JPH042787B2 - - Google Patents
Info
- Publication number
- JPH042787B2 JPH042787B2 JP12039282A JP12039282A JPH042787B2 JP H042787 B2 JPH042787 B2 JP H042787B2 JP 12039282 A JP12039282 A JP 12039282A JP 12039282 A JP12039282 A JP 12039282A JP H042787 B2 JPH042787 B2 JP H042787B2
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- depression
- amount
- accelerator pedal
- accelerator
- 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.)
- Expired
Links
- 230000004044 response Effects 0.000 claims description 6
- 230000003321 amplification Effects 0.000 description 11
- 238000003199 nucleic acid amplification method Methods 0.000 description 11
- 239000000446 fuel Substances 0.000 description 7
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 6
- 230000001133 acceleration Effects 0.000 description 5
- 239000000498 cooling water Substances 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000000994 depressogenic effect Effects 0.000 description 3
- 206010003497 Asphyxia Diseases 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 230000004069 differentiation Effects 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 208000030303 breathing problems Diseases 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000284 extract Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000029058 respiratory gaseous exchange Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【発明の詳細な説明】
この発明は、エンジンのスロツトル弁制御装置
に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a throttle valve control device for an engine.
一般にエンジンのスロツトル弁制御装置は、運
転者がアクセルペダルを踏込操作したときに、該
アクセルペダルの動きに応じてスロツトル弁を開
閉制御するものであり、このスロツトル弁制御装
置においては、アクセルペダルの動きとスロツト
ル弁の開閉とを正確に対応させる必要がある。と
ころでアクセルペダルとスロツトル弁とをリンク
機構やワイヤ機構によつて連結するようにした場
合、アクセルペダルの動きが往復運動や回転運動
を経てスロツトル弁に伝達されるため、構造が非
常に複雑になり、しかもリンク等の連結部にがた
つきが発生しやすいために、スロツトル弁の追従
性があまりよくないという不具合があり、さらに
は大きな摩擦等のためにアクセルペダルを操作す
るのに大きな踏力を必要とするという不具合があ
る。 In general, an engine throttle valve control device controls the opening and closing of the throttle valve according to the movement of the accelerator pedal when the driver depresses the accelerator pedal. It is necessary to accurately match the movement with the opening and closing of the throttle valve. By the way, if the accelerator pedal and the throttle valve are connected by a link mechanism or a wire mechanism, the movement of the accelerator pedal will be transmitted to the throttle valve through reciprocating motion or rotational motion, resulting in a very complicated structure. Moreover, because the links and other connecting parts tend to rattle, there is a problem that the follow-up performance of the throttle valve is not very good, and furthermore, due to large friction etc., it takes a large amount of force to operate the accelerator pedal. There is a problem with requiring it.
そこでこのような不具合を解消したスロツトル
弁制御装置として、従来、アクセルペダルの動き
を電気信号として取り出し、この電気信号によつ
てアクチユエータを作動させてスロツトル弁を開
閉するようにした、いわゆる電気制御方式のもの
がある（特開昭51−138235号公報参照）。 Therefore, as a throttle valve control device that eliminates these problems, conventionally, the so-called electric control method extracts the movement of the accelerator pedal as an electric signal and uses this electric signal to operate an actuator to open and close the throttle valve. There is one (see Japanese Patent Application Laid-open No. 138235/1983).
ところで一般に、運転者がアクセルペダルを急
激に踏込んだような場合、スロツトル弁は急激に
開き、それに応じて吸入空気量も増大するが、燃
料についてはその慣性のために供給遅れが生じ、
混合気の空燃比がリーン化してしまい安定した燃
焼が行なわれず、車両が滑らかに加速しないいわ
ゆる息つきが発生しやすいという問題があつた。
この現象は燃料の気化霧化が悪く本来の燃焼性も
不安定なエンジン冷機時特に顕著であつた。 By the way, in general, when the driver suddenly depresses the accelerator pedal, the throttle valve opens rapidly and the amount of intake air increases accordingly, but there is a delay in the supply of fuel due to its inertia.
There was a problem in that the air-fuel ratio of the air-fuel mixture became lean, and stable combustion could not be performed, resulting in the vehicle not accelerating smoothly, which was likely to cause so-called suffocation.
This phenomenon was particularly noticeable when the engine was cold, where the fuel was poorly vaporized and atomized and its inherent combustibility was unstable.
この発明は以上のような従来の問題点に鑑みて
なされたもので、上記電気制御方式のスロツトル
弁制御装置においてはスロツトル弁の開閉制御を
電気信号によつて行なうものであるため、このス
ロツトル弁に加える電気信号を適宜信号処理する
ことによつてアクセルペダルの踏込みに対するス
ロツトル弁の開閉制御特性を所望の特性に設定す
ることが可能であるという点に着目し、エンジン
の冷機時において急なアクセル操作を行なうとき
にはスロツトル弁を開く速度を、冷間時以外の同
じアクセル踏込速度状態におけるスロツトル弁開
速度よりも遅くすることにより、冷機時にアクセ
ルペダルを急激に踏込んだような場合にもエンジ
ンの息つきの発生を防止するようにしたエンジン
のスロツトル弁制御装置を提供することを目的と
している。 The present invention has been made in view of the above-mentioned conventional problems.In the above-mentioned electrically controlled throttle valve control device, the opening and closing of the throttle valve is controlled by electric signals. Focusing on the fact that it is possible to set the opening/closing control characteristics of the throttle valve in response to the depression of the accelerator pedal to the desired characteristics by appropriately processing the electrical signals applied to the When operating the throttle valve, the opening speed of the throttle valve is made slower than the opening speed of the throttle valve at the same accelerator depression speed other than when the engine is cold, so that the engine can be An object of the present invention is to provide an engine throttle valve control device that prevents the occurrence of breathing problems.
以下本発明の実施例を図について説明する。 Embodiments of the present invention will be described below with reference to the drawings.
第１図は本発明の一実施例によるエンジンのス
ロツトル弁制御装置を示す。図において、１はア
クセルペダル、２はアクセルペダル１の踏込量
（踏込位置）に応じたアクセル開度信号ａを発生
するアクセル開度検出器、３は通常はアクセル開
度信号ａを増幅度k1で増幅し、増幅制御信号ｃを
受けたときはアクセル開度信号ａを増幅度k2（＜
k1）で増幅する増幅器、４は増幅器３の出力ｂと
スロツトル開度のフイードバツク信号ｄとの差を
演算する差動増幅器、５は差動増幅器４の出力に
応じてパルス信号のパルス幅を設定するパルス幅
設定器、６は差動増幅器４の出力の極性が正か負
かを判別し負のとき判別信号ｆを出力する極性判
別回路、７は通常はパルス幅設定器５の出力をそ
のままの極性で出力し、極性判別回路６の判別信
号ｆを受けたときはパルス幅設定器５の出力をそ
の極性を反転して出力する極性反転回路、８は極
性反転回路７の出力に応じて正回転又は逆回転し
てスロツトル弁９を開閉するDCモータ（アクチ
ユエータ）、１０はスロツトル弁９の開度を検出
してスロツトル開度信号ｄを出力するスロツトル
弁開度検出器である。 FIG. 1 shows an engine throttle valve control device according to an embodiment of the present invention. In the figure, 1 is an accelerator pedal, 2 is an accelerator opening detector that generates an accelerator opening signal a according to the amount (depression position) of the accelerator pedal 1, and 3 is an amplification degree k of the accelerator opening signal a. 1 , and when receiving the amplification control signal c, the accelerator opening signal a is amplified by the amplification degree k 2 (<
4 is a differential amplifier that calculates the difference between the output b of the amplifier 3 and the throttle opening feedback signal d; 5 is a differential amplifier that calculates the pulse width of the pulse signal according to the output of the differential amplifier 4; 6 is a polarity discrimination circuit that determines whether the polarity of the output of the differential amplifier 4 is positive or negative and outputs a discrimination signal f when it is negative; 7 is a pulse width setter that normally sets the output of the pulse width setter 5; A polarity inverting circuit outputs the output with the same polarity, and inverts the polarity of the output of the pulse width setter 5 when receiving the discrimination signal f of the polarity discrimination circuit 6, and outputs the output with the polarity inverted. 8 corresponds to the output of the polarity inversion circuit 7. A DC motor (actuator) rotates forward or backward to open and close the throttle valve 9, and 10 is a throttle valve opening detector that detects the opening of the throttle valve 9 and outputs a throttle opening signal d.
また１１はアクセル開度検出器２の出力ａを微
分する微分回路、１２は微分回路１１の出力と基
準電圧E1とを比較する比較器、１３はエンジン
の冷却水温度を検出する水温センサ（温度検出
器）、１４は水温センサ１３の出力と基準電圧E2
とを比較する比較器、１５は上記両比較器１２，
１４の出力を２入力とし、増幅制御信号ｃを発生
するAND回路である。そして図中１点鎖線で囲
んだ部分によつて制御回路１６が構成されてお
り、該制御回路１６は水温センサ１３の出力及び
アクセル開度信号ａを受けてエンジンの冷却水温
度及びアクセルペダル１の踏込量の変化速度をそ
れぞれの設定値と比較し、通常はスロツトル弁９
をアクセルペダル１の踏込量の変化速度に応じた
速度で開く第１の駆動信号を発生し、エンジンの
冷却水温度が設定値以下でかつ上記踏込量の変化
速度が設定値以上のときはスロツトル弁９をゆる
やかに開く第２の駆動信号を発生するものであ
る。 Further, 11 is a differentiation circuit that differentiates the output a of the accelerator opening degree detector 2, 12 is a comparator that compares the output of the differentiation circuit 11 with the reference voltage E1 , and 13 is a water temperature sensor ( 14 is the output of the water temperature sensor 13 and the reference voltage E 2
A comparator 15 compares both the comparators 12,
This is an AND circuit which takes the outputs of 14 as two inputs and generates an amplification control signal c. The part surrounded by the dashed line in the figure constitutes a control circuit 16, and the control circuit 16 receives the output of the water temperature sensor 13 and the accelerator opening signal a, and controls the engine cooling water temperature and the accelerator pedal 1. The rate of change in the amount of depression of the throttle valve 9 is compared with each set value, and normally
A first drive signal is generated to open the throttle at a speed corresponding to the rate of change in the amount of depression of the accelerator pedal 1, and when the engine cooling water temperature is below the set value and the rate of change in the amount of depression is above the set value, This generates a second drive signal that gently opens the valve 9.
次に動作について説明する。 Next, the operation will be explained.
自動車の走行中には、アクセル開度検出器２は
アクセルペダル１の踏込量（踏込位置）を検出し
てアクセル開度信号ａを発生し、スロツトル弁開
度検出器１０はスロツトル弁９の開度を検出して
スロツトル開度のフイードバツク信号ｄを発生し
ている。そして運転者が自動車を加速させるため
にアクセルペダル１を踏込んだ場合、制御回路１
６においては、増幅器３はその踏込量に応じたア
クセル開度信号ａを増幅度k1でもつて増幅し、差
動増幅器４は増幅器３の出力ｂとスロツトル開度
のフイードバツク信号ｄとの差（ｂ−ｄ）を演算
し、パルス幅設定器５はその演算値の大きさ｜ｂ
−ｄ｜に応じてパルス幅を設定する。また同時に
極性判別回路６は差動増幅器４の出力の極性が正
か負か、即ち加速時か減速時かを判別するが、こ
の場合は加速時であることから、判別信号ｆを発
生しない。従つてパルス幅設定器５の出力はその
極性のまま第１の駆動信号として極性反転回路７
を通過してDCモータ８に加えられ、該DCモータ
８は第１の駆動信号に応じて正回転してスロツト
ル弁９をアクセルペダル１の踏込量の変化速度に
応じた速度で開く。このようにスロツトル弁９は
アクセルペダル１の踏込量に応じた開度まで開い
ていき、それに伴つてエンジンの吸入空気量は増
大して、エンジン回転数も増大するため、自動車
は所望の速度まで滑らかに加速されることとな
る。 While the car is running, the accelerator opening detector 2 detects the amount (depression position) of the accelerator pedal 1 and generates an accelerator opening signal a, and the throttle valve opening detector 10 detects the opening of the throttle valve 9. It detects the throttle opening degree and generates a feedback signal d of the throttle opening degree. When the driver depresses the accelerator pedal 1 to accelerate the vehicle, the control circuit 1
6, the amplifier 3 amplifies the accelerator opening signal a corresponding to the amount of pedal depression with an amplification degree k1 , and the differential amplifier 4 amplifies the difference between the output b of the amplifier 3 and the throttle opening feedback signal d ( b-d), and the pulse width setter 5 calculates the magnitude of the calculated value |b
- Set the pulse width according to d|. At the same time, the polarity determining circuit 6 determines whether the polarity of the output of the differential amplifier 4 is positive or negative, that is, whether it is during acceleration or deceleration, but in this case, since it is during acceleration, it does not generate the determination signal f. Therefore, the output of the pulse width setter 5 is sent to the polarity inversion circuit 7 as the first drive signal with its polarity unchanged.
The DC motor 8 rotates forward in response to the first drive signal and opens the throttle valve 9 at a speed corresponding to the rate of change in the amount of depression of the accelerator pedal 1. In this way, the throttle valve 9 opens to an opening degree corresponding to the amount of depression of the accelerator pedal 1, and the amount of air intake into the engine increases accordingly, causing the engine speed to increase as well, allowing the vehicle to reach the desired speed. This results in smooth acceleration.
また運転者が自動車を減速させるためにアクセ
ルペダル１の踏力を弱め、該ペダル１を戻した場
合、制御回路１６において差動増幅器４の出力
（ｂ−ｄ）が負となるため、今度は極性判別回路
６は判別信号ｆを極性反転回路７に加え、該極性
反転回路７はパルス幅設定器５の出力を負に反転
しそれを第１の駆動信号として出力する。すると
この場合はDCモータ８は第１の駆動信号に応じ
て逆回転し、スロツトル弁９はそのときのアクセ
ルペダル１の踏込量に応じた開度まで緩やかに閉
じていき、これによつて自動車は所望の速度まで
滑らかに減速される。 Further, when the driver weakens the force on the accelerator pedal 1 to decelerate the car and returns the pedal 1, the output (b-d) of the differential amplifier 4 becomes negative in the control circuit 16, so the polarity The discrimination circuit 6 applies the discrimination signal f to the polarity inversion circuit 7, which inverts the output of the pulse width setter 5 to a negative value and outputs it as a first drive signal. In this case, the DC motor 8 rotates in the reverse direction in response to the first drive signal, and the throttle valve 9 gradually closes to an opening degree that corresponds to the amount of depression of the accelerator pedal 1 at that time. is smoothly decelerated to the desired speed.
このように本装置は、通常はスロツトル弁９を
アクセルペダル１の踏込量の変化速度に応じた速
度で開閉するため、エンジン回転数はアクセルペ
ダル１の踏込量の変化速度に応じて増加又は減少
することとなり、これによつて自動車の上記踏込
量の変化速度に応じて加速又は減速されることと
なる。 In this way, since this device normally opens and closes the throttle valve 9 at a speed that corresponds to the rate of change in the amount of depression of the accelerator pedal 1, the engine speed increases or decreases depending on the rate of change in the amount of depression of the accelerator pedal 1. As a result, the vehicle is accelerated or decelerated in accordance with the rate of change in the amount of depression of the vehicle.
ところでエンジンの冷機時においてアクセルペ
ダル１を急激に踏込んだような場合、上述のよう
にスロツトル弁９をアクセルペダル１の踏込量の
変化速度に応じた速度で開くと、エンジンの息つ
きが発生しやすいという問題があるが、本装置で
は、このような問題は次のように解消される。即
ち、水温センサ１３はエンジンの冷却水温度を検
出しており、制御回路１６においては、比較器１
４は水温センサ１３の出力と設定値E2とを比較
するが、エンジンの冷機時には冷却水温度は設定
値E2より低く、比較器１４の出力は“１”とな
る。また微分回路１１はアクセル開度信号ａを微
分してアクセルペダル１の踏込量の変化速度を検
出し、該微分回路１１の出力は比較器１２で設定
値E1と比較されるが、この場合踏込量の変化速
度は設定値E1以上であることから、比較器１２
の出力も“１”となる。この両比較器１２，１４
の出力はAND回路１５に加えられ、該AND回路
１５は増幅制御信号ｃを発生し、増幅器３はアク
セル開度信号ａを増幅度k2で増幅する。するとこ
の場合、制御回路１６は上記第１の駆動信号より
小さい第２の駆動信号をDCモータ８に加え、ス
ロツトル弁９はゆるやかな速度で開いていく。そ
してアクセルペダル１が所望の踏込量近傍までく
ると、その踏込量の変化速度は小さくなつて、
AND回路１５は増幅制御信号ｃの発生を停止し、
増幅器３の増幅度はk2からk1に戻り、その出力ｂ
は大きくなる。このときスロツトル弁９の開度は
まだアクセルペダル１の踏込量に応じた開度以下
であるため、スロツトル弁９は該踏込量に応じた
開度まで急激に開くこととなる。このようにスロ
ツトル弁９はゆつくりと開いていつて最後に急激
に開き、エンジンの吸入空気量もゆつくりと増加
していつて最後に急激に増加することとなり、こ
れにより燃料の供給は吸入空気量が緩やかに増加
している際にこれに追従して増加するため、混合
気の空燃費はそれほどリーン化することはなく、
従つて失火によるエンジンの息つきもほとんど発
生することはない。またスロツトル弁９を最後に
大きく開くようにしているため、エンジンの加速
性はそれほど悪化することはない。 By the way, when the accelerator pedal 1 is suddenly depressed when the engine is cold, if the throttle valve 9 is opened at a speed corresponding to the rate of change in the amount of depression of the accelerator pedal 1 as described above, the engine will breathe. However, with this device, this problem is solved as follows. That is, the water temperature sensor 13 detects the engine cooling water temperature, and in the control circuit 16, the comparator 1
4 compares the output of the water temperature sensor 13 with the set value E2 . When the engine is cold, the coolant temperature is lower than the set value E2 , and the output of the comparator 14 becomes "1". Further, the differentiating circuit 11 differentiates the accelerator opening signal a to detect the rate of change in the amount of depression of the accelerator pedal 1, and the output of the differentiating circuit 11 is compared with the set value E1 by the comparator 12, but in this case Since the rate of change in the amount of depression is greater than the set value E1 , the comparator 12
The output of is also "1". Both comparators 12 and 14
The output of is applied to an AND circuit 15, which generates an amplification control signal c, and an amplifier 3 amplifies the accelerator opening signal a by an amplification degree k2 . In this case, the control circuit 16 applies a second drive signal smaller than the first drive signal to the DC motor 8, and the throttle valve 9 opens at a slow speed. When the accelerator pedal 1 approaches the desired amount of depression, the rate of change in the amount of depression decreases.
The AND circuit 15 stops generating the amplification control signal c,
The amplification degree of amplifier 3 returns from k 2 to k 1 , and its output b
becomes larger. At this time, the opening degree of the throttle valve 9 is still less than the opening degree corresponding to the amount of depression of the accelerator pedal 1, so the throttle valve 9 suddenly opens to the degree of opening corresponding to the amount of depression of the accelerator pedal 1. In this way, the throttle valve 9 opens slowly and finally opens suddenly, and the intake air amount of the engine also increases slowly and finally suddenly increases. The air-fuel ratio of the air-fuel mixture does not become much leaner, as it increases to follow the gradual increase in fuel consumption.
Therefore, engine suffocation due to misfire hardly occurs. Furthermore, since the throttle valve 9 is opened wide at the end, the acceleration performance of the engine does not deteriorate much.
また第２図は本発明の第２の実施例を示す。図
において、第１図と同一符号は同図と同一のもの
を示し、１７はアクセル開度信号ａを増幅度k1で
増幅する増幅器、１８は通常はパルス信号のパル
ス幅Ｗを差動増幅器４の出力に応じたパルス幅
W1（第３図の実線参照）に設定し、AND回路１
５の信号“１”を受けている間はパルス信号を通
常の場合より小さいパルス幅W2（第３図の１点鎖
線参照）に設定するパルス幅設定器である。 FIG. 2 also shows a second embodiment of the invention. In the figure, the same reference numerals as those in FIG . Pulse width according to output of 4
Set W 1 (see solid line in Figure 3), AND circuit 1
This is a pulse width setting device that sets the pulse signal to a smaller pulse width W 2 (see the one-dot chain line in FIG. 3) while receiving the signal "1" of No. 5 than in the normal case.
このように制御回路１６′は、冷機時であつて
アクセルペダル１の踏込量の変化速度の早い場合
には、フイードバツク制御の制御利得（応答性）
を低下させることによつてスロツトル弁９を開く
変化速度を遅くするものであつてもよく、本実施
例においても上記実施例と同様に、エンジンの冷
機時における急なアクセル操作によるエンジンの
息つきの発生を防止できる。 In this way, the control circuit 16' controls the control gain (responsiveness) of the feedback control when the engine is cold and the rate of change in the amount of depression of the accelerator pedal 1 is fast.
The rate of change in opening the throttle valve 9 may be slowed down by lowering the throttle valve 9. In this embodiment, as in the above embodiment, the engine sluggishness due to sudden accelerator operation when the engine is cold can be reduced. Occurrence can be prevented.
また第４図は本発明の第３の実施例を示す。図
において、第１図と同一符号は同図と同一のもの
を示し、１９は増幅器３の出力ｂに応じて第１又
は第２の駆動信号を出力する駆動回路、２０は第
１又は第２の駆動信号を受けてスロツトル弁９を
開閉する比例ソレノイド（アクチユエータ）、２
１は回路３，１１，１２，１４，１５，１９によ
つて構成された制御回路である。 Further, FIG. 4 shows a third embodiment of the present invention. In the figure, the same reference numerals as in FIG. a proportional solenoid (actuator) that opens and closes the throttle valve 9 in response to a drive signal;
1 is a control circuit composed of circuits 3, 11, 12, 14, 15, and 19.
このようにスロツトル弁９の開閉制御は上記第
１、第２の実施例のようなフイードバツク制御で
なくてもよく、又スロツトル弁９を開閉するアク
チユエータとしては比例ソレノイド２０を用いて
もよく、本実施例においても上記２つの実施例と
同様の効果を得ることができる。 In this way, the opening/closing control of the throttle valve 9 need not be feedback control as in the first and second embodiments, and the proportional solenoid 20 may be used as the actuator for opening/closing the throttle valve 9. In this embodiment, the same effects as in the above two embodiments can be obtained.
なお上記３つの実施例では制御回路をハード回
路によつて構成したが、この制御回路は勿論マイ
クロコンピユータを用いてソフト構成してもよ
い。またエンジンの冷機時でかつ急なアクセル操
作時における増幅器の増幅度k2は通常運転時の増
幅度k1より小さい範囲内でアクセル開度信号に応
じて変えるようにしてもよい。またエンジン温度
はエンジンの冷却水からではなく、エンジンの排
気系から検出するようにしてもよい。 In the three embodiments described above, the control circuit is configured by a hard circuit, but the control circuit may of course be configured by software using a microcomputer. Further, the amplification degree k 2 of the amplifier when the engine is cold and when the accelerator is suddenly operated may be changed according to the accelerator opening signal within a range smaller than the amplification degree k 1 during normal operation. Further, the engine temperature may be detected not from the engine cooling water but from the engine exhaust system.
以上のように本発明によれば、電気制御方式の
エンジンのスロツトル弁制御装置においてはスロ
ツトル弁のアクチユエータに加える電気信号を適
宜信号処理することによつてアクセルペダルの踏
込みに対するスロツトル弁の開閉制御特性を所望
の特性に設定することが可能であるという点に着
目し、エンジンの冷機時でかつ急激にアクセルペ
ダルを踏込んだような場合にはスロツトル弁を開
く速度を、冷間時以外の同じアクセル踏込速度状
態におけるスロツトル弁開速度よりも遅くするよ
うにしたので、加速性をそれほど悪化させること
なく、エンジンの息つきの発生を防止できる効果
がある。 As described above, according to the present invention, in an electrically controlled engine throttle valve control device, the opening/closing control characteristics of the throttle valve in response to the depression of the accelerator pedal are controlled by appropriately processing the electric signal applied to the actuator of the throttle valve. We focused on the fact that it is possible to set the throttle valve to a desired characteristic, and when the engine is cold and the accelerator pedal is suddenly depressed, the throttle valve opening speed is set to the same speed as when the engine is cold. Since the opening speed of the throttle valve is set to be slower than the opening speed of the throttle valve when the accelerator is depressed, it is possible to prevent the engine from breathing without significantly deteriorating the acceleration performance.
第１図は本発明の一実施例によるエンジンのス
ロツトル弁制御装置の回路構成図、第２図は本発
明の第２の実施例によるエンジンのスロツトル弁
制御装置の回路構成図、第３図は上記装置のパル
ス幅設定器１８の出力特性を示す図、第４図は本
発明の第３の実施例の回路構成図である。
１……アクセルペダル、２……アクセル開度検
出器、８……DCモータ（アクチユエータ）、９…
…スロツトル弁、１３……水温センサ、１６，１
６′……制御回路、２０……比例ソレノイド（ア
クチユエータ）、２１……制御回路。
FIG. 1 is a circuit diagram of a throttle valve control device for an engine according to an embodiment of the present invention, FIG. 2 is a circuit diagram of a throttle valve control device for an engine according to a second embodiment of the invention, and FIG. FIG. 4, which is a diagram showing the output characteristics of the pulse width setter 18 of the above device, is a circuit configuration diagram of a third embodiment of the present invention. 1... Accelerator pedal, 2... Accelerator opening detector, 8... DC motor (actuator), 9...
...Throttle valve, 13...Water temperature sensor, 16,1
6'... Control circuit, 20... Proportional solenoid (actuator), 21... Control circuit.
Claims (1)
度信号を出力するアクセル開度検出器と、エンジ
ン温度を検出する温度検出器と、該温度検出器の
検出信号及び上記アクセル開度信号を受けて上記
エンジン温度及び上記アクセルペダルの踏込量の
変化速度をそれぞれの設定値と比較し通常はスロ
ツトル弁を上記踏込量の変化速度に応じた速度で
開く第１の駆動信号を発生し上記エンジン温度が
設定値以下でかつ上記踏込量の変化速度が設定値
以上のときは、上記第１の駆動信号による同一の
アクセル踏込量の変化速度に対するスロツトル弁
開速度よりも緩やかに上記スロツトル弁を開く第
２の駆動信号を発生する制御回路と、上記第１又
は第２の駆動信号を受けて上記スロツトル弁を開
閉するアクチユエータとを備えたことを特徴とす
るエンジンのスロツトル弁制御装置。1. An accelerator opening detector that outputs an accelerator opening signal according to the amount of depression of the accelerator pedal, a temperature detector that detects engine temperature, and an accelerator opening detector that outputs an accelerator opening signal according to the amount of depression of the accelerator pedal; The engine temperature and the rate of change in the amount of depression of the accelerator pedal are compared with their respective set values, and a first drive signal is generated that normally opens the throttle valve at a speed corresponding to the rate of change in the amount of depression, and the engine temperature is set. When the speed of change in the amount of accelerator pedal depression is equal to or less than the set value and the rate of change of the amount of accelerator pedal depression is equal to or greater than the set value, the second drive signal opens the throttle valve more slowly than the throttle valve opening speed for the same rate of change in the amount of accelerator depression caused by the first drive signal. A throttle valve control device for an engine, comprising: a control circuit that generates a drive signal; and an actuator that opens and closes the throttle valve in response to the first or second drive signal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12039282A JPS5910752A (en) | 1982-07-09 | 1982-07-09 | Engine throttle valve controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12039282A JPS5910752A (en) | 1982-07-09 | 1982-07-09 | Engine throttle valve controller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5910752A JPS5910752A (en) | 1984-01-20 |
| JPH042787B2 true JPH042787B2 (en) | 1992-01-20 |
Family
ID=14785067
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12039282A Granted JPS5910752A (en) | 1982-07-09 | 1982-07-09 | Engine throttle valve controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5910752A (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61171843A (en) * | 1985-01-24 | 1986-08-02 | Mazda Motor Corp | Throttle-valve controller for engine |
| JPH0672563B2 (en) * | 1986-04-28 | 1994-09-14 | マツダ株式会社 | Engine throttle control device |
| JPH0656113B2 (en) * | 1986-04-28 | 1994-07-27 | マツダ株式会社 | Engine throttle control device |
| JPS62294743A (en) * | 1986-06-12 | 1987-12-22 | Mazda Motor Corp | Control device for throttle valve of engine |
| JP2579908B2 (en) * | 1986-07-03 | 1997-02-12 | マツダ株式会社 | Engine throttle valve control device |
| JPS6368736A (en) * | 1986-09-09 | 1988-03-28 | Nissan Motor Co Ltd | Fuel injection control device for internal combustion engine |
| JPS6419138A (en) * | 1987-07-14 | 1989-01-23 | Mazda Motor | Intake device for engine |
| JP2754753B2 (en) * | 1989-06-26 | 1998-05-20 | 株式会社デンソー | Control device for internal combustion engine |
-
1982
- 1982-07-09 JP JP12039282A patent/JPS5910752A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5910752A (en) | 1984-01-20 |
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