JPH08218931A - Throttle valve control device of engine - Google Patents

Abstract

PURPOSE: To shorten the time necessary to open and close an electric throttle valve, and enhance responsiveness by controlling opening of a control valve to the closing side to the maximum extent so that an intake air quantity does not become equal to or smaller than a maximum intake air quantity determined on the basis of mechanical throttle valve opening and enging rotating speed. CONSTITUTION: Practice of shift-down is started, and operation is performed on target electric throttle valve opening on the basis of engine rotating speed Ne at that time and mechanical throttle valve opening MTVO. An electric throttle valve driving signal ETVB is outputted, and an electric throttle valve is driven to the closing side. An electric current is carried to a solenoid valve, and an air control valve is opened. When engine speed Ne enters a rotary range synchronizing with a speed change stage, current-carrying to the solenoid valve is turned off, and the air control valve is closed. Next, the electric throttle valve driving signal ETVB is outputted so that the electric throttle valve opening is set in opening on the basis of ordinary engine rotating speed Ne.

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 mechanically actuated throttle valve and an electrically actuated throttle valve for traction control and the like. The present invention relates to a throttle valve control device for a vehicle engine.

[0002]

2. Description of the Related Art Conventionally, in a throttle valve of an engine, a mechanically operated throttle valve and an electrically operated throttle valve are arranged in series, and the electrically operated throttle valve is used for traction control and the like. Many proposals have been made to execute. For example, as disclosed in Japanese Unexamined Patent Publication No. 5-180025, a machine that interlocks an electric throttle valve that is controlled to be closed when a vehicle slips with an accelerator pedal under a condition in which the vehicle easily slips. Proposes a vehicle slip control device that follows the action of the dynamic throttle valve and changes the same opening degree to improve the responsiveness of the closing action of the electric throttle valve and quickly suppress or eliminate the slip. Has been done. Further, the torque down control of the engine by the electric throttle valve is effective as a measure against torque shock at the time of gear shifting of the automatic transmission.

[0003]

However, in the prior art configured as described above, for example, an automatic transmission such as that used in recent motor sports and sports cars can be manually operated. When used in a vehicle equipped with an electronically controlled transmission that can be executed, the mechanical shift time is short and the closing operation of the electric throttle valve is relatively delayed. Even when the valve was closed, the torque was reduced and the engine speed could not be synchronized, causing the engine to blow dry.

Further, since the conventional electric throttle valve is made to follow the mechanical throttle valve in a state where slip is likely to occur, the valve closing time at the time of normal downshift, that is, at the time of torque down becomes long, and the above electric control is performed. There was a risk of affecting the fast shift time peculiar to the transmission. In addition, since the conventional electric throttle valve follows the mechanical throttle valve, the electric throttle valve opening does not become smaller than the mechanical throttle valve opening, but in the region where the intake air amount is saturated, There is room for the mechanical throttle valve opening to be smaller than the mechanical throttle valve opening, and to improve the response speed of the electric throttle valve to the closing side.

Therefore, the engine throttle valve control device of the present invention has been made in view of the above circumstances.
The purpose is to open and close the electric throttle valve by controlling it to the maximum closed side within the range where the electric throttle valve does not decrease the engine speed by the engine speed or the mechanical throttle valve opening. It is an object of the present invention to provide an engine throttle valve control device that can shorten the time and improve the responsiveness.

[0006]

In order to solve the above problems and to achieve the object, an engine throttle valve control device of the present invention has the following configuration. That is, a mechanical throttle valve that is interlocked with an accelerator pedal and a control valve that is controlled to operate on a closing side when a predetermined torque down condition is satisfied are provided in series in a common intake passage, and the control valve In a throttle valve control device for an engine that limits an intake air amount by actuating to a closing side, a means for detecting an opening degree of the mechanical throttle valve, a means for detecting an engine speed, and the intake air amount are Control means for controlling the opening of the control valve to the maximum closed side so as not to fall below the maximum intake air amount determined based on at least one of the detected mechanical throttle valve opening and engine speed. And.

Further, a mechanical throttle valve interlocked with an accelerator pedal and a control valve which is controlled to operate to a closing side when a predetermined torque down condition is satisfied are provided in series in a common intake passage, In a throttle valve control device for an engine that limits an intake air amount by operating a control valve toward a closing side, a unit that detects an opening of the mechanical throttle valve, a unit that detects an engine speed, and the intake air amount. Is a control means for controlling the opening of the control valve to the maximum closed side so as not to be less than the maximum intake air amount determined based on the detected mechanical throttle valve opening and the engine speed. To have.

[0008]

As described above, since the engine throttle valve control device according to the present invention is configured, the engine speed at a certain point is not lowered by the engine speed or the mechanical throttle valve opening. By controlling to the maximum closing side within the range, it is possible to suppress the influence of output reduction during normal operation, shorten the delay time of the closing operation of the control valve, and improve the torque down response.

[0009]

Embodiments of the present invention will now be described in detail with reference to the drawings. In the embodiments described below, an electronically controlled transmission (hereinafter abbreviated as EMT) that has a manual operation force input mechanism so as to be able to perform a manual gear shifting operation despite being an automatic transmission and realizes a shortened shifting time. This is an example of the case where the throttle valve control is executed for a vehicle equipped with (1). Although this transmission is horizontally placed in the front-rear direction of the vehicle body, the front-rear direction and the left-right direction of the vehicle body of the automobile will be defined as the front-rear direction and the left-right direction in FIG.

[Mechanical Structure of EMT] First, the mechanical structure of the EMT of this embodiment will be described. As shown in FIGS. 1 to 3, the transmission TM is provided with a clutch mechanism 10, a speed change gear mechanism 40, a shift mechanism 70 for performing a speed change operation of the speed change gear mechanism 40, and the like. A hydraulic system and a control system, which will be described later, for controlling the transmission gear mechanism 40 by driving and controlling the shift mechanism 10 and the shift mechanism 70 are also provided.

This clutch mechanism 10 is, as shown in FIG. 1, a flywheel 11 connected to an output shaft of an engine.
Is the same as a general pull-type clutch mechanism for connecting and disconnecting the input shaft 12 of the transmission TM with a manual operation force input mechanism operatively connected to a clutch pedal as the operation force input mechanism. In addition to 13, it is unique in that it has an automatic operation force input mechanism 14.

In the clutch mechanism 10, the clutch disc 15, the pressure plate 16, the diaphragm spring 17, the release bearing 18, etc. are the same as those of the existing clutch. In the manual operation force input mechanism 13, a clutch cylinder 20 that is operatively connected to a clutch pedal via a hydraulic system is laid on a rear wall portion of a left side portion of the casing 19 of the clutch mechanism 10, and the left side of the casing 19 is provided. Inside, a first release fork 21 is rotatably pivoted about a vertically oriented pivot shaft, and its inner end portion 21a has an upper and lower pair of release bearings 18 as shown in FIGS. Is configured to come into contact with the first operation portion 22 having an L-shaped cross section from the front,
Further, the outer end of the first release fork 21 is connected to the output rod 23 of the clutch cylinder 20, and when the clutch pedal is depressed, hydraulic pressure is supplied to the clutch cylinder 20 and the output rod 23 moves forward to move the release rod 23. The bearing 18 is pushed rearward and the clutch mechanism 10 is disengaged.

In the automatic operation force input mechanism 14, a hydraulic actuator 25, which is a hydraulic cylinder, is attached to the rear wall portion of the right side portion of the casing 19, and a second release fork 28 extends vertically inside the right side portion of the casing 19. 6 and 7, the inner end 28a of the release bearing 18 is rotatably pivoted about a pivot shaft of the second operating portion 29 of a pair of upper and lower sectional views of the release bearing 18. And the outer end of the second release fork 28 is connected to the output rod 27 of the hydraulic actuator 25.

The hydraulic actuator 25 is provided with an electromagnetic control valve 26 comprising a plurality of solenoid valves 26a for switching oil passages. When hydraulic pressure is supplied to the hydraulic actuator 25, the output rod 27 moves forward, The release bearing 18 is pushed rearward, and the clutch mechanism 1
0 is divided. However, the manual operation force input mechanism 13
Thus, when the release bearing 18 is pushed rearward, the rearward movement of the release bearing 18 is fed back to the second release fork 28.

It goes without saying that a push type clutch mechanism can be applied in place of the pull type clutch mechanism 10 described above. Next, the transmission gear mechanism 40 will be described. As shown in FIGS. 1 and 2, the speed change gear mechanism 40 has the same structure as a general manual speed change gear mechanism capable of switching between the first speed to the fifth speed and the reverse speed. To do.

In this transmission gear mechanism 40, the casing includes a box-shaped first case member 41, a cylindrical second case member 42, a wall-shaped third case member 43, a box-shaped fourth case member 44, and the like. It is configured. Inside the casing, the main shaft 45 and the counter shaft 46 are vertically spaced by a predetermined distance so that their axial centers are parallel to each other (that is, a plane including the axial center of the main shaft 45 and the axial center of the counter shaft 46 is vertical. Surface). The input gear 47 formed on the input shaft 12 meshes with the input gear 48 at the front end of the counter shaft 46.

The counter shaft 46 is provided with an input gear 48, a third speed gear 53, and a second speed gear 5 which are sequentially provided from the front side.
2, a gear train 50 including a first speed gear 51, a fifth speed gear 55, and a reverse gear 49 is provided, and the main shaft 45 has a freely rotatable 3 corresponding to the gears 53, 52, 51, 55, 49, respectively. High speed gear 63, second speed gear 62, first speed gear 61,
A gear train 60 including a fifth speed gear 65 and a reverse gear 66 is provided.

Further, the main shaft 45 has a fourth speed / 3.
A first synchronizer 67 for speed switching, a second synchronizer 68 for switching 2nd speed / 1st speed, and a third synchronizer 69 for switching 5th / reverse speed are provided. When the first synchronizer 67 is switched to the front position, the input shaft 12 directly moves to the main shaft 4
It becomes fourth speed in which the rotation is transmitted to 5, and becomes third speed when switched to the rear position. When the second synchronizer 68 is switched to the front position, the second speed is established, and when it is switched to the rear position, the first speed is established. When the third synchronizer 69 is switched to the front position, the fifth speed is achieved,
Further, when the position is switched to the rear position, the rotation of the reverse gear 49 is reversely transmitted to the main shaft 45 via the reverse shaft gear and the reverse gear 66.

Next, the first to third synchronizers 67 to 69
The shift mechanism 70 for switching between will be described (see FIGS. 1 to 5). The shift mechanism 70 includes first to third shift rods 71, 72, 73 for switching the first to third synchronizers 67 to 69, respectively, and shift grooves 81 corresponding to the three shift rods 71 to 73, respectively. A shift drum 80 having 82 and 83, a rack and pinion mechanism 90 that rotationally drives the shift drum 80 in forward and reverse directions, and the like.

The shift drum 80 includes a gear train 60 of the main shaft 45 and a gear train 5 of the counter shaft 46.
In a portion that is largely offset rearward from 0 in the axial direction and near the upper end on the left side of the rear end side portion of the transmission TM, in parallel with the main shaft 45 and the counter shaft 46,
Moreover, the shaft center of the main shaft 45 and the counter shaft 4
It is arranged at a position offset by a predetermined distance from the vertical plane including the axis of 6 to the left side. That is, the shift drum 80
Is parallel to the axis of the main shaft 45 and the axis of the counter shift 46, and the axis of the shift drum 80 is offset by a predetermined distance to the left from the plane including the axes of the shafts 45 and 46. Further, it is arranged at a position separated from the axis of the shift drum 80 by an appropriate distance.

The shift drum 80 has a slightly large diameter drum main body portion 84 and a shaft portion 85 extending integrally from the front end thereof.
The shaft member 86 is spline-fitted to the rear end portion 84a of the shift drum 80 (see FIG. 4). The shift drum 80 has a fourth portion through the shaft portion 85 and the rear end portion 84a.
A drum cover portion 44 a is rotatably supported by the case member 44, and the fourth case member 44 is formed with a drum cover portion 44 a that approaches the upper portion of the shift drum 80 and covers the upper portion.

On the outer peripheral surface of the drum body 84 of the shift drum 80, first to third shift rods 71,
Shift grooves 81, 82 and 83 corresponding to 72 and 73, respectively, are formed. That is, the first to third synchronizers 67, 6
Shift grooves 81, 82, 83 corresponding to these synchronizing devices are formed in the same arrangement order as that of 8, 69.

First to third shift rods 71, 72, 73
Is the center of the main shaft 45 and the counter shaft 46.
Like the shift drum 80, it is arranged at a position offset to the left with respect to the vertical plane including the axis of the casing, and is inserted through the wall portion of the casing so as to be movable by a predetermined distance in the longitudinal direction. It is arranged in the direction. The shift forks 74, 75, and 76 fixed to the first to third shift rods 71, 72, and 73 are the first to third synchronizers 67, 6 respectively.
The outer peripheral grooves of the synchronization rings 8, 69 are engaged with each other so as to be rotatable relative to each other.

The drum body 84 has shift grooves 81, 8
Two cylindrical bodies 87, 8 so as to cover the outer peripheral sides of 2, 83, respectively.
8, 89 are externally fitted so as to be rotatable relative to each other, and cylindrical bodies 87, 88,
Rollers 71a and 7 which are respectively attached to the inside of 89 in a protruding manner.
2a, 73a (see FIG. 5) are shift grooves 81, 82, 8
3 are slidably engaged with the cylindrical bodies 87, 88, 89, respectively.
Are respectively fixed to the base end portions of the first to third shift rods 71, 72, 73 via arm members or directly.

In FIG. 5, three shift grooves 81, 82, 8 are provided.
The development view of No. 3 is shown, and when the roller 71a of the first shift rod 71 is in the fourth speed position P4, it is switched to the fourth speed, and when it is in the third speed position P3, it is switched to the third speed. Second shift rod 7
When the 2nd roller 72a reaches the 2nd speed position P2,
When it reaches the speed position P1, it is switched to the 1st speed. When the roller 73a of the third shift rod 73 reaches the fifth speed position P5, it is switched to the fifth speed, and when it reaches the reverse position PR, it is switched to the reverse position. The shift groove 83 is divided between the fifth speed position P5 and the reverse position PR in order to prevent switching from fifth speed to reverse due to a malfunction.

Regarding the rack and pinion mechanism 90,
A pinion 93A is integrally formed on the shaft member 86 that rotates integrally with the shift drum 80, and a pinion 93B that meshes with the pinion 93A is provided below the pinion 93A. A rack member 94 that meshes with the pinion 93B.
As shown in FIG. 3, it is arranged substantially parallel to the vertical plane including the axis of the main shaft 45 and the axis of the counter shaft 46, and extends substantially vertically between the axes of the shafts 45 and 46. The rack member 94 is vertically movably mounted in a guide hole 96 formed in a rack case 95 fixed to the rear end of the fourth case member 44.

The hydraulic actuators for driving the rack member 94 up and down are composed of a first hydraulic actuator 91 and a second hydraulic actuator 92, each of which is a hydraulic cylinder. A seal member 98 separates the two actuators 91 and 92 from each other, and the first hydraulic actuator 91
Oil chamber 91 b and the oil chamber 92 of the second hydraulic actuator 92
b is formed, and the piston 91a of the first hydraulic actuator 91 and the piston 9 of the second hydraulic actuator 92 are formed.
The 2a and the rack member 94 are formed as an integral member, and a servo valve 97 for supplying a controlled hydraulic pressure to both oil chambers 91b and 92b is provided.

When the oil pressure is discharged from the oil chamber 92b while the oil pressure is being supplied to the oil chamber 91b, the rack 94 moves upward, the pinion 93B rotates counterclockwise and the pinion 93A moves right when viewed from the rear. Rotate around. On the contrary, when the oil pressure in the oil chamber 91b is discharged and the oil pressure is supplied to the oil chamber 92b, the rack 94 moves downward, the pinion 93B rotates clockwise, and the pinion 93A rotates counterclockwise. .
Therefore, the shift drum 80 can be rotationally driven in a desired direction at a desired speed by controlling the supply, discharge, and flow rate of the hydraulic pressure to the hydraulic actuators 91, 92.

As a mechanism for urging the shift drum 80 to the neutral position, a star-shaped regulating plate 106 is integrally formed on the shaft member 86 in front of the pinion 93A, and a left side portion of the rack case 95 is formed. ,rack·
A substantially vertical mounting hole 107 is formed on the left side of the pinion mechanism 90. A rod 108 is movably mounted on an upper portion of the mounting hole 107, and a star-shaped restriction is provided on an upper end portion of the rod 108. A roller 108a that engages with the valley portion of the plate 106 is attached.

A screw member 1 is provided below the mounting hole 107.
09 is screwed into the mounting hole 107, and the screw member 1
09 and the rod 108 between the rod 108 and the regulation plate 10
A compression spring 109a for urging toward 6 is attached. When the shift drum 80 is in the neutral position, the roller 108a at the upper end of the rod 108 engages with the trough portion of the star-shaped regulation plate 106 to urge the shift drum 80 to the neutral position. This allows
The fail safe of the shift mechanism 70 is achieved.

Next, the structure for lubricating the shift drum 80 and detecting the rotational state of the main shaft 45 will be briefly described (see FIGS. 1 to 3). On the main shaft 45,
A rotor member 99 for detecting the rotation state of the main shaft 45 at the front-rear position corresponding to the shift drum 80.
Are fixed to each other, and six radial fins are integrally formed on the rotor member 99. Since the radius of the rotor member 99 is set to be smaller than the distance from the axial center of the main shaft 45 to the outer peripheral surface of the shift drum 80, interference with the shift drum 80 does not occur.

At the position in the front-rear direction corresponding to the rotor member 99, three electromagnetic pickup sensors 101, 102, 103 are urged at the lower part of the casing so as to closely face the rotating peripheral surface of the tips of the fins of the rotor member 99. The rotation speed and the rotation direction of the main shaft 45 are accurately detected from the detection signals of the fins detected by the sensors 101 to 103. The sensors 101 to 103 are arranged such that their detection widths are lower than the main shaft 45 and lower than the oil level of the oil in the casing.

When the main shaft 45 is rotating,
Since a large amount of oil is scattered by the fins of the rotor member 99 and is constantly supplied to the shift drum 80, the sliding contact portions between the rollers 71a, 72a, 73a and the shift grooves 81, 82, 83 are sufficiently lubricated, The shaft support of the shift drum 80 is also lubricated. As described above, the shift drum 80 can be reliably lubricated by effectively utilizing the rotor member 99 for detecting the rotation state of the main shaft 45 without providing a special member.

The fourth case member 44 has a drum cover portion 44 that covers the outer periphery of the upper portion of the shift drum 80.
Since a is provided, the oil scattered by the rotor member 96 is effectively supplied to the shift drum 80. Moreover, the electromagnetic pickup sensors 101, 102,
Since the detection end of 103 is submerged in the oil, the detection end is always washed with oil. Therefore, it is possible to reliably prevent foreign matter such as iron powder from adhering to the detection end, and the sensors 101, 102,
The reliability of 103 can be secured.

[EMT Control Block Configuration] Next, the hydraulic pressure and control system of the electronically controlled transmission TM will be described with reference to FIG. Control device 1 of this electronically controlled transmission TM
00 indicates the hydraulic actuator 25 of the clutch mechanism 10 and the shift mechanism 70 according to the operation of the shift lever 110.
The hydraulic actuators 91 and 92, the electrically controlled throttle valve mechanism 133 for controlling the intake diameter of the engine, the display 150 for displaying the shift speed, and the like are controlled.

The shift lever 110 is of an increment type and is configured to be capable of outputting a shift up command, a shift down command, a command to switch to a drive range which is an automatic speed change mode, and a command to switch to reverse. Command signals from a plurality of switches provided on the shift lever 110 are supplied to the control device 100.
The hydraulic pressure supply source 120 includes a motor 122 driven via a relay 121, a hydraulic pump 123 driven by the motor 122, a regulator 124, an accumulator 125, an electromagnetic direction switching valve 126, etc.
As shown by, the hydraulic pressure of a predetermined pressure is output. A circled "P" in the hydraulic system is a hydraulic sensor and a circled "T".
Indicates an oil temperature sensor.

Hydraulic actuator 2 of clutch mechanism 10
5 is drive-controlled via an electromagnetic control valve 26 having a flow rate control function, and a detection signal from a position sensor 112 that detects the position of the output rod 27 of the hydraulic actuator 25 is supplied to the control device 100. The electrically controlled throttle valve mechanism 133 includes a throttle valve 131.
A sub-throttle valve 134 provided in the intake pipe 130 on the upstream side and a motor 135 for driving the sub-throttle valve 134. The motor 135 is controlled by the control device 100. A detection signal from the throttle opening sensor 132 that detects the opening of the throttle valve 131 is supplied to the control device 100.

The electromagnetic pickup sensor 10 for detecting the gear teeth of the input gear 48 of the counter shaft 46 of the transmission gear mechanism 40 to detect the rotation speed of the counter shaft 46.
4 and the detection signals of the three electromagnetic pickup sensors 101, 102, 103 for detecting the rotation state (rotation speed and rotation direction) of the main shaft 45.
It is being supplied to 0.

The first and second hydraulic actuators 91, 92 of the rack and pinion mechanism 90 of the shift mechanism 70 are provided with a duty solenoid valve 140 receiving a hydraulic pressure from a hydraulic pressure source 120 and a servo valve 141. The hydraulic pressure, the direction and the flow rate controlled by the hydraulic pressure are supplied.
An electromagnetic pickup type position sensor 142 for detecting the rotation angle of the pinion 93A of the rack and pinion mechanism 90 is provided, and the detection signal thereof is provided by the control device 100.
Further, a potentiometer-type position sensor 143 for detecting the axial position of the shift drum 80 is provided, and the detection signal thereof is supplied to the control device 100.

Further, the control device 100 includes a detection signal from the engine speed sensor 144, a detection signal from the vehicle speed sensor 145, a detection signal from the yaw rate sensor 147 for detecting the yaw rate acting on the vehicle body, a switch signal from the brake switch 146, etc. Various other signals (a starter switch signal, a signal indicating the road friction from the anti-skid brake control device, a signal indicating the slip ratio of the four wheels, etc.) are also supplied.

The display 150 is mainly for displaying the shift speed, and is "1" to "5" corresponding to the 1st to 5th speeds, "R" corresponding to the reverse, and "0" indicating the shift inhibition. , ”Corresponding to the automatic shift mode,“ F ”corresponding to system failure, etc. are displayed. The control device 100 controls the hydraulic actuator 25 of the clutch mechanism 10 according to a command signal from the shift lever 110 as a basic control mode thereof, and switches the transmission gear mechanism 40 via the shift mechanism 70.

For example, immediately after starting the vehicle, it is controlled to the 1st speed, and every time the shift lever 110 is upshifted, the current gear is sequentially incremented by 1 to increase the 1st speed to the 2nd speed and the 2nd speed to the 3rd speed. Switching from the 3rd speed to the 4th speed, the 4th speed to the 5th speed, and decrementing the current gear step by 1 every time the downshift is performed, and the 5th speed to the 4th speed, the 4th speed
Switching from the third speed to the third speed, the third speed to the second speed, the second speed to the first speed, the first speed to the neutral position, and when the shift lever 110 instructs reverse, the switch is switched to reverse.

Further, when the drive range (automatic shift mode) is set by the shift lever 110, the normal shift is set based on the shift map stored beforehand, the detected vehicle speed, and the detected throttle opening. Like the automatic transmission,
Through the shift mechanism 70, the transmission gear mechanism 40 is automatically
And the clutch mechanism 10 are controlled.

[Control Block Configuration of Entire Engine Including EMT] Next, the control block configuration of the entire engine including EMT will be described with reference to FIG. As shown in FIG. 9, the EGI unit 200 performs an arithmetic process based on the input port 204 for inputting various signals from the engine EG and the input various signals, and outputs an output signal to the engine via the output port 205. EG and transmission TM
And a RAM 202 and a ROM 203 for storing a control program for the engine EG and the transmission TM, a memory map, and the like. Of these various signals, the main signals input from the engine EG are the intake air amount Q, the engine speed Ne, the mechanical throttle valve opening MTVO, and the electrical throttle valve opening ETVO.
Is. Also, the transmission TM and the clutch C
The main signal input from r is the main shaft speed M
e, counter shaft rotation speed Ce, and shift position S. The signal input from the selector lever is the shift operation signal Sh by the occupant. On the other hand, the main signals output from the CPU 201 to the engine EG are the electric throttle valve opening / closing signal ETVB and the solenoid valve drive signal SV.
The main signals output to the transmission TM and the clutch Cr are the clutch drive signal CV and the shift drive signal ShV. Further, the current shift position is turned on by the indicator signal output.

[Control of Electric Throttle Valve] The basic idea of the electric throttle valve control of this embodiment is that the electric throttle valve opening is controlled based on the mechanical throttle valve opening. Control based on the intake air amount such as the rotational speed and mechanical throttle valve opening and volumetric efficiency, and the electric throttle valve is controlled to the maximum closed side within a range that does not reduce the engine rotational speed at a certain point, This is to improve the responsiveness of the electric throttle valve in the closing direction. More specifically, referring to FIG. 14, for example, when the engine speed Ne is 2000 rpm, in the conventional control based on the mechanical throttle valve opening degree, the electric throttle valve opens the throttle valve with the intake air amount Q3. Degree X3
Is set to The throttle valve opening X3 should be further reduced to the throttle valve opening X2 that is the intake air amount Q2 within a range where the engine speed Ne2000 rpm is not reduced. However, since the throttle valve opening degree X3 is actually set, the time for driving the electric throttle valve in the closing direction becomes long, and the engine speed is particularly low during downshifting in EMT, which requires a short time for shift change. It has not fallen and has caused a shift shock. This waste is improved and the throttle valve opening X2 is set so that the electric throttle valve becomes the intake air amount Q2.
The idea of the present embodiment is to control so as to narrow down to.

<Control of Electric Throttle Valve in Normal Time> Here, an example of a control procedure of the electric throttle valve in normal time by the EGI unit 200 will be described with reference to FIGS. 10, 11, and 15. In FIG. 15, when the process is started, it is determined in step S2 whether a shift change is in progress. If the shift change is not in progress in step S2 (NO in step S2), the engine speed Ne and the mechanical throttle valve opening MTVO are input in step S4, and the engine speed Ne and the mechanical throttle valve opening are input in step S6. Based on MTVO, the target electric throttle valve opening METVO is calculated from the electric throttle valve opening map MTEVO during downshifting shown in FIG. In step S8, the electric throttle valve drive signal ETVB
To drive the electric throttle valve to the closing side. On the other hand, if the shift change is in progress in step S2 (determination YES in step S2), if the clutch is released while the accelerator is on, the engine speed will increase rapidly. Fully close. In the above control, the map MTET shown in FIG.
Instead of VO, a map calculated from only the engine speed Ne shown in FIG. 11 may be used.

<Control of Electric Throttle Valve During Downshift> Next, the control procedure during downshift will be described. In the conventional system in which the mechanical throttle valve and the electric throttle valve are simply provided in series in the intake passage, the mechanical throttle valve MTV is closed at the time of downshifting. Therefore, the electric throttle valve is controlled to open and close. Also cannot control the amount of air for synchronizing the rotational speed (torque down). In order to eliminate such an inconvenience, in this embodiment, as shown in FIG. 12, a bypass passage P that bypasses the upstream and downstream of the mechanical throttle valve MTV is provided, and the electric throttle valve ETV is the mechanical throttle valve MTV. Is provided upstream of the. That is, the amount of air at the time of downshifting is adjusted by controlling the opening / closing of the air control valve ABV provided in the middle of the bypass passage P to adjust the amount of air supplied when the mechanical throttle valve MTV is closed, and the rotational speed is adjusted. To tune.
The air control valve ABV is opened / closed by controlling the amount of air passing through the air conditioner and the roll valve by a vacuum chamber 302 and a solenoid valve 301 provided in an air passage further branched from the bypass air passage P. The vacuum chamber 302 is connected downstream of the electric throttle valve ETV via a one-way valve 303.

As described above, the amount of supplied air can be adjusted by the air control valve ABV while the mechanical throttle valve is closed during the downshift, so that the torque down and the rotation speed can be smoothly synchronized and the shift shock can be reduced. Even if the air control valve ABV does not open due to an abnormality in the solenoid valve 301, the solenoid control signal, the harness, etc., normal control can be performed by substituting the electric throttle valve.

Further, in the low speed region, the torque and the fuel consumption can be improved by increasing the intake flow velocity. FIG.
The configuration shown in FIG. 3 is another form in which the electric throttle valve shown in FIG. 12 is arranged upstream of the air control valve and the mechanical throttle valve. The same effect can be obtained by adopting the form shown in FIG.

An example of the control procedure of the electric throttle valve and the air control valve at the time of downshifting by the EGI unit 200 will be described below with reference to FIGS. 10, 11 and 15. In FIG. 15, when the process is started, the engine speed Ne and the gear position g are determined in step S22.
rpos is input, and it is determined in step S24 whether the engine is overrev by downshifting. If no overrev is determined in step S24 (YES in step S24), the process proceeds to step S26. If overrev (determination is NO in step S24), the process proceeds to step S54, and an indicator lighting signal is output. Step S26
Then, driving to the clutch-off position is started, and step S
At 28, wait until the clutch position is in the off position. In step S30, the shift down is started when the clutch position becomes the off position, and in step S32, the engine speed Ne and the mechanical throttle valve opening degree M at that time are started.
TVO is input. In step S34, based on the engine speed Ne and the mechanical throttle valve opening degree MTVO, the target electric throttle valve opening degree ME is calculated from the electric throttle valve opening degree map TDN during downshifting shown in FIG.
Calculate TVO. In step S36, the electric throttle valve drive signal ETVB is output to drive the electric throttle valve ETV to the closing side. In step S38, the solenoid valve 301 is energized to open the air control valve ABV. In step S40, it is determined whether or not the engine speed Ne is in a rotation range in which it is in tune with the shift stage. To do. In step S44, the electric throttle valve opening METVO is calculated from the map of FIG. 10 so as to set the opening based on the normal engine speed, and in step S46 the electric throttle valve drive signal ETVB is output. In step S48, it is determined whether or not the downshift is completed. When the downshift is completed, driving to the clutch on position is started in step S50, and when the clutch is in the on position, the control program of this embodiment ends. . Even in the above control, the map MTE shown in FIG.
Instead of TVO, a map calculated only from the engine speed Ne shown in FIG. 11 may be used.

The present invention can be applied to the modified or modified embodiment described above without departing from the spirit of the present invention. For example, in the present embodiment, the example in which the electric throttle valve control is executed for the vehicle equipped with the EMT that realizes the shortening of the shift time has been described. Alternatively, the above control may be executed.

[0052]

As described above, according to the engine throttle valve control apparatus of the present invention, the engine speed or the mechanical throttle valve closes the control valve to the maximum extent within a range in which the engine speed does not drop at a certain point. By controlling to the side, it is possible to suppress the influence of output reduction during normal operation, shorten the delay time of the closing operation of the control valve, and improve the torque down response.

[Brief description of drawings]

FIG. 1 is a cross-sectional plan view of an electronically controlled transmission according to an embodiment.

FIG. 2 is a vertical sectional side view of the electronically controlled transmission of FIG.

FIG. 3 is a vertical cross-sectional view showing a rack and pinion mechanism of a shift mechanism.

FIG. 4 is a vertical sectional view of a shift drum and its vicinity.

5 is a development view of a shift groove of a shift drum of the electronically controlled transmission shown in FIG.

6 is a front view of a main part of a clutch mechanism of the electronically controlled transmission of FIG.

7 is a vertical sectional side view of a release bearing of the clutch mechanism of FIG.

8 is a configuration diagram of a hydraulic pressure supply system and a control system of the electronically controlled transmission of FIG.

FIG. 9 is a diagram showing a control block configuration of the entire engine.

10 is an electric throttle valve opening degree map at the time of downshift based on the engine speed and the mechanical throttle valve opening degree in the flowcharts of FIGS. 15 and 16. FIG.

FIG. 11 is an electric throttle valve opening degree map at the time of downshift based on the engine speed Ne in the flowcharts of FIGS. 15 and 16.

FIG. 12 is an arrangement configuration diagram of an air control valve that controls an air amount during a downshift.

FIG. 13 is an arrangement configuration diagram of an air control valve that controls an air amount during a downshift.

FIG. 14 is a diagram illustrating the principle of an embodiment according to the present invention.

FIG. 15 is a flowchart showing a control procedure of an electric throttle valve at a normal time.

FIG. 16 is a flowchart showing a control procedure of an electric throttle valve during downshift.

[Explanation of symbols]

 TM Electronically controlled transmission 10 Clutch mechanism 40 Transmission gear mechanism 45 Main shaft 70 Shift mechanism 71, 72, 73 Shift rod 80 Shift drum 90 Rack and pinion mechanism 94 Rack member 100 Control device

Claims (6)

[Claims] 1. A mechanical throttle valve that interlocks with an accelerator pedal and a control valve that is controlled to operate to a closing side when a predetermined torque down condition is satisfied are provided in series in a common intake passage. A throttle valve control device for an engine that limits an intake air amount by operating a control valve toward a closing side, a means for detecting an opening of the mechanical throttle valve, a means for detecting an engine speed, and the intake air amount. However, the opening of the control valve is controlled to the maximum closed side so that it does not become less than the maximum intake air amount determined based on at least one of the detected mechanical throttle valve opening and engine speed. A throttle valve control device for an engine, comprising: 2. A mechanical throttle valve that interlocks with an accelerator pedal and a control valve that is controlled to operate on a closing side when a predetermined torque down condition is satisfied are provided in series in a common intake passage, A throttle valve control device for an engine that limits an intake air amount by operating a control valve toward a closing side, a means for detecting an opening of the mechanical throttle valve, a means for detecting an engine speed, and the intake air amount. Is a control means for controlling the opening of the control valve to the maximum closed side so as not to be less than the maximum intake air amount determined based on the detected mechanical throttle valve opening and the engine speed. A throttle valve control device for an engine, comprising: 3. The throttle valve control device for an engine according to claim 1, wherein the predetermined torque-down condition is a gear shift in an automatic transmission or a wheel slip occurs. 4. The predetermined torque down condition is a shift time in an automatic transmission having a manual operation force input mechanism so that a manual shift operation can be performed. 2. The engine throttle valve control device according to 2. 5. The engine throttle valve control device according to claim 3, wherein the predetermined torque-down condition is a downshift in the automatic transmission. 6. The engine throttle according to claim 1, wherein the control means controls the control valve to be fully closed when the predetermined torque down condition is satisfied. Valve control device.