JPH06317195A - Throttle valve controller of engine - Google Patents

Abstract

PURPOSE:To provide throttle valve security controllers of an engine for altemping compatibility betweem security of pacceleration responsiveness and preventing of speed change shock even if acceleration transient condition occurs during speed change. CONSTITUTION:Throttle opening is kept at a specified opening regardless of engine rotational speed at the time of speed change, but keeping control of the throttle opening is released when a transient condition is detected during the speed change, in throttle valve controllers 300, 400 of an engine 100 for controlling openings of throttle valves 101, 103 in response to rotational speed of the engine 100.

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 a throttle valve control device for an engine that controls a throttle opening according to the engine speed.

[0002]

2. Description of the Related Art An electric control type throttle valve control device has been proposed and put into practical use in place of a conventional mechanical type throttle valve (for example, Japanese Patent Laid-Open No. 63-61747, entitled "Electric Control Device for Throttle Valve"). ). This electric (or electronically controlled) throttle valve control device positions the opening of the accelerator pedal as a means for measuring the driving direction of the driver, selects a predetermined opening characteristic according to the driving direction, and selects the opening characteristic. Accordingly, the throttle valve is controlled by, for example, a stepping motor or the like. Therefore, since the throttle valve opening can be controlled independently of the accelerator operation, it has been put to practical use, for example, in automatic cruise control and traction control.

[0003]

FIG. 1 shows a change in operation when a gear shift operation is performed in a transmission in a vehicle equipped with an engine provided with one electronically controlled throttle valve. It is a timing chart. In Figure 1,
The description is given by taking as an example the case where the vehicle speed that should be shifted from the first speed to the second speed is reached.

In FIG. 1, when the gear shift operation is started in the transmission, the brake in the transmission is released and the engine speed increases. The engine speed increases, and when the clutch is engaged, the engine speed decreases. By the way, since the line pressure of the transmission is usually set to a pressure according to the engine torque, if the driver operates the accelerator during acceleration to accelerate the vehicle, the line pressure changes due to a change in the throttle opening. There will be a shortage, and in some cases the clutch may unexpectedly engage.

Therefore, conventionally, even when the driver operates the accelerator during a gear shifting operation, control is performed so that the opening of the electronic throttle valve is kept constant until the gear shifting is completed. There is. Such control for maintaining the throttle valve at a constant opening will be referred to as "holding control". However, for example, even when the driver performs a sudden acceleration or a rapid deceleration by depressing the accelerator to a large extent during the gear shifting operation, if the above "holding control" is performed, the held throttle opening and driver If there is a large difference from the throttle opening corresponding to the intended acceleration, so-called "hesitation" occurs, and if the difference between the held throttle opening and the target throttle opening after the shift is too large, acceleration will occur. Inconvenience such as shock occurred.

Therefore, the present invention has been proposed in order to solve the above-mentioned drawbacks of the prior art. The purpose of the present invention is to ensure acceleration responsiveness and to prevent shift shock even if a transient state of acceleration occurs during shift. This is to propose an engine throttle valve control device that achieves both prevention.

[0007]

SUMMARY OF THE INVENTION The present invention for achieving the above object provides an engine throttle valve control device for controlling the opening of a throttle valve in accordance with the engine speed, regardless of the engine speed during gear shifting. Instead, a holding control means for holding the throttle opening at a predetermined opening and a releasing means for canceling the control of the throttle opening by the holding control means when a transient state is detected during a gear shift are provided. Characterize.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the accompanying drawings. In this embodiment, as an example of an electronic throttle control system, a system in which a mechanical throttle valve and an electronic throttle valve are connected in series will be described. Figure 2
FIG. 1 is a block diagram showing an overall configuration of an engine / transmission control system of an embodiment. This system includes an engine body 100 including an intake system, an automatic transmission 200, and a transmission control unit 300 that controls the transmission 200.
And a control unit 400 for the engine that controls the fuel injection amount, the ignition timing, and the throttle opening.

In the air supply system, an electronically controlled throttle valve 101 is provided upstream of the air supply pipe, and an accelerator pedal 104 is provided downstream.
And a throttle valve 103 mechanically connected to the. The opening degree TO of the mechanical throttle valve 102 is measured by the sensor 103, and the opening degree TO is input to the control unit 400. Electronic throttle valve 101
The control unit 400 is controlled by the signal TV via the driver 500.

The transmission 200 includes a sensor 201 for detecting a turbine speed NT and a sensor 20 for detecting a vehicle speed V.
2, the control unit 300 determines the shift timing based on the turbine speed NT, the vehicle speed V, the throttle opening TO sent from the control unit 400, and the like, and outputs the signal SL to the hydraulic circuit 204. It is sent to the internal shift solenoid 203 to perform the shift operation.

FIG. 3 shows the opening of the accelerator 104, the opening TO of the mechanical throttle valve 102 and the electronic throttle valve 1.
The general relationship with the opening degree TV of 01 is shown.
Mechanical throttle valve 102 and electronic throttle valve 101
The reason why the electronic throttle valve 101 is connected is when the electronic throttle valve 101 fails. FIG. 4 is a flowchart showing a control procedure portion of the electronic throttle valve 101 of the engine control unit 400 in the system of FIG.

An outline of the control of the electronic throttle valve 101 by the control procedure shown in this flowchart is shown in FIG. The features of this control procedure are: During the gear shifting operation, even if the accelerator is stepped on and acceleration starts, the opening degree TV of the electronic throttle valve 101 is held at the opening degree TV _{0 up to} that time for the time width DL. After that, the opening degree TV of the electronic throttle valve 101 is set to the target opening degree. However, the holding control during the time width DL is performed only when the opening change ΔTO of the mechanical throttle valve 101 is a predetermined value (α) or more. When the opening change ΔTO is small, it is considered that the deviation between the holding opening TV0 of the electronic throttle valve and the target opening TV at the time point after the end of the shift is small, and accordingly, the shift shock is also considered to be small. This is because the holding control becomes unnecessary. : Further, the time width DL is the mechanical throttle valve 10
The larger the opening change ΔTO of 1, the longer the time. This is because the larger the opening change ΔTO, the larger the deviation between the holding opening TV0 and the target opening TV at the time after the end of the shift, and therefore the delay time needs to be set longer.

In step S2 of FIG. 4, signals TO, vehicle speed V, etc. from various sensors are input. In step S4, the target throttle opening TVR of the electronic throttle valve 101 is calculated based on the characteristics shown in FIG. In step S6, the value of the flag F is checked. This flag is a flag indicating that the gear shifting operation is currently being performed. When the gear shifting operation is not performed, F = 0, so the routine proceeds to step S8.

In step S8, it is determined whether or not the shift-up shift operation has started. This determination is made by comparing the previous shift signal SLn-1 and the current shift signal SLn. In the case of a shift operation that results in a downshift, the process proceeds to step S22, and the target throttle opening TVR calculated in step S4 is used as it is for the electronic throttle valve 101
And throttle opening. Then, in step S24, the signal TV is output to the driver circuit 500.

The reason for determining the type of shift operation in step S8 will be described later. The case where the upshift is started will be described. In this case, step S2 → step S4 → step S6 → step S8 → step S1
In step S0, since the shift operation is newly started this time, the flag F is set to 1 in order to store that fact. In step S12, the accelerator opening TV of the electronic throttle valve at the time of shifting is stored in the register TV0. In step S14, the delay time DL corresponding to the change amount ΔTO of the opening degree TO of the mechanical throttle valve 102 is determined. As shown in FIG. 6, the delay time DL has a larger value as the change in the opening of the mechanical throttle valve 102 (that is, the change in the accelerator opening) is larger. That is, the delay time becomes large. In step S16, this delay time is set in the timer TMR and this timer is started. The timer TMR starts subtraction under a control different from this control procedure.

In step S18, the driver's intention to accelerate is determined by comparing the opening change ΔTO of the mechanical throttle valve 101 with a predetermined threshold value α (> 0). That is, in step S18, a relatively rapid acceleration state is detected. In the rapid acceleration state (YES in step S18), the accelerator opening TV at that time is set to TV0 in step S20.
Remember. The meaning of step S20 will be described later. If YES in step S18, the driver immediately wants to improve the engine output.
In step 2, the target value TVR is set to the control signal TV for the electronic throttle valve 101 and output in step S24.

Thus, in the rapid acceleration state, the target opening TVR is set in the electronic throttle valve even during shifting. With this control, the driver can quickly respond to the acceleration operation that he / she performed by the electronic throttle valve.
Since you can get the acceleration feeling of the response speed as expected,
I don't feel any strangeness such as "hesitation". A case in which the accelerator opening does not change during the shift operation (F = 1) will be described. In such a case, the case where the gentle acceleration (ΔTO ≦ α) is performed will be described. In this case, the process proceeds from step S18 to step S26, and it is determined whether or not the timer set in step S16 has timed out (TMR = 0). Before timeout (N in step S26
O) advances to step S30, and the throttle opening TV0 of the electronic throttle valve at the initial stage of gear shifting, which is held in step S12, is used as the throttle opening of the electronic throttle valve in step S30.

Thus, when the gradual acceleration is performed during the shift, the throttle opening T at the start of the shift only during the period DL.
The opening of the electronic throttle valve is held at V0. By this holding control, it is possible to prevent a shift shock during a transition of the shift operation. The significance of step S20 will be described. Due to the presence of step S20, if the accelerator is suddenly depressed during shifting (ΔTO> α),
At that time, the throttle opening TV of the electronic throttle valve is retracted to TV0. Such an accelerator operation takes a short time. Therefore, during the shift operation period (during the period of F = 1)
Would detect ΔTO ≦ α. Then, in the control procedure of the present embodiment, the register TV0 Noah unit in step S30 uses the one stored in step S20 instead of the one stored in step S12. By doing so, it is possible to obtain a depopulated section expected by the driver, and it is possible to prevent shift shock at the same time in step S30.

The effect of varying the delay time DL in step S14 will be described with reference to FIGS. FIG. 7 shows a phenomenon in the case where the driver does not operate the accelerator while the shift operation is being performed in the transmission. As a matter of course, although the acceleration G varies when the shift signal is turned on and when it is turned off, the variation is small and is not felt by the driver as a shift shock.

However, if the mechanical throttle valve opening is changed by the driver during the shift operation, the line pressure fluctuates and a shift shock occurs, as described above.
In order to prevent this, conventionally, as shown in FIG.
The throttle opening was maintained at the value before the shift was started only while the shift signal was on (the period A in FIG. 8). In other words, the end of the shift operation and the increase of the opening degree of the electronic throttle valve are synchronized. For this reason, a shift shock occurred in the period B. Moreover, in the prior art, since the period during which the holding control is performed is always in agreement with the shift signal regardless of the degree of acceleration, for example, even when the accelerator pedal is not so gentle, as shown in FIG.
As shown in, the acceleration was delayed by the period A, which caused a sense of discomfort.

On the contrary, if the holding control is not performed, as shown in FIG. 9, a large shift shock is generated in synchronization with the increase in the mechanical throttle valve opening and the increase in the electronic throttle valve opening. Produce. On the other hand, the method according to the embodiment is as follows: irrespective of the shift signal, the long / short depending on the change of the accelerator opening (that is, the change ΔTO of the mechanical throttle valve opening, in other words, the degree of the acceleration / deceleration operation of the driver). A certain delay time DL is set, and the opening of the electronic throttle valve is held during this delay time to prevent excessive shift shock. : Since the electronic throttle valve is set to the target opening at the end of the delay time (not synchronized with the shift signal), the conventional holding control is released earlier in the acceleration operation. That is, both prevention of gear shift shock, which is suitable for driver's acceleration operation, and prevention of delay in actual acceleration / deceleration response due to delay in change of the electronic throttle valve are compatible. : When the driver performs sudden acceleration (step S18)
YES), the holding control is promptly stopped, so the responsiveness is good. : Further, in step S8, the holding control is released only during the upshift. When shifting down, the engine speed normally increases. Even in such a case, if the holding control is released, the increase in the opening degree of the electronic throttle valve due to the release of the holding control is overlapped and the shift shock becomes large.

In the delay time control of the embodiment shown in FIG.
The change when the time DL is changed variously is shown. <Modification> The present invention can be variously modified without departing from the spirit thereof. In the above-mentioned embodiment, the embodiment is an embodiment of a suddenly deformed vehicle in which a mechanical throttle valve and an electronic throttle valve are connected in series, but the present invention is also applicable to an automobile having only one electronic throttle valve. FIG. 11 shows a change from the conventional case in such a case.

[0023]

As described above, according to the throttle valve control device for an engine of the present invention, while the throttle opening is maintained at a predetermined value during gear shifting, a transient state such as acceleration is detected during gear shifting. When this is done, the control for holding the throttle opening is stopped, so it is possible to achieve both responsiveness to the driver's intention to change the driving state and prevention of shift shock.

[Brief description of drawings]

FIG. 1 is a diagram illustrating a problem that occurs in a conventional technique.

FIG. 2 is an overall view of an engine / shift control system to which the present invention is applied.

FIG. 3 is a graph showing the characteristics of the mechanical throttle valve and the opening of each throttle valve and the accelerator opening.

FIG. 4 is a flowchart showing a control procedure of the embodiment.

FIG. 5 is a timing chart illustrating the operation of the embodiment.

FIG. 6 is a graph showing the relationship between the delay time used in the control of the embodiment and the accelerator opening change ΔTO of the mechanical throttle valve.

FIG. 7 is a timing chart illustrating a problem that occurs when the delay time control of the embodiment is not used.

FIG. 8 is a timing chart illustrating a problem that occurs when the delay time control of the embodiment is not used.

FIG. 9 is a timing chart illustrating a problem that occurs when the delay time control of the embodiment is not used.

FIG. 10 is a timing chart illustrating an operation of delay time control according to the embodiment.

FIG. 11 is a timing chart showing the operation of another embodiment.

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Hiromi Yoshioka 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation

Claims (5)

[Claims] 1. A throttle valve control device for an engine for controlling the opening of a throttle valve according to the engine speed, wherein a holding control means for holding the throttle opening at a predetermined opening regardless of the engine speed during gear shifting. A throttle valve control device for an engine, comprising: and a release means for releasing the control of the throttle opening degree by the holding control means when a transient state is detected during gear shifting. 2. The throttle valve control device for an engine according to claim 1, wherein an acceleration state of vehicle speed is detected, and an initial period after acceleration is started is determined as the transient state. 3. The engine throttle valve control device according to claim 1, further comprising: a means for detecting a downshift operation, and a prohibiting means for prohibiting the releasing operation by the releasing means when the downshift operation is detected. A throttle valve control device for an engine. 4. The engine throttle valve control device according to claim 1, wherein the releasing means operates a control for holding the opening degree by the holding means for a first time corresponding to an accelerator operation by a driver, and thereafter. A throttle valve control device for an engine, characterized in that 5. The engine throttle valve control device according to claim 4, wherein the releasing means detects a change amount of an accelerator operation by a driver, and when the change amount is a predetermined value or more, the holding operation of the holding means is performed. A throttle valve control device for an engine, which is released, and when it is less than a predetermined value, a control for holding the opening by the holding means for a first time is operated.