JPH057549B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for a throttle valve provided in an intake passage of an engine.

[Conventional technology]

Conventionally, a throttle valve installed in an intake passage of an engine is driven by a wire connected to an accelerator pedal.

[Problem that the invention seeks to solve]

However, in such a conventional direct-actuation type (mechanical link type) throttle valve control device,
There are problems such as poor responsiveness due to play in the wires, and poor accelerator pedal feeling due to twisted or corroded wires.

On the other hand, as shown in Japanese Utility Model Application Publication No. 61-7431, a system has been proposed in which the throttle valve is driven using the accelerator position as an input signal.
In each case, the relationship between the accelerator pedal and the throttle valve is such that the opening degree of the throttle valve corresponds to the amount of depression of the accelerator pedal (1:1).
There is a drawback that drivability etc. cannot be sufficiently improved.

The present invention aims to solve these problems, and is designed to sufficiently improve drivability in a state where power is transferred between the vehicle engines, such as in a driving range. On the other hand, it is an object of the present invention to provide a throttle valve control device that can perform appropriate throttle valve control even when the vehicle is disconnected from the engine, such as in a non-driving range.

[Means for solving problems]

Therefore, the throttle valve control device of the present invention includes a throttle valve installed in an intake passage of a vehicle engine, an actuator that drives the throttle valve to adjust its opening degree, and an actuator that operates according to the movement of an operating member. an operating section that outputs a signal, and an acceleration that outputs a command acceleration signal corresponding to the operating signal from the operating section in order to output a first control signal to the actuator in response to the operating signal from the operating section. a command means, which compares a detection signal from an acceleration detection means for detecting acceleration of the vehicle with a command acceleration signal from the acceleration command means, and sends the first actuator to the first actuator so that the actual acceleration of the vehicle becomes the command acceleration; A first control means is provided in a power transmission system between the vehicle and the engine, and is provided in a power transmission system between the vehicle and the engine, and is provided in a power transmission system between the vehicle and the engine. The operation of the power transmission system is controlled so as to obtain a first control mode in which driving power is transmitted and a second control mode in which power for vehicle substitution is not transmitted from the engine to the vehicle. power transmission control means; operating state detection means for detecting the operating state of the power transmission control means; a second control means for outputting a second control signal;
Based on the detection result of the operating state detection means, when the first control mode is obtained, the actuator is actuated by a first control signal output from the first means, and The present invention is characterized in that a switching means is provided for operating the actuator by a second control signal output from the second control means when the control mode is obtained.

[Effect]

In the throttle valve control device of the present invention described above, when power is transferred between the vehicle and the engine such as in the driving range, the throttle valve is controlled by the first control signal supplied from the first control means to the actuator. The opening degree of the actuator is controlled in accordance with the acceleration of the vehicle, while when the vehicle is disconnected from the engine such as in a non-driving range, a second control signal is supplied from the second control means to the actuator. The opening degree of the throttle valve is controlled in accordance with, for example, the engine speed and the throttle opening degree.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings. FIGS. 1 to 4 show a throttle valve control device as a first embodiment of the present invention, and FIG. 1 is a block diagram showing the main parts thereof. Figure 2 is a schematic diagram showing its overall configuration, Figures 3 a, b, and c are graphs to explain its action, Figure 4 is a flowchart showing its control procedure, and Figure 5 is This is a flowchart showing a control procedure of a throttle valve control device as a second embodiment of the invention, FIG. 6 is a flowchart showing a modification of the first and second embodiments, and FIG. FIG. 3 is a schematic explanatory diagram of a vehicle transmission used in another modification of the invention.

As shown in FIG. 2, in the first embodiment of the present invention, an intake passage 1 communicating with each combustion chamber of a multi-cylinder engine E for a vehicle equipped with a stepped automatic transmission 2 as a power transmission control means is provided. The intake passage 1 that is provided and communicates with each cylinder is connected to a surge tank (not shown) that constitutes the intake system _S1 , and this surge tank communicates with the upstream intake passage 3. .

A throttle valve 4 is interposed in the upstream intake passage 3, and the throttle valve 4 is connected to shafts 11, 1.
The opening degree is adjusted by an electric motor (step motor) 5 as an actuator via a pulley mechanism 18 interposed between the two.

The electric motor 5 is wired to receive control signals (first and second control signals) from the controller 6, and the amount of drive by the electric motor 5 is detected by a motor position sensor 7. It's summery.

Further, an air cleaner 8 is provided upstream of the throttle valve 4 in the upstream intake passage 3, and the air cleaner 8 is provided with a Karman vortex type air flow sensor 9 and an intake air temperature sensor 10.

Further, an injector 13 for injecting fuel is provided in the vicinity of the combustion chamber of the intake passage 1, that is, at each branch of the intake manifold.

In this way, the intake system S ₁ includes an intake passage 1, a surge tank, an upstream intake passage 3, a throttle valve 4, an electric motor 5, a motor position sensor 7, an air cleaner 8, a Karman vortex air flow sensor 9, and an intake air temperature sensor. 10 and an injector 13.

The controller 6 also includes an accelerator pedal depression sensor (accelerator position sensor) 14b that detects the depression amount of an accelerator pedal 14a as an operation member, an engine rotation speed sensor 15 that detects the engine rotation speed, and a cooling water temperature sensor for the engine E. A cooling water temperature sensor 16 that detects, a vehicle speed sensor 17, an idle switch that detects that the throttle valve 4 is in an idle state, and an acceleration of the vehicle (in particular,
An acceleration sensor (G sensor) 21 as an acceleration detection means that detects acceleration in the longitudinal direction), and a brake depression amount sensor 2 that detects the amount of depression of the brake pedal (or whether it is depressed or not).
2. Whether the gear is in the non-driving range (neutral range) [neutral (N) range and parking (P) range] or in the driving range [drive (D) range, 1st gear range, 2nd gear range, and reverse (R) range] ] are connected to an inhibitor switch 24, which serves as an operating state detection means.

Here, the accelerator pedal 14a and the accelerator pedal depression amount sensor 14b constitute an operation section 14 that outputs an operation signal according to the movement of the operation member, and the inhibitor switch 24 detects whether or not it is in the driving range. This constitutes a traveling range detection means.

In addition, the operating section with operating members includes a manually operated stake 25a and a stake position sensor 25b that outputs an operation signal according to the operating position of this stake 25a. The operating section 25 may be formed by combining a potentiometer (consisting of a potentiometer, etc.) (see FIG. 2).

By the way, as shown in FIG. 1, the controller 6 is a first control means for controlling the throttle valve.
CM1, second control means CM2 and switching means
Equipped with CM3.

The first control means CM1 controls the throttle valve 4 by making the amount of depression of the accelerator pedal 14a (or the amount of operation of the stay 25a) correspond to the acceleration when the vehicle is in the driving range, and the second control means M2
is not in driving range (when in non-driving range)
The throttle valve 4 is controlled by making the amount of depression of the accelerator pedal 14a (or the amount of operation of the stake 25a) correspond to the engine speed.

The switching means CM3 receives the detection signal from the inhibitor switch 24 and switches so that the first control signal corresponding to the acceleration from the first control means CM1 is output to the electric motor 5 when the vehicle is in the travel range. , when in the non-driving range, the second control means CM2 corresponds to the engine rotational speed.
The control signal is switched so that it is output to the electric motor 5.

Further, the first control means CM1 is provided with an acceleration command means 26 consisting of a memory or the like, and this acceleration command means 26 is equipped with an accelerator pedal depression amount sensor 14b (or a station position sensor 2).
The command acceleration αx of the vehicle corresponding to the access opening degree (accelerator pedal depression amount) (or stay position) x converted from 5b) into an electric signal is stored.

Further, the first control means CM1 includes an acceleration adjustment means 27 consisting of a comparator or the like, and this acceleration adjustment means 27 receives the actual acceleration αc detected from the acceleration sensor 21 and the command acceleration αx from the acceleration command means 26. A first feedback control signal is output to the electric motor 5 so that the actual acceleration αc of the vehicle becomes the commanded acceleration αx. Furthermore, the second control means CM2 includes an engine rotation speed command means 28 consisting of a memory or the like, and this engine rotation speed command means 26
is the commanded engine rotation speed Nx of the engine corresponding to the accelerator opening (accelerator pedal depression amount) (or stick position) x converted into an electrical signal from the accelerator pedal depression amount sensor 14b (or stake position sensor 25b). Remember.

Further, the second control means CM2 includes an engine speed adjustment means 29 consisting of a comparator or the like, and this engine speed adjustment means 29 compares the actual engine speed Ne detected from the engine speed sensor 15 with the engine speed. A second feedback control signal is output to the electric motor 5 so that the actual engine rotation speed Ne of the vehicle becomes the command engine rotation speed Nx by comparing the command engine rotation speed Nx from the rotation speed command means 28. It's getting old. In addition, the second control means CM2 also uses the accelerator opening degree (accelerator pedal depression amount) (or stay position) converted into an electrical signal from the accelerator pedal depression amount sensor 14b (or stay position sensor 25b). a throttle opening command means 30 that stores a commanded throttle opening θx corresponding to x;
The actual throttle opening θ detected by the throttle sensor 23 is compared with the command throttle opening θx from the throttle opening command means 30, and the throttle opening θ is adjusted to the electric motor 5 so that the throttle opening θ becomes the command throttle opening θx. The engine is equipped with a throttle opening adjustment means 31 that outputs a second feedback control signal, or receives signals from the engine speed sensor 15, throttle sensor 23, etc., and performs idle speed control in the same manner as in the past. A device equipped with an idle speed control means 32 for controlling the idle speed may be considered.

In addition to the throttle valve control means, the controller 6 also has the functions of fuel injection amount control means and ignition timing control means, but since the control of fuel injection and ignition timing is well known, a detailed explanation thereof will be omitted. . In addition, the reference numeral 19 in FIG. 2 indicates a propeller shaft, and the reference numeral 20 indicates a schematic wheel.

Since the throttle valve control device according to the first embodiment of the present invention is constructed as described above, as shown in FIG.
(or stick position sensor 25b) accelerator opening (or stick position) x,
Brake depression amount y from the brake depression amount sensor 22, actual acceleration αc from the acceleration sensor 21, and actual engine rotation speed from the engine rotation speed sensor 15.
Ne, the actual throttle opening θ from the throttle sensor 23, the detection signal corresponding to the vehicle speed Vc from the vehicle speed sensor 17, and the on/off signal from the inhibitor switch 24 are read into the controller 6 (step
a1), and then it is determined whether the vehicle is in the travel range (step a2). If it is a driving range, the next step
At a3, it is determined whether the brake pedal is depressed.

When the brake pedal is not depressed, it is determined whether the accelerator pedal 14a is depressed (or the stake 25a is operated) (step a4), and if the accelerator pedal 14a is depressed (or the stake 25a is operated). In steps a5 and a6, the commanded acceleration αx and the actual acceleration αc are compared with the acceleration αx corresponding to the accelerator opening (or the stake position) x, and the comparison value (difference) is calculated. (value of ), determine the drive amount ΔD of the throttle valve 4 so that the actual acceleration αc becomes the command acceleration αx (step a6), output this drive amount signal to the electric motor 5 as the first control signal, Feedback control is performed so that the throttle valve opening becomes the commanded acceleration αx (step a7).

In this way, the accelerator opening (or stake position) x commands acceleration. Furthermore, when the accelerator pedal 14a is not depressed (or when the stake 25a is not operated), the drive amount ΔD of the throttle valve 4 is set to zero in step a8 via the NO route from step a4, and the current throttle valve 4 is set to zero. A command is given to maintain the opening degree, and an output is sent to the electric motor 5 in step a7.

When the brake pedal is depressed, step a9,
At a10, a brake fluid pressure is commanded according to the amount y of the brake pedal depression, thereby operating the brake.

Then, the drive amount ΔD toward the closing side is set so that the throttle valve 4 is fully closed or the opening corresponds to the vehicle speed (step a11), and the output is output to the electric motor 5 in step a7.

In this way, the electric motor 5 is driven so that the drive amount ΔD of the throttle valve 4 is respectively set.

Therefore, according to this embodiment, by setting the fully closed (open) position of the accelerator pedal 14a (or the minimum (maximum) position of the stay 25a) to zero acceleration request, the acceleration as shown in FIG. 3a is achieved. , accelerator pedal 14a (or stay 25a)
is depressed (or operated) (see time range t ₀ - t ₁ , time range t ₄ - t ₅ ), the vehicle speed is
As shown in Fig. 3b, when the brake pedal is depressed (see time range _t2 to _t3 , time range _t6 to _t7 ), the vehicle speed increases as shown in Fig. 3b. It decreases as shown in c.

That is, deceleration is performed using the brake pedal.
Further, when both the accelerator pedal 14a (or the brake pedal 25a) and the brake pedal are not depressed (operated) (time range t ₁ ~
_t2 , time width _t5 to _t6 ), the vehicle speed becomes constant as shown in FIG.

Note that a branching step may be provided between step a3 and step a9 to detect the vehicle speed and the amount of brake pedal depression y;
When the amount of depression y is less than the predetermined amount of depression y ₀ , the throttle opening is fully closed and the engine is braked, and when the amount of depression y is greater than the predetermined amount of depression y ₀ , the throttle opening is fully closed and A brake mechanism may be configured to operate. In this case, at a predetermined vehicle speed or higher, for example, when the depression amount y is less than the predetermined depression amount y ₁ , the throttle opening is driven to the closing side and a deceleration state occurs, and the depression amount y becomes the predetermined depression amount y ₁ When the amount of depression is greater than or equal to the predetermined amount of depression y ₂ (>y ₁ ), the engine is braked, and when the amount of depression y is greater than or equal to the predetermined amount of depression, y ₂ , the throttle opening is fully closed and the brake mechanism is activated. It may be configured as follows.

In addition, in this embodiment, steps a9 and a10
It is not necessary to provide

By the way, if it is determined that the vehicle is in the non-driving range, as shown in steps a12, a13 and step a7, the accelerator opening (or stay position) is changed to the engine rotational speed (or throttle opening).
Control is performed in accordance with the

That is, the engine rotation speed Nx (or throttle opening θx) corresponding to the accelerator opening (or throttle position) x is read from the engine rotation speed command means 28 (or throttle opening command means 30) of the controller 6, and the command engine Rotation speed Nx
(or command throttle opening θx) (step
a12), then take the difference between the commanded engine speed Nx and the actual engine speed Ne (or the difference between the commanded throttle opening θx and the actual throttle opening θ), and calculate the actual engine speed Ne (or the actual throttle opening θ)
is the drive amount ΔD of the throttle valve 4 that matches the commanded engine rotation speed Nx (or commanded throttle opening θx)
is determined (step a13), and this drive amount signal is output as a second control signal to the electric motor 5, and the throttle valve 4 is driven to the opening that corresponds to the commanded engine rotation speed Nx (or commanded throttle opening θx). .

In this way, when in the non-driving range, the throttle valve 4 is controlled by making the accelerator opening (or stake position) x correspond to the engine speed and throttle opening. Effects or benefits can be obtained. In other words, if the throttle valve 4 is controlled by making the accelerator opening (or stay position) There is a risk that the engine will overspeed, but as mentioned above, in the non-driving range, the control signal is based on the second control signal that corresponds to the engine speed and throttle opening, which is different from the first control signal that corresponds to acceleration. Since the throttle valve 4 is controlled, the engine does not overspeed, and furthermore, racing operations can be performed in accordance with the amount of operation of the accelerator pedal 14a or the stay 25a.

Further, as shown in FIG. 5, according to the second embodiment of the present invention, the configuration is almost the same as that of the first embodiment, and the first control means CM1 has a different configuration from the first embodiment. In FIG. 5, the same reference numerals as in FIGS. 1 to 4 indicate substantially the same parts.

In this second embodiment, the accelerator pedal 14a
2 of the total stroke of (or stake 25a)
The accelerator opening degree (or stick position) x ₀ from the accelerator position sensor 14b (or stick position sensor 25b) at a position of about 1/2 of a second corresponds to zero acceleration request (i.e., maintaining the current vehicle speed). The acceleration command means 26 is set so as to.

In this embodiment, in step b1, the accelerator opening (or stake position) x, actual acceleration αc, actual engine speed Ne (or actual throttle opening θ), driving range, etc.
The amount of depression of the accelerator pedal 14a (or the position of the stake 25a) x is determined, and the accelerator pedal 14a (or the stake 25a) is at a predetermined position.
x ₀ (Here, the position is 1/2 of the total stroke)
being manipulated (or manipulated)
In this state, the drive amount ΔD of the throttle valve 4 is set to zero (step b4), a drive signal (first control signal) is output to the throttle actuator (step b5), and the vehicle is driven at a constant speed. If the pedal is further depressed from this pedal depression position during constant speed driving, an acceleration signal αx corresponding to the difference (x - x ₀ ) in the depression amount (or operation amount) is generated (step b6), and step b7.
Then, the commanded acceleration αx and the actual acceleration αc are compared, the drive amount ΔD of the throttle valve 4 is determined, and the process of step b5 is performed to accelerate the vehicle and set the depression (operation) position x ₀ when traveling at a constant speed. Therefore, if you reduce the amount of depression (operation amount), the difference in the amount of depression (operation amount) (x
-x ₀ ) is issued (steps b8 and b9), the command deceleration αx' and the actual reduction (acceleration) speed αc are compared, and the drive amount ΔD of the throttle valve 4 is determined. Then, the vehicle is decelerated by processing step b5.

These are feedback-controlled by the G sensor 21 as in the first embodiment.

When the desired speed is reached, the accelerator pedal 14a (or stake 25a) is operated until the acceleration request is zero, and the vehicle speed is maintained.

Note that when the brake pedal is depressed, the throttle opening is controlled to be zero (fully closed) or to an opening depending on the vehicle speed.

If it is determined that the vehicle is in the non-driving range, the accelerator opening (or stay position) is changed as shown in steps b10, b11 and step b5.
is controlled in accordance with the engine speed (or throttle opening).

That is, the engine rotation speed Nx (or throttle opening θx) corresponding to the accelerator opening (or throttle position) x is read from the engine rotation speed command means 28 (or throttle opening command means 30) of the controller 6, and the command engine Rotation speed Nx
(or command throttle opening θx) (step
b10), then take the difference between the commanded engine speed Nx and the actual engine speed Ne (or the difference between the commanded throttle opening θx and the actual throttle opening θ), and calculate the actual engine speed Ne (or the actual throttle opening θ)
is the drive amount ΔD of the throttle valve 4 that matches the commanded engine rotation speed Nx (or commanded throttle opening θx)
is determined (step b11), and this drive amount signal is output as a second control signal to the electric motor 5, and the throttle valve 4 is driven to the opening that corresponds to the commanded engine rotation speed Nx (or the commanded throttle opening θx). .

In this way, when in the non-driving range, the throttle valve 4 is controlled by making the accelerator opening (or stake position) x correspond to the engine speed and throttle opening. Effects or benefits can be obtained. In other words, even in the non-driving range, the accelerator opening (or stay position) x (decrease) is the same as in the driving range.
If the throttle valve 4 were controlled in response to acceleration, there is a risk that the engine would overspeed if the accelerator pedal 14a was pressed to a certain extent or the stay 25a was operated. Since the throttle valve 4 is controlled based on the second control signal that corresponds to the engine speed and throttle opening, unlike the first control signal that corresponds to the acceleration, the engine does not become overspeeded. In addition, racing operations can be performed in accordance with the amount of operation of the accelerator pedal 14a or stake 25a.

In addition, in the above-mentioned embodiment, if the idle speed control function (ISC function) such as first idle at low temperature and idle up by air conditioner is provided, a12 and a13 in FIG. 4 and b10 and b11 in FIG. Each step may be replaced with the steps shown in FIG. That is, in FIG. 6, first step a2 of FIG. 4 (FIG. 5)
Step if NO is determined in (b2)
At a15 (b15), the throttle valve, which can change depending on the engine operating state (e.g. engine cooling water temperature, operating state of the air conditioner compressor driven by the engine: this information is read in step a1 (b1)), is The target ISC opening θi is set, then in step a16 (b16) the target engine speed Ni during idling, which can change depending on the engine operating condition, is set, and then in step a17 (b17) the accelerator opening (or position)
It is determined whether or not X>0. If the determination in step a17 (b17) is NO, that is, if the driver does not request racing, the step is executed to control the idle rotation speed.
Step a18 (b18) is reached, and in this step a18 (b18), it is determined whether the conditions for performing rotation speed feedback control (that is, the engine is in a stable idle state) are satisfied, and if the feedback control is OK, In step a19 (b19), a comparison is made between the target engine speed Ni at idle and the actual engine speed Ne, and based on the comparison result, the drive amount ΔD of the throttle valve is determined, as shown in Fig. 4 (Fig. 5). Proceeds to step a7 (b5), and if it is determined in step a18 (b18) that feedback control is not possible (i.e., when the engine is in an unstable idle state, such as immediately after switching on the air conditioner), the process proceeds to step a20 (b20). ), the target ISC opening θi of the throttle valve and the actual throttle opening θ are compared, and the throttle valve drive amount ΔD is determined based on the comparison result.
Proceed to step a7 (b5) in Figure). On the other hand step
If YES is determined in a17 (b17), that is, if the driver requests racing, the throttle opening θx corresponding to the access opening X is commanded (set) in step a21 (b21), and then At step a22 (b22), the magnitude relationship between this θx and the target ISC opening θi is compared, and when θx≧θi, the process reaches step a23 (b23).
The commanded throttle opening θx and the actual throttle opening θ are compared, and the throttle valve drive amount ΔD is determined based on the comparison result.
Step a7 (b5) in Figure) is reached. On the other hand step
If θx<θi in a22 (b22), step a20
(b20). As a result, when the driver depresses the accelerator pedal beyond the required constant speed driving position, the throttle valve is driven in the opening direction according to the amount of pedal depression, and the engine races and the accelerator pedal moves to the constant speed required position. When the engine is in the position, an idle speed corresponding to the operating state of the engine can be obtained.

Note that when the accelerator pedal depression amount is small and the commanded throttle opening θx is smaller than the target ISC opening θi, the throttle opening is controlled to the target ISC opening to prevent the engine rotational speed from dropping.
In addition, in the modified example of FIG. 6, when commanding the engine speed Nx instead of commanding the throttle opening θx according to the accelerator opening, step a17 (b17 ) for YES
When it is determined, the engine speed Nx corresponding to the accelerator opening degree X is commanded (set) at step a24 (b24), and then the magnitude relationship between this Nx and the target engine speed Ni is determined at step a25 (b25). When Nx≧Ni, step a26 (b26) is reached. In step a26 (b26), the commanded engine speed Nx and the actual engine speed Ne are compared, and the throttle valve is adjusted based on the comparison result. The drive amount ΔD is calculated and the process proceeds to step a7 (b5) in FIG. 4 (FIG. 5).On the other hand, if Nx<Ni at step a25 (b25), the process proceeds to step a18 (b18). . In addition, in FIG. 6, step aK (K is a positive integer) indicates a step corresponding to the embodiment of FIG. 4, and step bK (K
is a positive integer) indicates steps corresponding to the embodiment of FIG.

In the above embodiment, the R range is included in the driving range, but the R range may be included in the non-driving range instead. In this case, the operation of a reverse switch to turn on a reverse lamp installed to make the driver of the following vehicle aware of the backward state of the vehicle, a switch to detect the shift lever position, or an element of an automatic transmission (clutch or brake). The detection results of a switch or the like that detects the state are used in addition to the detection results of the inhibitor switch. And like this R
If the range is included in the non-driving range side, P,
When in the N and R ranges, the second control means CM2 performs control, and at other times, the first control means CM1
Control is performed by

In the above embodiment, a stepped automatic transmission is provided as the power transmission control means, and a shift position detection means composed of an inhibitor switch is provided as the operating state detection means for detecting the operating state of the power transmission control means. However, in the case where a continuously variable transmission and a clutch are installed in the power transmission system between the engine and the vehicle, the clutch is considered as a power transmission control means, and a clutch that detects the engagement/disconnection state of the clutch is used. A switch may be provided as the operating state detection means.

That is, there is a vehicle equipped with a continuously variable transmission (CVT) as shown in FIG. 7. In FIG. 104
is connected to the drive shaft 104, and a first variable pulley 1 whose effective radius is variable is connected to the drive shaft 104.
05 is installed, and this first variable pulley 1
05, a cylinder mechanism 106 and an oil pump (variable capacity vane pump) 107 that constitute the pulley adjustment mechanism D are connected.

That is, the first variable pulley 105 is configured as a drive pulley of the pulley mechanism P.

Left side plate 105b of first variable pulley 105
is fixed to the drive shaft 104, and the right side plate 105a of the first variable pulley 105 is fixed to the drive shaft 104.
4, and is further connected to the piston portion 106a of the cylinder mechanism 106. To the working chamber 106b of the cylinder mechanism 106,
Hydraulic control device 108 configuring pulley adjustment mechanism D
Hydraulic oil is supplied from the controller 6', and the amount of hydraulic oil supplied is controlled by a control signal sent from the controller 6' to the hydraulic control device 108. Further, a drive belt 111 is mounted on the first variable pulley 105 and the second variable pulley 110, and the second variable pulley 110 is mounted on a driven shaft (driven shaft) 112.

Left side plate 110b of second variable pulley 110
is spline engaged with the driven shaft 112,
Furthermore, it is connected to a spring type response mechanism 113, while the right side plate 110a of the second variable pulley 110 is fixed to the driven shaft 112. That is, the second variable pulley 110 is configured as a driven pulley of the pulley mechanism P.

The driven shaft 112 is connected to wheels 121 via a starting clutch 114 as power transmission control means, a gear 115, a forward/reverse switching clutch 116, a shaft 117, a gear 118, a differential gear mechanism 119, and a wheel drive shaft 120. There is.

The starting clutch 114 includes a clutch switch (not shown) that detects the operating state of the clutch 114 (that is, detects whether the clutch 114 is in a state where the power of the engine E is transmitted to the vehicle body side (wheel 121 side). A clutch switch (not shown) is provided.

Note that the reference numeral 113a in FIG. 7 indicates a spring, and 122 indicates a bearing.

Since this continuously variable transmission is configured as described above, the gear ratio can be changed continuously, and the cylinder mechanism 1 that constitutes the pulley adjustment mechanism D
When hydraulic oil is not supplied to the working chamber 106b of 06, the left side plate 110b of the second variable pulley 110 is driven to the right in FIG. 7 by the spring 113a of the spring response mechanism 113.
As the effective radius of the second variable pulley 110 becomes larger, the effective radius of the first variable pulley 105 becomes smaller.

As a result, the gear ratio of the pulley mechanism P increases, and the driven shaft 112 is rotated at a large deceleration.

Furthermore, when supplying hydraulic oil to the working chamber 106b of the cylinder mechanism 106 constituting the pulley adjustment mechanism D, the right side plate 1 of the first variable pulley 105
05a is driven to the left in FIG. 7, the effective radius of the first variable pulley 105 becomes larger and the effective radius of the second variable pulley 110 becomes smaller.

As a result, the gear ratio of the pulley mechanism P becomes smaller, and the driven shaft 112 is driven at an increased speed.

In this case, the detection result of the clutch switch described above is input to the controller 6 instead of the inhibitor switch 24 in FIG. The clutch disengagement information is read in and further steps are performed.
In a2 or step b2, it is determined whether the clutch is connected or not. If the clutch is connected, the process goes to step a3 or step b3, and if it is not connected, the process goes to step a12 or step b3.
All you have to do is reach b10.

Further, in the above embodiment, the acceleration sensor (G sensor) 21 was used as the acceleration detection means, but the acceleration detection means detects the vehicle speed and calculates the amount of change in the vehicle speed per unit time, that is, the differential value of the vehicle speed. The differential value of this vehicle speed may be used as vehicle acceleration information.

Furthermore, a differential pressure responsive diaphragm may be used as the actuator.

Furthermore, in the above-mentioned embodiment, the present device was applied to a car with an automatic transmission, but it can be similarly applied to a car with a mechanical transmission (including a manual transmission). Furthermore, it can be applied to vehicles other than automobiles.

〔Effect of the invention〕

As described above in detail, the throttle valve control device of the present invention includes a throttle valve installed in an intake passage of a vehicle engine, an actuator that drives the throttle valve to adjust its opening degree, and an actuator that drives the throttle valve and adjusts its opening. an operating section that outputs an operating signal in accordance with the movement of the member, and outputs a first control signal to the actuator in response to the operating signal from the operating section;
Acceleration command means outputs a command acceleration signal corresponding to the operation signal from the operation section, and the detection signal from the acceleration detection means that detects the acceleration of the vehicle is compared with the command acceleration signal from the acceleration command means. and an acceleration adjusting means for outputting the first control signal to the actuator so that the actual acceleration of the vehicle becomes the command acceleration.
A second control means capable of outputting a second control signal different from the first control signal to the actuator is provided, and a second control means capable of outputting a second control signal different from the first control signal to the actuator, and controlling transfer of power between the engine and the vehicle. An operating state detecting means for detecting the state, and upon receiving a detection signal from the operating state detecting means, a first control signal from the first control means when in a first control mode such as a driving range. is outputted to the actuator, and when in a second control mode such as a non-driving range, the second control signal from the second control means is switched to be outputted to the actuator. The following effects and advantages can be obtained with a simple structure in which the means is provided.

(1) It becomes easier to operate the accelerator pedal etc. when the vehicle is running, improving drivability and making it easier to maintain the speed of the vehicle.

(2) It becomes possible to make the operation signal from the operation section correspond to the acceleration of the vehicle, and thereby acceleration can be obtained in accordance with the amount of operation of the operation section.

(3) It becomes easier to drive at a constant speed, and it becomes easier to shift to constant speed running.

(4) When no force is transferred between the vehicle and the engine, such as in a non-driving range, the amount of operation on the operating section is made to correspond to something different from acceleration, such as engine speed or throttle opening. This prevents the engine from over-revving while the vehicle is stopped in the non-driving range, and also allows racing operations.

[Brief explanation of the drawing]

1 to 4 show a throttle valve control device as a first embodiment of the present invention, in which FIG. 1 is a block diagram showing its main parts, FIG. 2 is a schematic diagram showing its overall configuration, and FIG. Figures a, b, and c are all graphs for explaining its action, Figure 4 is a flowchart showing its control procedure, and Figure 5 is a throttle valve control device as a second embodiment of the present invention. 6 is a flowchart showing a control procedure, FIG. 6 is a flowchart showing a modification of the first embodiment and the second embodiment, and FIG. 7 is a flowchart showing a vehicle gear shift used in another modification of the present invention It is a schematic explanatory view of the machine. DESCRIPTION OF SYMBOLS 1...Intake passage, 2...Automatic transmission, 3...Upstream intake passage, 4...Throttle valve, 5...Electric motor (step motor) as an actuator, 6...Controller, 7...Motor position sensor, 8...
Air cleaner, 9...Karman vortex air flow sensor, 10...Intake air temperature sensor, 11, 12...Rod, 13...Injector, 14...Operation unit, 14a
...Accelerator pedal, 14b...Accelerator pedal depression amount sensor (accelerator position sensor), 15...
Engine speed sensor, 16...Cooling water temperature sensor,
17...Vehicle speed sensor, 18...Pulley mechanism, 19...Propeller shaft, 20...Wheel, 21...Acceleration sensor (G sensor) as acceleration detection means, 22...
Brake depression amount sensor, 23... Throttle sensor as throttle opening detection means, 24... Inhibitor switch as travel range detection means, 25
...operation unit, 25a...stacks, 25b...stacks position sensor, 26...acceleration command means,
27... Acceleration adjustment means, 28... Engine rotation speed command means, 29... Engine rotation speed adjustment means, 30...
Throttle opening command means, 31... Throttle opening adjustment means, 32... Idle speed control means, CM1... First control means, CM2... Second control means, CM3... Switching means, E... Engine, S ₁
...Intake system.

Claims (1)

[Claims] 1. A throttle valve installed in an intake passage of a vehicle engine, an actuator that drives the throttle valve and adjusts its opening, and an operation section that outputs an operation signal in accordance with the movement of an operation member, Acceleration command means outputs a command acceleration signal corresponding to the operation signal from the operation section, and detects the acceleration of the vehicle in order to output a first control signal to the actuator in response to the operation signal from the operation section. acceleration adjusting means for comparing a detection signal from the acceleration detecting means and a command acceleration signal from the acceleration command means and outputting the first control signal to the actuator so that the actual acceleration of the vehicle becomes the command acceleration; A first control means is provided in a power transmission system between the vehicle and the engine, and a first control means is provided in a power transmission system between the vehicle and the engine, and a first control means configured to transmit power for vehicle running from the engine to the vehicle.
and a second control mode in which power for driving the vehicle is not transmitted from the engine to the vehicle. an operating state detecting means for detecting an operating state of the means; and a second operating state detecting means for outputting a second control signal different from the first control signal to the actuator in order to adjust the opening degree of the throttle valve. When the control means is provided and the first control mode is obtained based on the detection result of the operating state detection means, the first control signal output from the first control means causes the above-mentioned A switching means is provided for activating the actuator and activating the actuator in response to a second control signal output from the second control means when the second control mode is obtained. , throttle valve control device.