JPH04194335A - Throttle valve controller for engine - Google Patents
Throttle valve controller for engineInfo
- Publication number
- JPH04194335A JPH04194335A JP32130390A JP32130390A JPH04194335A JP H04194335 A JPH04194335 A JP H04194335A JP 32130390 A JP32130390 A JP 32130390A JP 32130390 A JP32130390 A JP 32130390A JP H04194335 A JPH04194335 A JP H04194335A
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- accelerator
- throttle
- vehicle
- time
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000009194 climbing Effects 0.000 claims description 12
- 230000001174 ascending effect Effects 0.000 abstract 1
- 238000000034 method Methods 0.000 description 7
- 238000010586 diagram Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 238000001514 detection method Methods 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
- F02D2011/102—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator
Landscapes
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、車両の走行状態に応じてスロットル開度を制
御するエンジンのスロットル弁制御装置に関するもので
ある。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an engine throttle valve control device that controls throttle opening depending on the running condition of a vehicle.
′（従来の技術）
従来、アクセルペダルの踏込み量に対するスロットル弁
の開度を棲械的、あるいは電気的に制御する車両におい
て、車両が登板走行に入るときは、運転者がそれを認識
して坂道の直前でアクセルを踏込み、登板開始後は、即
座にスロットル開度を開きぎみに制御することで必要な
走りを確保している。(Prior art) Conventionally, in a vehicle that mechanically or electrically controls the opening degree of the throttle valve in response to the amount of depression of the accelerator pedal, when the vehicle enters uphill driving, it is difficult for the driver to recognize this. He presses the accelerator just before the hill, and once he starts climbing, he immediately controls the throttle opening just enough to ensure the necessary running speed.
（発明が解決しようとしている課題）
しかしながら、上記従来例では、運転者が坂道の直前で
アクセルを踏込み、車両が登板路を一定時間走行すると
、運転者自身、登板中であるという意識が薄れてアクセ
ルの踏込み量を抑えぎみにするため、アクセル踏込み量
と登板走行性との不一致が生じ、運転者が走り不良感を
抱（という問題がある。(Problem to be Solved by the Invention) However, in the above conventional example, when the driver steps on the accelerator just before the slope and the vehicle travels on the slope for a certain period of time, the driver himself loses consciousness that he is on the slope. Since the amount of accelerator depression is kept too low, there is a problem that there is a mismatch between the amount of accelerator depression and the uphill running performance, and the driver feels that the driving performance is poor.
また、この問題を解決するため、登板検８時、通常より
もスロットル弁を電気的に開き側に補正することも考え
られるが、登板検出後、直ちにスロットル弁を開き側に
補正すると、登板開始時には運転者自身のアクセル操作
によってもスロットル弁が開き側に補正されるため、前
記の電気的な補正と運転者による補正とが重複してスロ
ットル弁が開き過ぎる懸念がある。In addition, in order to solve this problem, it is possible to electrically correct the throttle valve to the open side more than usual at 8 o'clock on the pitching inspection, but if the throttle valve is corrected to the open side immediately after the pitching detection, the pitching will start. Since the throttle valve is sometimes corrected to the open side by the driver's own accelerator operation, there is a concern that the electrical correction and the driver's correction overlap, causing the throttle valve to open too much.
（課題を解決するための手段）
本発明は上述の課題を解決することを目的としてなされ
たもので、上述の課題を解決するための手段として、以
下の構成を備える。即ち、スロットル弁を電気的に駆動
するエンジンのスロットル弁制御装置において、車両が
登板中であるかを判定する判定手段を備え、前記判定手
段にて登板が一定時間以上継続したと判定されたとき、
スロットル弁開度特性を開き側に変更する。(Means for Solving the Problems) The present invention has been made for the purpose of solving the above-mentioned problems, and includes the following configuration as a means for solving the above-mentioned problems. That is, a throttle valve control device for an engine that electrically drives a throttle valve is provided with a determining means for determining whether the vehicle is climbing, and when the determining means determines that the vehicle is climbing for a certain period of time or more. ,
Change the throttle valve opening characteristic to the open side.
好ましくは、前記判定手段は、アクセル変化量が所定値
以上で、かつ車速変化量が所定値以下のとき登板中であ
ると判定する。Preferably, the determining means determines that the vehicle is being pitched when the amount of change in the accelerator is greater than or equal to a predetermined value and the amount of change in vehicle speed is less than or equal to a predetermined value.
（作用）
以上の構成において、車両が一定時間以上登板中である
と判定されると、スロットル開度を開きぎみに制御する
。(Function) In the above configuration, when it is determined that the vehicle has been on the hill for a certain period of time or more, the throttle opening degree is controlled to be slightly open.
（実施例）
以下、添付図面を参照して本発明に係る好適な実施例を
詳細に説明する。(Embodiments) Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.
第１図は、本発明に係る実施例であるエンジンのスロッ
トル弁制御装置（以下、装置という）の構成を示す図で
ある。FIG. 1 is a diagram showing the configuration of an engine throttle valve control device (hereinafter referred to as the device) according to an embodiment of the present invention.
第１図において、エンジン本体１には吸気弁２を介して
吸気ボート３が支持され、その上流にはスロットル弁４
、及びエアフローメータ５が具備されている。In FIG. 1, an intake boat 3 is supported on an engine body 1 via an intake valve 2, and a throttle valve 4 is provided upstream of the intake boat 3.
, and an air flow meter 5.
エンジン制御部（ＥＣＵ）１０は、本装置全体を制御す
るもので、ＥＣＵＩＯの中央制御部であるＣＰＵ１３、
制御プログラムを格納するためのＲＯＭ１５、制御情報
や後述するスロットル駆動マツプを格納するＲＡＭ１４
、そして各センサからの信号を受信したりアクチュエー
タ等を駆動するための入力ボート１１、及び出力ボート
１２から構成される。The engine control unit (ECU) 10 controls the entire device, and includes a CPU 13 which is the central control unit of the ECUIO,
ROM 15 for storing control programs; RAM 14 for storing control information and a throttle drive map to be described later.
, and an input boat 11 and an output boat 12 for receiving signals from each sensor and driving actuators, etc.
具体的には、入力ボート１１はスロットル開度センサ７
からのスロットル開度、吸入空気量センサ８が検知した
エアフロメータ５での吸入空気量□センサ信号、クラン
ク角センサ２５、及び車速センサ３２からの検知信号、
アクセル３．０に対する踏込み量であるアクセル開度信
号、ブレーキペダル３１からのブレーキスイッチ信号、
そしてオートクルーズスイッチ３３からの信号を受信し
、その結果なＣＰＵ１３に送る。Specifically, the input boat 11 is connected to the throttle opening sensor 7.
Throttle opening from , intake air amount □ sensor signal at air flow meter 5 detected by intake air amount sensor 8, detection signal from crank angle sensor 25, and vehicle speed sensor 32,
An accelerator opening signal which is the amount of depression relative to accelerator 3.0, a brake switch signal from the brake pedal 31,
It then receives a signal from the auto cruise switch 33 and sends the result to the CPU 13.
この内、車速センサ３２は、例えばスピードメータケー
ブルに連動して回転するロータリ式インクリメンタルエ
ンコーダで構成され、車両の走行速度に応じた周波数の
パルス列を出力する。また、アクセル３０には不図示の
ペダルポテンショが具備されており、これがＥＣＵ １
０に対してペダル踏込み量に対応する電気信号を出力す
る。Of these, the vehicle speed sensor 32 is composed of, for example, a rotary incremental encoder that rotates in conjunction with a speedometer cable, and outputs a pulse train of a frequency corresponding to the traveling speed of the vehicle. Further, the accelerator 30 is equipped with a pedal potentiometer (not shown), which is connected to the ECU 1.
0, an electrical signal corresponding to the amount of pedal depression is output.
一方、ＣＰＵ１３からの制御信号は出力ボート１２を介
して送出され、インジェクタ６に対してはインジェクタ
駆動信号、エレキスロットル駆動部２０に対しては、ス
ロットル制御開度信号、及びスロットル制御電流値が出
力される。On the other hand, control signals from the CPU 13 are sent out via the output boat 12, and an injector drive signal is output to the injector 6, and a throttle control opening signal and throttle control current value are output to the electric throttle drive section 20. be done.
次に、本実施例の装置におけるエンジンのスロットル弁
制御手順について説明する。Next, the engine throttle valve control procedure in the apparatus of this embodiment will be explained.
第２図は、本実施例に係るスロットル弁制御手順を示す
フローチャートである。同図において、ステップＳ１で
、上述の各センサで検知した信号であるスロットル開度
、吸入空気量センサ信号、クランク角、車速信号、及び
アクセル開度信号を読み込む。FIG. 2 is a flowchart showing the throttle valve control procedure according to this embodiment. In the figure, in step S1, the throttle opening, intake air amount sensor signal, crank angle, vehicle speed signal, and accelerator opening signal, which are signals detected by the above-mentioned sensors, are read.
ステップＳ２では、アクセル開度信号をもとにアクセル
変化量が所定値αより大きいかを判定する。また、続く
ステップＳ３で、車速信号から車速の変化量が所定値β
より小さいかどうかの判定をする。これらの判定結果の
いずれかがＮｏであれば、車両は登板中ではないとして
ステップＳ９に進み、ＲＡＭ１４に格納された、後述す
るスロットル駆動マツプから通常走行に対応するスロツ
トル開度特性を選択する。In step S2, it is determined whether the accelerator change amount is larger than a predetermined value α based on the accelerator opening signal. Further, in the following step S3, the amount of change in vehicle speed is determined from the vehicle speed signal to a predetermined value β.
Determine whether it is smaller than If any of these determination results is No, it is determined that the vehicle is not on a hill and the process proceeds to step S9, where a throttle opening characteristic corresponding to normal driving is selected from a throttle drive map, which will be described later, stored in the RAM 14.
しかし、ステップＳ２．Ｓ３での判定がすべてＹＥＳで
あれば、車両は登板中であるとしてステップＳ４に進み
、この判定が初めての登板中という判定であるか否かを
判断する。ここで初めての登板中という判定が下されれ
ば、ステップＳ５でタイマＴをセットし、続くステップ
Ｓ６でそのタイマＴｌｔｌだけデクリメントする。尚、
ステップＳ４での判定がＮＯｌつまり初めての登板では
ないと判定された場合は、ステップＳ５をとばしてステ
ップＳ６に進む。However, step S2. If all the determinations in S3 are YES, it is determined that the vehicle is being climbed, and the process proceeds to step S4, where it is determined whether or not this is the first determination that the vehicle is being climbed. If it is determined that the player is pitching for the first time, a timer T is set in step S5, and the timer Tltl is decremented in step S6. still,
If the determination in step S4 is NO1, that is, it is determined that it is not the first pitching, step S5 is skipped and the process proceeds to step S6.
ステップＳ７では、ステップＳ６でのデクリメントの結
果、タイマＴが０か否かの判定を行ない、その値がＯで
なければ、登板中という状態が一定時間継続していない
ということでステップＳ９に進み、スロットル駆動マツ
プから通常走行のスロットル開度特性を選択する。しか
し、タイマＴの値が０であれば、登板中という状態が一
定時間継続したことを意味するので、ステップＳ８で、
スロットル駆動マツプから登板走行に対応するスロット
ル開度特性を選択する。In step S7, as a result of the decrement in step S6, it is determined whether or not the timer T is 0. If the value is not O, it means that the state of pitching has not continued for a certain period of time, and the process proceeds to step S9. , select the throttle opening characteristic for normal driving from the throttle drive map. However, if the value of timer T is 0, it means that the state of pitching has continued for a certain period of time, so in step S8,
Select the throttle opening characteristic corresponding to uphill driving from the throttle drive map.
ステップＳＩＯでは、ＥＣＵＩＯがステップＳ８、ある
いはステップＳ９で選択したスロットル開度特性に従い
、出力ボート１２を介してエレキスロットル駆動部２０
に、スロットル制御開度信号、及びスロットル制御電流
値を出力する。その結果、スロットル駆動モータ２１に
は、エレキスロットル駆動部２０から、走行状態に対応
したスロットル駆動信号が８カされるので、スロットル
弁４はその信号値に従って開くことになる。In step SIO, the ECUIO controls the electric throttle drive section 20 via the output boat 12 according to the throttle opening characteristic selected in step S8 or step S9.
, outputs a throttle control opening signal and a throttle control current value. As a result, eight throttle drive signals corresponding to the running state are applied to the throttle drive motor 21 from the electric throttle drive section 20, so the throttle valve 4 opens according to the signal value.
第３図は、本実施例におけるスロットル駆動マツプを示
す図である。同図において、車両が通常走行時であると
きには、ＥＣＵＩＯは実線にて示したスロットル開度特
性に従ってスロットルを駆動する。しかし、上述のよう
に登板中という状態が一定時間継続した後には、破線に
て示した登板走行に対応したスロットル開度特性に従い
スロットルを駆動する。FIG. 3 is a diagram showing a throttle drive map in this embodiment. In the figure, when the vehicle is running normally, the ECUIO drives the throttle according to the throttle opening characteristic shown by the solid line. However, after the state of climbing continues for a certain period of time as described above, the throttle is driven according to the throttle opening characteristic corresponding to the climbing running indicated by the broken line.
即ち、第３図かられかるように、車両が通常走行として
アクセル開度Ａにて走行しているとき、対応するスロッ
トル開度はＴＶ、である、そこで、運転者がアクセルを
踏込みアクセル開度をＡからＢまで変化させたとき、そ
の変化量が所定値（上述のα）を越え、かつ車速変化量
が所定値（上述のβ）以下である状態が一定時間継続す
るまで、つまり登板走行と判定されるまではスロットル
開度をＴＶ、からＴ Ｖ ｌまで増大する。そして、こ
の状態が一定時間継続して車両が登板中であると判定さ
れたときには、アクセル開度Ｂに対応する登板走行特性
上のスロットル開度であるＴＶ８が選択される。That is, as can be seen from FIG. 3, when the vehicle is running normally with the accelerator opening A, the corresponding throttle opening is TV, so the driver depresses the accelerator and the accelerator opening is When changing from A to B, until the amount of change exceeds a predetermined value (α above) and the amount of change in vehicle speed remains below the predetermined value (β above) for a certain period of time, that is, uphill running Until it is determined that the throttle opening degree is increased from TV to T V l. When this state continues for a certain period of time and it is determined that the vehicle is climbing, TV8, which is the throttle opening on the climbing running characteristic corresponding to the accelerator opening B, is selected.
以上説明したように、本実施例によれば、登板中に運転
者がアクセル踏込み量を抑えぎみにしても、車両が登板
中と判定された時点でスロットル開度を開きぎみにする
ことで、登板走行性を良好に保つことができるという効
果がある。As explained above, according to this embodiment, even if the driver tries to hold down the amount of accelerator depression while the vehicle is climbing, the throttle opening is slightly opened when it is determined that the vehicle is climbing. This has the effect of maintaining good running performance on the pitch.
また、登板中は、スロットル開度が開きぎみなることで
、登板を開始する段階で運転者が坂道に過剰に反応し、
みだりにアクセルを踏込むことを防げるという効果があ
る。In addition, when climbing a hill, the throttle opening is too wide, causing the driver to overreact to the slope at the beginning of the hill.
This has the effect of preventing you from pressing the accelerator unnecessarily.
（発明の効果）
以上説明したように、本発明によれば、運転者に対して
登板走行開始時における過剰な走り感を招くことなく、
登板走行性の悪化を防止できるという効果がある。(Effects of the Invention) As explained above, according to the present invention, the driver can avoid experiencing an excessive running feeling at the start of the uphill run.
This has the effect of preventing deterioration of running performance on the pitch.
第１図は、本発明に係る実施例であるエンジンのスロッ
トル弁制御装置の構成を示す図、第２図は、実施例に係
るスロットル弁の制御手順を示すフローチャート、
第３図はスロットル駆動マツプを示す図である。
図中、１・・・エンジン本体、２・・・吸気弁、３・・
・吸気ボート、４・・・スロットル弁、５・・・エアフ
ロメータ、６・・・インジェクタ、７・・・スロットル
開度センサ、８・・・吸入空気量センサ、３０・・・ア
クセル、３１・・・ブレーキペダル、３２・・・車速セ
ンサ、３３・・・オートクルーズスイッチである。
特許出願人 マツダ株式会社
第３図FIG. 1 is a diagram showing the configuration of an engine throttle valve control device according to an embodiment of the present invention, FIG. 2 is a flowchart showing a throttle valve control procedure according to the embodiment, and FIG. 3 is a throttle drive map. FIG. In the diagram, 1...engine body, 2...intake valve, 3...
- Intake boat, 4... Throttle valve, 5... Air flow meter, 6... Injector, 7... Throttle opening sensor, 8... Intake air amount sensor, 30... Accelerator, 31. ...brake pedal, 32...vehicle speed sensor, 33...auto cruise switch. Patent applicant Mazda Motor Corporation Figure 3
Claims (2)
ットル弁制御装置において、 車両が登板中であるかを判定する判定手段を備え、 前記判定手段にて登坂が一定時間以上継続したと判定さ
れたとき、スロットル弁開度特性を開き側に変更するこ
とを特徴とするエンジンのスロットル弁制御装置。(1) A throttle valve control device for an engine that electrically drives a throttle valve, including a determination means for determining whether the vehicle is climbing a hill, and the determination means determines that the uphill slope has continued for a certain period of time or more. 1. A throttle valve control device for an engine, characterized in that the throttle valve opening characteristic is changed to the open side when the throttle valve is opened.
つ車速変化量が所定値以下のとき登坂中であると判定す
ることを特徴とする請求項第１項に記載のエンジンのス
ロットル弁制御装置。(2) The throttle valve of the engine according to claim 1, wherein the determining means determines that the vehicle is climbing a slope when the accelerator change amount is equal to or greater than a predetermined value and the vehicle speed change amount is equal to or less than a predetermined value. Control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2321303A JP3037402B2 (en) | 1990-11-27 | 1990-11-27 | Engine throttle valve controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2321303A JP3037402B2 (en) | 1990-11-27 | 1990-11-27 | Engine throttle valve controller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04194335A true JPH04194335A (en) | 1992-07-14 |
| JP3037402B2 JP3037402B2 (en) | 2000-04-24 |
Family
ID=18131071
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2321303A Expired - Fee Related JP3037402B2 (en) | 1990-11-27 | 1990-11-27 | Engine throttle valve controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3037402B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002021628A (en) * | 2000-07-11 | 2002-01-23 | Sumitomo Rubber Ind Ltd | Sloping road traveling judgment device, tire inflation pressure reduction alarm device using it, sloping road traveling judgment method and tire inflation pressure reduction alarm method using this method |
| JP2009029279A (en) * | 2007-07-27 | 2009-02-12 | Toyota Motor Corp | Motor vehicle and its traveling state judgment method |
-
1990
- 1990-11-27 JP JP2321303A patent/JP3037402B2/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002021628A (en) * | 2000-07-11 | 2002-01-23 | Sumitomo Rubber Ind Ltd | Sloping road traveling judgment device, tire inflation pressure reduction alarm device using it, sloping road traveling judgment method and tire inflation pressure reduction alarm method using this method |
| JP4488600B2 (en) * | 2000-07-11 | 2010-06-23 | 住友ゴム工業株式会社 | Slope travel determination device, tire air pressure decrease alarm device using the determination device, slope travel determination method, and tire air pressure decrease alarm method using the determination method |
| JP2009029279A (en) * | 2007-07-27 | 2009-02-12 | Toyota Motor Corp | Motor vehicle and its traveling state judgment method |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3037402B2 (en) | 2000-04-24 |
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