operating amount detecting means; an acceleration calculation means for calculating an effective acceleration based on a change in the operation amount of the accelerator operation section; and a throttle control means for controlling opening and closing of the throttle valve so that the opening degree of the throttle valve matches the effective throttle opening degree. and an acceleration control means for controlling the opening and closing of the throttle valve to cause the vehicle to take a running state that achieves the effective acceleration, and an acceleration control means for controlling the opening and closing of the throttle valve in accordance with the operating state of the engine detected by the operating state detecting means. control mode setting means for setting a first control mode in which opening/closing control of the throttle valve is performed by the acceleration control means; and a second control mode in which opening/closing control of the throttle valve is performed by the acceleration control means; When the control state of is changed from the first control mode to the second control mode, the control gain in the opening/closing control by the throttle control means is gradually reduced, and the control gain in the opening/closing control by the acceleration control means is changed. An engine control device comprising: gain changing means for gradually increasing the gain.