JPH05306636A - Throttle valve control device of engine - Google Patents

Abstract

PURPOSE:To provide the throttle valve control device of an engine capable of certainly coping with system fuel regardless of any accelerating operation. CONSTITUTION:A throttle valve control device is provided with a first member 3 interlocked to an accelerator 1, a second member 7 interlocked to a throttle valve 10, a third member 15 driven by a motor 8, an accelerator opening detecting means 5 for detecting accelerator opening according to movement of the first member 3, and a throttle valve opening detecting means 11 for detecting the opening degree of the throttle valve 10 according to following of the second member 7. And also it is provided with a means for judging fuel condition in the case where the opening of the accelerator 1 is nearly equal to that of the throttle valve 10, and the opening of the accelerator 1 is changed in opening direction.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine throttle valve control device, and more particularly to an engine throttle valve control device configured to control a throttle valve opening degree according to an accelerator opening degree through the control device. ..

[0002]

2. Description of the Related Art Conventionally, it has been known to perform a throttle valve opening control according to an accelerator opening (hereinafter referred to as a throttle valve control), which is performed depending on an engine operating condition. Various proposals have been made for implementing such optimum control. By the way, for throttle valve control,
A bypass valve that performs a control function that sets the idle speed, a dashpot that functions to absorb and absorb the sudden movement of the accelerator, an actuator that performs a vehicle speed control function such as auto cruise, and a second throttle that performs traction control. A valve control means or the like is usually required, but a configuration including all of the above components is very large.

Then, for example, Japanese Patent Laid-Open No. 64-41625.
A first proposal has been made to perform throttle valve control according to the accelerator opening degree and to cope with an abnormality occurrence as in Japanese Patent Publication No. JP-A-2003-242977. According to the proposal, a throttle valve opening / closing shaft for opening / closing a throttle valve is provided. While transmitting the rotation amount according to the accelerator opening, the motor output shaft is connected to this opening / closing shaft via an electromagnetic clutch, and the opening / closing control of the throttle valve is based on the rotation control of the motor under the control of the control device. While controlling the opening of the throttle valve, the output of the engine is sharply reduced when an abnormality such as a system failure occurs in the control state of the control device or each control device.

Further, in the throttle valve control, in order to cope with a system failure of the electric control system, it is also necessary to have a structure in which the accelerator pedal and the throttle valve can be mechanically connected at the time of the failure, so that the accelerator opening degree is conventionally used. Another proposal has been made in which a restricting means is provided so that the throttle is not controlled to be opened. However, in order to perform the idle rotation speed control function based on the rotation control of the motor under the control of the control device, delicate control of the motor is required in a range close to the idle rotation speed. In the proposal, since the throttle valve control is performed via the electromagnetic clutch, there is a problem that it is difficult or impossible to implement. Further, according to the second proposal, since the control in the opening direction cannot be performed, there is a problem that, for example, only the control in the closing direction can be performed during the traction control, and the function is halved.

Therefore, the first urging force that urges the accelerator in the returning direction is obtained in conjunction with the accelerator, and
A first member having a restricting portion, and a second member that is arranged to interlock with the throttle valve and follow the restricting portion.
Driven by a member and a motor connected to the control device,
And a third member that restricts the second member from the opening direction side of the throttle valve, a second biasing force that causes the second member to follow the third member, and a third member that biases the third member in the opening direction of the throttle valve. The applicant of the present application has proposed a throttle valve control device for an engine having three urging forces.

According to the present proposal, the actual accelerator opening degree is detected by the accelerator opening degree detecting means in accordance with the movement of the first member,
The throttle valve opening degree is detected by the throttle valve opening degree detecting means in accordance with the follow-up of the second member with respect to the first member, and the throttle valve opening degree is appropriately controlled according to the accelerator opening degree detection, while the accelerator is opened. In order to deal with a system failure in an electronic control system including the opening degree detecting means and the throttle valve opening degree detecting means, a first member interlocked with an accelerator pedal and a second member interlocked with a throttle valve when a failure occurs It is possible to mechanically connect and, and to set an emergency measure (limp mode).

On the other hand, from the above-mentioned relative positional relationship between the first member and the second member, the opening degree detection value by the accelerator opening degree detecting means connected to the first member is determined by the throttle valve opening degree connected to the second member. When it is larger than the opening degree detection value by the detection means, it is determined that the operation is normal. Further, when the opening degree detection value by the accelerator opening degree detection means is smaller than or equal to the opening degree detection value by the throttle valve opening degree detection means connected to the second member, the system failure is judged. ing.

[0008]

However, at the time of detecting each of the above-described opening degrees, the speed of movement of the third member by the motor is sufficiently high while the accelerator, which has been opened in advance, is being suddenly operated to be fully closed. As a result of the occurrence of a state in which the accelerator opening cannot be followed, the detected opening value of the accelerator opening detection means is the second value.
The detected opening value is smaller than the detected opening value of the throttle valve opening detecting means connected to the member, or the first member and the second member come into contact with each other, so that the detected opening value becomes equal. It has been discovered that there is a problem that false detection occurs as a failure occurs.

Also, after detecting the occurrence of the system failure, when the driving of the third member by the motor is stopped and the mode is changed to the limp mode by the action of the third biasing force, there is a problem that the mode is suddenly changed to the limp mode. It has been found. Therefore, the engine throttle valve control device of the present invention is intended to solve the above-mentioned problems,
An object of the present invention is to provide an engine throttle valve control device capable of reliably responding to a system failure regardless of accelerator operation. Another object of the present invention is to provide a throttle valve control device for an engine that can gently shift to the limp mode after a system failure.

[0010]

[Means for Solving the Problems] and

In order to solve the above problems and achieve the object, the present invention has the following constitutions. That is, a first member having a first urging force that interlocks with the accelerator to urge the accelerator in the return direction and has a restricting portion, a second member that interlocks with the throttle valve and follows the restricting portion, and a control device A third member that is driven by a connected motor to restrict the second member from the opening direction side of the throttle valve, a second biasing force that causes the second member to follow the third member, and a third member that opens the throttle valve in the opening direction. A throttle valve control device for an engine, comprising: a third urging force for urging an accelerator opening detecting means for detecting an accelerator opening according to a movement of a first member; The throttle valve opening detection means for detecting the throttle valve opening according to the above is provided, and when the accelerator opening is substantially equal to the throttle valve opening and the accelerator opening is changing in the opening direction, the determination means causes a failure. To determine the state, serves the fail state to ensure that the determination that regardless of the accelerator operation how.

Further, preferably, after receiving the judgment of the fail state, the support circuit gently drives the motor to bring the second member and the first member into contact with each other, and then, energizing the motor is stopped. Work to transition to limp mode.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. First, FIG. 1 is a model diagram of a throttle valve control device for an engine, all of which are shown in a plan view, and all the parts such as the up-down direction described below are based on this figure, and the actual direction is They do not necessarily match. Note that FIG. 1 is proposed by the applicant of the present application.

In the figure, the accelerator pedal 1 is provided so as to be able to transmit an operating force to a first member 3 via a link mechanism or the like, and the first member 3 can be moved upward in the drawing as indicated by the broken line. On the other hand, it is provided so as to be movable downward in the solid line. In addition, the above accelerator pedal 1
An accelerator idle switch 2 is provided in the middle of the link mechanism connected to the switch mechanism. By detecting the switch, an idle state in which the accelerator is not operated can be detected. A return spring 4 is stretched between the first member 3 and the vehicle body.
A detector for an accelerator opening sensor 5 provided on the vehicle body side is provided in order to constantly energize the vehicle in the closing direction and to obtain an electric output signal corresponding to the opening of the accelerator pedal 1. The first member 3 is further provided with a fast idle thermostat 6 so as to achieve idle up in cold weather.

Next, the second member 7 interlocks with the throttle valve 10 to open and close the throttle valve 10. The second member 7 moves upward in the drawing to open the throttle valve 10, while moving downward. And the closing portion 3 of the first member 3
The control in the idle state is performed in a state where the space E is maintained between a and the regulation portion 7a of the second member 7 as illustrated. The second member 7 is regulated when it moves in the closing direction by an adjustable closing limiter 13, while the rod spring 14 stretched between the third member 15 and the second member 7 The member 15 and the member 15 are brought into contact with each other as shown. Further, the opening of the throttle valve 10 can be detected by a throttle opening sensor 11, and the throttle switch 12
Enables motion detection.

On the other hand, the third member 15 is connected to a motor 8 which is connected to a control device which will be described later, and by driving the third member 15 in the vertical direction as shown in the figure, the third member 15 is driven. The opening / closing control of the throttle valve 10 is performed by vertically moving the second member 7 that is in the contact state. Further, a motor spring 9 is further stretched between the vehicle bodies on the third member 15 and urges the third member 15 so as to always move upward, so that the motor 8 is driven when the system fails. When the stop is forcedly stopped, the restricting portion 7a of the second member 7 which is in contact with the third member 15 becomes the restricting portion 3 of the first member 3.
The throttle valve 10 and the accelerator pedal 1 are mechanically connected to each other by a direct contact with a so as to prevent a situation in which the vehicle cannot be moved. This is called a limp mode. After this, the system failure can be repaired by allowing operation to a repair shop.

FIG. 2 is a block diagram of FIG. 1 and shows the system of the limp mode at the time of system failure. In this figure, when the system fails, the motor 8
When the driving of the second member is forcibly stopped, the third member 15 and the second member 15
As a result of "= mechanical drive system =" being formed between the accelerator pedal 1 and the throttle valve 10 in a relationship where the member 7 and the first member 3 are in direct contact with each other as described above, the limp mode can be supported. ..

Further, during normal operation, it can be controlled by "= electronic control system =" formed between the accelerator pedal 1 and the throttle valve 10. For this purpose, the electronic control system connects the ECU 101 with the accelerator opening sensor 5, the throttle opening sensor 11, the accelerator idle switch 2, and the throttle fast switch 12, as well as the EGI controller 102 and the backup circuit 105. The throttle valve 1 via the third member 15.
The motor drive circuit 108 for opening and closing 0 is backed up. While the electronic control system with the above configuration controls the throttle valve opening according to the accelerator opening during normal operation, it backs up when a system failure described later occurs in each sensor, switch, motor, CPU, etc. By the action of the circuit 105, the motor drive is stopped so that the limp mode can be entered.

Next, FIG. 3 is an explanatory view in which the accelerator pedal 1 is operated in a sudden closing direction in the model diagram of the engine throttle valve control device of FIG. 1, and the accelerator pedal 1 which has been opened in advance is shown. Shows a state in which the moving speed of the third member 15 by the motor 8 cannot sufficiently follow the movement of the second member 7 when the valve is rapidly closed. In other words, when the foot is released from above the accelerator pedal 1, the pulling action of the return spring 4 causes the first member 3 to rapidly move in the closing direction, and the accelerator opening sensor 5 detects the opening. In addition, the second member 7 suddenly narrows the gap E formed between the restricting portions 3a and 7a due to the abrupt movement of the first member 3 in the closing direction. The second member 7 moves further in the closing direction due to the impact at the time of contact. At this time, the motor 8 tries to move the third member 15 in the closing direction.
Due to the influence of the time constant of the drive circuit and the like, the contact state between the third member 15 and the second member 7 cannot be maintained, and the interval H is generated.

Therefore, in the above state, the detected value of the accelerator opening by the accelerator opening sensor 5 is smaller than the detected value by the throttle opening sensor 11 connected to the second member, or A state in which the opening detection values become equal to each other occurs because the first member and the second member contact each other. Therefore, the detected value of the accelerator opening by the accelerator opening sensor 5, which is inconsistent with the relative positional relationship between the first member 3 and the second member 7, is the detected value by the throttle opening sensor 11 connected to the second member. If it is detected that the system failure is smaller than the above, or if the opening detection values are equal, the system failure cannot be detected.

Therefore, a control example for preventing the erroneous detection of the system failure by determining the system failure occurrence immediately after the first member 5 moves in the opening direction away from the second member 7 or immediately after the first member 5 moves in the opening direction will be described below. State. FIG. 4 is a flow chart for shifting from the system failure determination to the limp mode. In this figure, the system failure determination is started in step S1 and proceeds to step S2, where the accelerator opening sensor 5 provided in the first member 3 is used. Actual opening,
The actual opening is compared by the throttle opening sensor 11 provided in the second member 7, and it is determined whether the accelerator opening detection value is smaller than or equal to the throttle opening detection value. If it is determined in step S2 that they are smaller than or equal to each other, the process shifts to the normal mode in step S11.

On the other hand, if it is determined in step S2 that the actual opening degree by the accelerator opening sensor 5 is smaller than or equal to the actual opening degree by the throttle opening sensor 11, the routine proceeds to step S3, where the accelerator opening sensor 5 It is determined whether or not the actual opening degree is detected by the throttle opening degree sensor 11 (the differential value of each detected value is positive) in the opening direction (the differential value of each detected value is negative). If it is detected, the state is judged to be the state in FIG. 3 described above, and the normal mode of step S11 is entered.

If it is determined in step S3 that the differential value is detected in the opening direction in which the differential value is positive, the fail mode is determined in step S4. After that, when the driving of the third member 15 by the motor 8 is stopped to shift to the limp mode by the action of the motor spring 9 (FIG. 1) that generates the third biasing force, it is necessary to suddenly shift to the limp mode. To prevent this, the process proceeds from step S4 to step S5, the operation of the normal mode by the ECU 101 is stopped, and the backup circuit 105 of the support circuit 105 is stopped.
Is automatically switched to (step S6), and after the driving of the motor 8 is stopped, gentle driving in the closing direction is performed.
The restriction portions of the member 3 and the second member 7 are brought into contact with each other. After that, when the accelerator idle switch 2 is turned on to enter the idle state, the drive current to the motor 8 is cut and the mechanical (limp) mode of step S9 is entered to complete the process (step S10).

Next, FIG. 5 shows a flow chart for shifting to the fail mode, which is a flow chart to be executed other than the detection of the actual opening by the accelerator opening sensor 5 and the throttle opening sensor 11. In this figure, in step S20, the value obtained by subtracting the previous accelerator opening from the current accelerator opening is larger than a predetermined value a, and the value obtained by subtracting the previous throttle opening from the current throttle opening is smaller than a predetermined value b. If it is larger, the mode shifts to the fail mode in step S25, and if the difference between the opening degrees is smaller than the predetermined value in step S20, step S2 is executed.
1, the accelerator idle switch 2 is turned on, the accelerator opening is larger than the predetermined value c, the throttle switch 12 is turned on, and the throttle opening is larger than the predetermined value d. The mode shifts to the fail mode of S25.

When the condition of step S21 is not satisfied, the process proceeds to step S22, and it is judged whether the accelerator input signal value and the throttle input signal value are between the predetermined value e and the predetermined value f, If there is, step S2
5 is switched to the fail mode. If it is not within the predetermined value, the process proceeds to step S23, and the absolute values of the throttle control signal output g and the stottle input signal k are set to the predetermined value i.
If it is determined that they are greater than or equal to>, and if they are satisfied, the process proceeds to step S25 and the fail mode is entered.

When the condition of step S23 is not satisfied, the routine proceeds to step S24, where the accelerator input signal value is larger than the predetermined value j and the maintenance state time is larger than the predetermined value k and the throttle switch is turned on. In step S25, the process goes to the fail mode. On the other hand, if the condition of step S24 is not satisfied, it is determined that there is no failure and the process returns (step S26).

The above failure determination is executed before the above system failure determination based on FIG. 4 to detect an abnormality.
As described above, the configuration can be simplified, system failure can be dealt with, and system failure can be reliably dealt with regardless of whether the accelerator operation is open or closed. In addition, it is possible to gently transition to limp mode after a system failure.

[0027]

As described above, according to the present invention, the configuration of the entire apparatus can be simplified, system failure can be dealt with, and system failure can be reliably dealt with regardless of accelerator operation. A throttle valve control device for an engine can be provided. Further, it is possible to provide a throttle valve control device for an engine that can gently shift to the limp mode after a system failure.

[Brief description of drawings]

FIG. 1 is a model diagram of a throttle valve control device for an engine.

FIG. 2 is a block diagram of FIG. 1 and shows a system of a limp mode at a system failure.

FIG. 3 is an explanatory diagram in which an accelerator is operated in a sudden closing direction in a model diagram of a throttle valve control device for an engine.

FIG. 4 is a flowchart in which a system failure determination is performed and a limp mode is entered.

FIG. 5 is a control flow chart for system fail determination.

[Explanation of symbols]

 1 accelerator pedal, 3 1st member, 5 accelerator opening sensor, 7 2nd member, 8 motor, 10 throttle valve, 11 throttle opening sensor, 101 ECU.

Claims (2)

[Claims] 1. A first member having a restricting portion which obtains a first biasing force which is interlocked with an accelerator and biases the accelerator in a returning direction, and a second member which interlocks with a throttle valve and follows the restricting portion. A third member that is driven by a motor connected to a control device to restrict the second member from the opening direction side of the throttle valve; a second biasing force that causes the second member to follow the third member; A throttle valve control device for an engine, comprising a third urging force for urging a third member in the opening direction of a throttle valve, the accelerator opening degree detecting an opening degree of an accelerator according to a movement of the first member. A detection means; and a throttle valve opening detection means for detecting a throttle valve opening according to the follow-up of the second member, wherein the accelerator opening and the throttle valve opening are substantially equal and the accelerator opening is Open A throttle valve control device for an engine, comprising: a determining means for determining a fail state when the engine is changing in a positive direction. 2. A support circuit which, upon receiving the judgment of the fail state, gently drives the motor to bring the second member and the first member into contact with each other and then stops energization to the motor. The engine throttle valve control device according to claim 1, further comprising: