JPH10103301A - Hydraulic motor type throttle actuator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a throttle actuator to increase an operation speed, be excellent in durability, and reduce a cost. SOLUTION: A hydraulic motor type throttle actuator 20 comprises mainly a hydraulic motor part 20b, a rotor 20c, and a solenoid 20d. The hydraulic motor part 20b is provided in a case body 55 with a plurality of fan-shaped hydraulic chambers, pistons 57a and 57b, connected to the throttle shaft 5c of a throttle valve 5a, respectively, are rotatably inserted in the respective hydraulic chambers, and oil feed chambers 55g and drain chambers 55h are alternately formed. Further, a rotor 20c is formed such that a rotary valve 58 is rotatably inserted in the central part of the case body 55 and a magnet 59 is securely mounted on a valve shaft 58a. A solenoid 20d is constituted such that a lamination core 62 is disposed opposite to the magnet 59 and an exciting coil 63 is wound around the outer periphery of the lamination core 62.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic motor type throttle actuator which is connected to a throttle valve and operates the throttle valve.

[0002]

2. Description of the Related Art In recent years, various techniques have been proposed to improve the responsiveness to a driver's required output by electronically controlling a throttle opening to obtain good running performance. For example, SA
E-paper 780346 (1978) or Tokuhei 3
JP-A-63654 discloses an accelerator pedal depression amount as a driver's required output amount, sets a fuel injection amount according to the accelerator depression amount, and adjusts the fuel injection amount, the engine speed, the engine temperature, and the like. Setting a target intake air amount for obtaining a predetermined air-fuel ratio on the basis of the target intake air amount, and setting a throttle valve opening degree which becomes a predetermined throttle passing air flow rate (an intake air flow rate passing through a throttle valve) from the target intake air amount; A technique of so-called fuel-driven control (or simultaneous fuel-air control) is disclosed.

As a throttle actuator connected to a throttle valve for operating the throttle valve, as described in the above-mentioned prior art and Japanese Patent Application Laid-Open No. 7-77088, a stepping motor or a Japanese Patent Application Laid-Open No.
As disclosed in Japanese Patent No. 166897, a servo motor (DC motor) is used.

[0004]

However, when a step motor is used as a throttle actuator, there are the following inconveniences.

(1) The positioning accuracy and durability are good, but the operation speed is slightly slow.

(2) The cost of the step motor is high.

(3) A dedicated logic is required for the drive circuit of the step motor, which increases the cost.

(4) To increase the operating speed, a general-purpose product cannot cope with the problem, and a new dedicated step motor is required, resulting in a very high cost.

When a servo motor (DC motor) is used as a throttle actuator, (1) the positioning accuracy is good, the operation speed is fast, and the cost of the servo motor alone is reasonable, but the servo motor drive circuit The cost is slightly higher.

(2) The calculation load of servo motor control software is heavy, and a dedicated CPU is required.

(3) The rotation of the servomotor needs to be reduced by a gear, and a reduction mechanism is required, which complicates the configuration and increases the cost.

(4) There are inconveniences such as a problem in durability due to wear of the brush of the servomotor.

SUMMARY OF THE INVENTION In view of the above circumstances, an object of the present invention is to provide a hydraulic motor type throttle actuator which has a high operating speed, is excellent in durability, and can reduce the cost.

[0014]

In order to achieve the above object, a hydraulic motor type throttle actuator according to the present invention has a plurality of fan-shaped hydraulic chambers formed inside a case body. A piston connected to a throttle shaft of a throttle valve is rotatably inserted into the first and second hydraulic working chambers, each of which is divided by the piston into a hydraulic chamber, and a center where a rotary valve is disposed. And a drain chamber in which oil is supplied around the center and between the connection of the oil passages, and a drain chamber in which oil is drained. Are alternately formed, and the rotation thereof causes the first and second hydraulic working chambers to pass through the first and second oil passages respectively to the oil supply chamber and the drain chamber. A rotor of the rotary valve, rotatably inserted and supported in the center of the case body, and the magnet valve shaft of the rotary valve extending through the case main body and mounted and fixed selectively communicated with,
A solenoid in which a laminated core is provided facing the magnet, and an excitation coil is wound around the outer periphery of the laminated core.

Further, a hydraulic motor type throttle actuator according to the present invention is characterized in that the exciting coil is connected to an H-bridge circuit to which a pulse width modulation signal is input.

The hydraulic motor-type throttle actuator according to the third aspect of the present invention is characterized in that a hydraulic pressure generated during operation of the engine is used as a drive source.

Further, the hydraulic motor type throttle actuator according to the invention described in claim 4 is characterized in that a return system of hydraulic oil of a power steering mechanism is used as a hydraulic pressure generated in accordance with the operation of the engine.

Furthermore, the hydraulic motor-type throttle actuator according to the present invention is characterized in that all ports underlap when the rotary valve is at the neutral position.

Further, in the hydraulic motor type throttle actuator according to the present invention, when the hydraulic pressure is not acting or when the hydraulic pressure is very small, the throttle valve is set to an initial opening for ensuring engine start. Characterized in that it is provided with an initial positioning mechanism for setting to.

In the hydraulic motor type throttle actuator according to the present invention, the position of the one side wall surface of the hydraulic chamber where the piston abuts is set to the throttle valve fully closed position, and the other side wall surface of the hydraulic chamber is set. The position where the piston abuts is set to the throttle valve fully open position.

That is, in the hydraulic motor type throttle actuator according to the first aspect of the present invention, when the exciting coil of the solenoid is energized, a magnetic field is generated in the laminated core according to the forward current direction and the reverse current direction, and the forward current period is reduced. And the reverse current period is equal, the rotary valve is in the neutral position, the supply or discharge of oil to each hydraulic working chamber of the hydraulic motor unit stops, the hydraulic pressure acting on both sides of the piston becomes equal, and the piston stops, A throttle valve connected to the piston via a throttle shaft stops. Also, the ratio of the magnetic field direction of the laminated core changes according to the ratio of the forward current period and the reverse current period of the current flowing through the exciting coil, and the rotary valve integrated with the magnet is rotated by the attraction / repulsion of the magnet accordingly. . When the rotary valve rotates in one direction, each of the first hydraulic working chambers communicates with the oil supply chamber through the first oil passage to supply oil to the first hydraulic working chamber, and each of the second hydraulic working chambers The chamber communicates with the drain chamber via the second oil passage to discharge the oil in the second hydraulic working chamber, the piston is rotated by the oil pressure of the oil supplied into the first hydraulic working chamber, and the piston is throttled. The opening of the throttle valve connected via the shaft is increased. Further, when the rotary valve rotates in the other direction, the first hydraulic operating chambers communicate with the drain chamber via the first oil passage to discharge the oil in the first hydraulic operating chamber and to release the oil in the second hydraulic operating chamber. Is communicated with the oil supply chamber via the second oil passage, the oil is supplied to the second hydraulic operation chamber, and the hydraulic pressure of the oil supplied into the second hydraulic operation chamber causes the piston to rotate in the reverse direction, thereby causing the piston to rotate. The reverse rotation reduces the opening of the throttle valve.

In the hydraulic motor type throttle actuator according to the second aspect of the present invention, by connecting the exciting coil to the H-bridge circuit to which the pulse width modulation signal is input, the pulse width modulation signal having a duty ratio of 50% can be generated. H
When input to the bridge circuit, the ratio of the forward current period to the reverse current period of the current flowing through the exciting coil becomes equal by the H-bridge circuit, the rotary valve becomes the neutral position, the throttle valve stops, and the input to the H-bridge circuit. As the duty ratio of the pulse width modulation signal increases to more than 50%, the amount of rotation of the rotary valve increases, and the opening degree of the port that connects each oil passage with the oil supply chamber and the drain chamber increases. As the duty ratio increases, the valve opening speed of the throttle valve increases, and as the duty ratio decreases below 50%, the amount of reverse rotation of the rotary valve increases. The valve closing speed increases.

Further, in the hydraulic motor type throttle actuator according to the third aspect of the present invention, a hydraulic pressure generated during engine operation is used as a drive source.

Further, in the hydraulic motor type throttle actuator according to the fourth aspect of the present invention, a return system of hydraulic oil of a power steering mechanism is used as a drive source.

Further, in the hydraulic motor type throttle actuator according to the present invention, when the rotary valve is at the neutral position, the oil supply chamber and the drain chamber communicate with each other, and the oil easily flows from the oil supply chamber to the drain chamber. .

In the hydraulic motor type throttle actuator according to the present invention, when the hydraulic pressure is not acting or when the hydraulic pressure is very small, the throttle valve is secured by the initial positioning mechanism to ensure that the engine starts. The initial opening is set.

Further, in the hydraulic motor type throttle actuator according to the present invention, when the piston comes into contact with one side wall of the hydraulic chamber, the throttle valve is regulated to the fully closed position. On the other hand, when the throttle valve comes into contact with the side wall surface, the throttle valve is regulated to the fully open position.

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

First, the overall structure of the engine will be described with reference to FIG. In FIG. 1, reference numeral 1 denotes an engine for a vehicle such as an automobile. In this embodiment, the engine is a horizontally opposed four-cylinder engine. An intake manifold 3 is communicated with each intake port 2a formed in the cylinder head 2 of the engine 1, and a throttle chamber 5 is communicated with the intake manifold 3 via an air chamber 4 in which the intake passages of the cylinders gather. An air cleaner 7 is mounted on an upstream side of the throttle chamber 5 via an intake pipe 6. The air cleaner 7 communicates with an air intake chamber 8 which is an intake port for intake air. Further, a downstream side of the intake pipe 6 downstream of the air cleaner 7. Is provided with a resonator chamber 9. Also, the exhaust port 2b of the cylinder head 2
An exhaust pipe 11 is communicated with an exhaust manifold 10 through an exhaust manifold 10.
A catalyst converter 12 is interposed in the exhaust pipe 11 and communicates with a muffler 13.

Reference numeral 14 denotes a turbocharger, in which a compressor is provided downstream of the resonator chamber 9 of the intake pipe 6 and a turbine is provided in the exhaust pipe 11. Further, a wastegate valve 15 is interposed at an inlet of the turbine housing of the turbocharger 14, and a wastegate valve operating actuator 16 is connected to the wastegate valve 15. The wastegate valve actuating actuator 16 is divided into two chambers by a diaphragm, one of which forms a pressure chamber which is communicated with a wastegate valve control duty solenoid valve 17, and the other of which functions to close the wastegate valve 15 in a closing direction. A spring chamber containing a biasing spring is formed.

The waste gate valve control duty solenoid valve 17 is interposed in a passage communicating the resonator chamber 9 with the intake pipe 6 downstream of the compressor of the turbocharger 14. In accordance with the duty ratio of the control signal output from the device 80 (see FIG. 12), the pressure on the resonator chamber 9 side and the pressure on the downstream side of the compressor are regulated as control pressures.
It is supplied to the pressure chamber of the waste gate valve operating actuator 16.

That is, the duty control solenoid valve 1 for controlling the waste gate valve is controlled by the electronic control unit 80.
7 to control the supercharging pressure of the turbocharger 14 by operating the wastegate valve operating actuator 16 to adjust the exhaust gas relief by the wastegate valve 15.

On the other hand, an intercooler 18 is provided immediately upstream of the throttle chamber 5 in the intake pipe 6, and a throttle valve 5a is provided in the throttle chamber 5. The throttle valve 5a is not mechanically connected to the accelerator pedal 19 shown in FIG. 2, and the throttle opening degree, that is, the intake air passing through the throttle valve 5a, is turned by the rotation of the hydraulic motor type throttle actuator 20 attached thereto. Flow rate (hereinafter referred to as "throttle passing air flow rate")
Is controlled. The accelerator lever 19a for supporting the accelerator pedal 19 includes a first and a first potentiometer including a potentiometer for outputting a value corresponding to the depression amount θacc of the accelerator pedal 19 to the electronic control device 80 as a driver's required output amount. 2 accelerator opening sensors 21a, 21b
Is attached. Further, the electronic control unit 80 detects the depression amount θacc of the accelerator pedal 19 based on the value detected by the first accelerator opening sensor 21a,
The output values of the two accelerator opening sensors 21a and 21b are compared, and the failure diagnosis of the first accelerator opening sensor 21a is performed based on whether or not the two output values match.

The intake manifold 3 is connected to an intake pipe pressure sensor 22 for detecting a first intake pipe pressure P1 downstream of the throttle valve 5a as an absolute pressure, and further connected to the throttle valve downstream of the intercooler 18. 5a upstream 2nd
A pre-throttle pressure sensor 23 for detecting the pre-throttle pressure P2, which is the intake pipe pressure, as an absolute pressure is communicated.

Further, an injector 24 is located immediately upstream of the intake port 2a of each cylinder of the intake manifold 3, and an ignition plug 25 for exposing a discharge electrode at the tip end to the combustion chamber is provided on the cylinder head 2. It is attached every time. An igniter 27 is connected to the ignition plug 25 via an ignition coil 26 provided for each cylinder.

On the other hand, the injector 24 is connected to a fuel tank 29 via a fuel supply passage 28, and the fuel tank 29 is provided with an in-tank type fuel pump 30. The fuel from the fuel pump 30 is fed under pressure to the injector 24 and the pressure regulator 32 through a fuel filter 31 interposed in the fuel supply passage 28, and is returned from the pressure regulator 32 to the fuel tank 29 to return to the fuel tank 29. The fuel pressure to 24 is regulated to a predetermined pressure.

A throttle sensor 33 having a built-in throttle opening sensor 33a for outputting a voltage value corresponding to the throttle opening and an idle switch 33b for turning on when the throttle valve is fully closed is connected to the throttle valve 5a. I have. Further, the air temperature sensor 34 is provided in the air chamber 4.
A knock sensor 35 is attached to the cylinder block 1a of the engine 1 and a cooling water passage 36 communicating the left and right banks of the cylinder block 1a.
A water temperature sensor 37 is provided at the exhaust manifold 10.
An O2 sensor 38 for detecting the concentration of oxygen in the exhaust gas is disposed at the gathering point.

A crank rotor 40 is axially mounted on a crankshaft 39 supported by the cylinder block 1a. A crank including an electromagnetic pickup for detecting a projection corresponding to a predetermined crank angle is provided on the outer periphery of the crank rotor 40. An angle sensor 41 is provided oppositely. Further, a cam angle sensor 44 for discriminating cylinders, such as an electromagnetic pickup, is provided oppositely to a cam rotor 43 connected to a camshaft 42 that makes a half turn with respect to the crankshaft 39. Have been.

As shown in FIG. 3, the crank rotor 40 has projections 40a, 40b, and 40c formed on its outer periphery, and these projections 40a, 40b, and 40c are connected to the cylinders (# 1, # 2, and # 2). 3, # 4) before compression top dead center (BTD
C) θ1, θ2, θ3 (in the present embodiment, θ1
= 97 CA, θ2 = 65 CA, θ3 = 10 CA)
Is formed at the position.

Each of the protrusions of the crank rotor 40 is detected by the crank angle sensor 41, and BTDCθ
Each crank pulse corresponding to 1, θ2, and θ3 is output to the electronic control unit 80 every 1/2 engine revolution (every 180 ° CA). Then, the electronic control unit 80 measures the input interval time of the crank pulse output from the crank angle sensor 41 by a timer, and calculates the engine speed Ne.

As shown in FIG. 4, on the outer periphery of the cam rotor 43, protrusions 43a, 43b,
3c, the projection 43a is formed at a position θ4 after the compression top dead center (ATDC) of the # 3, # 4 cylinders, and the projection 43b is formed.
Is composed of three protrusions and the first protrusion is the AT of the # 1 cylinder.
It is formed at the position of DCθ5. Further, the projection 43c is formed by two projections, and the first projection is the ATD of the # 2 cylinder.
It is formed at the position of Cθ6. In this embodiment, θ4 = 20 ° CA, θ5 = 5 ° CA, θ6 = 2
0 CA is set. Then, the cam rotor 4
3 are detected by the cam angle sensor 44,
The electronic control unit 8 outputs the cam pulse
When the combustion stroke order of each cylinder is # 1 → # 3 → # 2 → # 4, the electronic control unit 80 counts the combustion stroke order and the cam pulse from the cam angle sensor 44 by a counter. Cylinder discrimination is performed based on the pattern with the counted value.

The hydraulic motor-type throttle actuator 20 will be described in detail with reference to FIGS. 5 to 11. The hydraulic motor-type throttle actuator 20 that operates the throttle valve 5a uses a hydraulic pressure generated during operation of the engine 1 as a drive source. This realizes a hydraulic pressure generating mechanism for driving the hydraulic motor type throttle actuator 20 without newly adding a hydraulic pressure generating mechanism. In the present embodiment, as shown in FIGS. 5 and 6, the hydraulic pressure of the hydraulic oil (power steering oil) in the power steering mechanism 45 is adopted, and the hydraulic pressure of the power steering oil in the power steering oil return passage (hereinafter referred to as “power steering hydraulic pressure”). ").

Here, it is conceivable to employ the oil pressure of the engine oil or the ATF oil of the automatic transmission (automatic transmission, AT) as the oil pressure generated during the operation of the engine 1. However, in the engine oil system, the oil pressure ( Oil pump discharge pressure) 1-3 kg /
cm2, the oil flow rate (discharge rate) is 4-50 l / min, the oil pressure is low, and the oil amount fluctuates greatly depending on the engine speed. However, it is not sufficient to drive the hydraulic motor type throttle actuator 20 satisfactorily, and the controllability is deteriorated. Also, in the hydraulic pressure of the ATF oil system,
For example, when using line pressure, the hydraulic pressure (line pressure)
Is 4.5 to 16 kg / cm2, the hydraulic pressure is relatively high,
Further, although the oil flow rate is relatively stable, there is a disadvantage that it cannot be applied to a vehicle equipped with a manual transmission (manual transmission, MT).

On the other hand, power steering is employed in almost all automobiles, and the hydraulic pressure (power steering hydraulic pressure) of the power steering oil system is 75 to 80 kg / cm.
2. The oil flow rate is 5 to 7 l / min, the hydraulic pressure is high and the flow rate is large, and both the hydraulic pressure and the flow rate are almost constant and stable. Therefore, by using the power steering oil pressure of the power steering mechanism 20 as a drive source of the hydraulic motor type throttle actuator 20, it is possible to obtain a sufficient driving force for operating the throttle valve 5a and a sufficient and stable throttle opening degree controllability. It is possible, and the operability of the hydraulic motor type throttle actuator 20 can be improved.

Regarding the power steering mechanism 45,
As is well known, a transmission mechanism 46 such as a belt is
, The vane pump 47a disposed in the oil reservoir 47 is driven, and the power steering oil is discharged from the vane pump 47a. The discharged power steering oil is controlled to an appropriate amount (5 to 7 l / min) according to the engine speed by a flow control valve 47b integrated with the vane pump 47a, and the power steering oil pressure is controlled in cooperation with a relief valve 47c. (75-80kg /
cm2), through the power steering oil supply passage 48, the steering wheel 49a, the steering shaft 49b,
It is supplied to a control valve 49d integrated with the pinion shaft 49c.

When steering is applied by the steering wheel 49a, the steering wheel 49a, the steering shaft 49b, the pinion shaft 4
The control valve 49d integral with the power cylinder 9c operates to form a flow path of the power steering oil according to the steering direction. The power steering oil passes through the passage 50a or the passage 50b and the first working chamber 51a or the second working chamber of the power cylinder 51. Room 51
b. The first working chamber 51a (the second working chamber 51)
The power steering oil that has entered b) acts on the rack piston 52a integrated with the rack shaft 52, and generates an axial force on the rack shaft 52 to the right (left) in FIG. 6 to assist and reduce the steering force. By the movement of the rack piston 52a, the power steering oil in the second working chamber 51b (the first working chamber 51a) is pushed out, and the passage 50b (the passage 50a), the control valve 49d, and the power steering oil return passages 53a, 53b.
, And is returned to the oil reservoir 47.

Here, the power steering oil return passages 53a and 53b extend to the hydraulic motor type throttle actuator 20, and the power steering hydraulic pressure is supplied to the hydraulic motor type throttle actuator 20 as a driving source.
By employing the oil pressure in the power steering oil return passage as the drive source of the hydraulic motor type throttle actuator 20, the power steering mechanism 45 can be realized without any trouble. In other words, conversely,
This is because, if the hydraulic motor type throttle actuator 20 is interposed in the power steering oil supply passage 48, there is a risk that stable hydraulic pressure cannot be supplied to the power steering mechanism 45 due to the operation of the hydraulic motor type throttle actuator 20.

Hydraulic motor type throttle actuator 2
0 is fixed to the outside of the throttle chamber 5 as shown in FIG.
c, Actuator body 20 composed of solenoid 20d
a and an initial positioning mechanism 66. The hydraulic motor portion 20d of the actuator body 20a has a case body 55 formed in a cylindrical shape with the throttle valve 5a side opened, abuts on a boss portion 5b formed in the throttle chamber 5 at the opening, and a hydraulic motor type throttle actuator. A cover 56 for sealing the power steering oil supplied into the inside 20 is provided. A plate 57 that rotates by power steering oil pressure is provided in the case main body 55.
One end of a throttle shaft 5c of the throttle valve 5a penetrates the lid 56 and is fixed. The other end of the throttle shaft 5c is connected to the throttle sensor 33 mounted outside the throttle chamber 5.

Also, as shown in FIG.
, A plurality of (two in the present embodiment) fan-shaped hydraulic chambers 55a, 55b are formed inside the fan-shaped hydraulic chambers 55a, 55b.
Pistons 57a and 57b projecting from the plate 57 are rotatably inserted into 55b. That is, the throttle valve 5a is integrally connected to the pistons 57a and 57b via the throttle shaft 5c and the plate 57.

Each of the hydraulic chambers 55a and 55b is partitioned into a first hydraulic operating chamber 55c and a second hydraulic operating chamber 55d by the pistons 57a and 57b.
The second hydraulic working chambers 55c and 55d are formed by two sets of first and second oil passages 55e and 55f formed in the case body 55.
Are connected to the center of the case body 55 in which the rotary valve 58 is disposed.

The control valve 49d of the power steering mechanism 45 is provided inside the case main body 55 around the center where the rotary valve 58 is disposed and between the connection of the oil passages 55e and 55f. An oil supply chamber 55g communicating with the power steering oil return passage 53a and supplying the power steering oil thereto, and a drain chamber 55h communicating with the power steering oil return passage 53b to the oil reservoir 47 and draining the oil are alternately formed. ing.

The rotation of the rotary valve 58 causes the first and second hydraulic working chambers 55c and 55d to move through the first and second oil passages 55e and 55f, respectively, to the oil supply chamber 55g and the drain chamber 55h. And is selectively communicated with.

The rotary valve 58 is rotatably supported by the case main body 55, and a valve shaft 58a of the rotary valve 58 extends through the case main body 55, and is connected to the end of the valve shaft 58a by 180 °. S and N poles facing each other (in FIG.
A permanent magnet 59 having a pole is mounted and fixed. Therefore, the rotor 20c is constituted by the rotary valve 58, the valve shaft 58a, and the magnet 59.

The rotary valve 58 and the magnet 5
9 is a clockwise direction and a counterclockwise direction as shown in FIGS. 9 and 11 with respect to the neutral position in FIG. 7 by a stopper (not shown).
°) is restricted to the rotation range.

Further, U
A laminated core 62 having a U-shape (an inverted U-shape in FIG. 6) is attached and fixed to the inner peripheral surface of a case 60.
Are fixed to the case body 55. An excitation coil 63 is wound around the outer periphery of the central portion of the laminated core 62, and the laminated core 62 and the excitation coil 63 constitute a solenoid 20d. That is, in the present embodiment, the actuator 20 has a rotary solenoid structure.
By switching the connection of the power steering oil passage inside the
By switching the supply and discharge of power steering oil to or from the hydraulic operating chamber 55c or the second hydraulic operating chamber 55d, the pistons 57a,
The rotation of the plate 57b rotates the plate 57, thereby opening and closing the throttle valve 5a via the throttle shaft 5c fixed to the plate 57.

As shown in FIG. 8, both terminals 63 a and 63 b of the exciting coil 63 are connected to an H-bridge circuit 64. The H-bridge circuit 64 includes an inverter 65 and four field effect transistors (Field Effect transistors).
Transistor, hereinafter abbreviated as “FET”) FET1
FET4, and FET1 and FET3 are P-channel type FETs.
F, turns on when the gate voltage is at L level and turns on the drain D
To the source S, and FET2 and FET4 are N-channel type FETs. On the contrary, when the gate voltage is at the H level, the FET D is turned on and the drain D to the source S are connected.

Then, the PW of the electronic control unit 80 described later
The input terminal of the inverter 65 is connected to the M signal output circuit 103, and the gates G of the FET1 and the FET2 are connected.
The gate G of ET4 is connected. Each drain D of FET1 and FET2 is connected to one terminal 63a of the exciting coil 63, and each drain D of FET3 and FET4 is connected to the other terminal 63b of the exciting coil 63.
Further, the respective sources S of the FET1 and the FET3 are grounded (grounded), and the respective sources S of the FET2 and the FET4 are connected to a 12V power supply (battery).

In the present embodiment, the electronic control unit 8
Pulse width modulation in which the higher the duty ratio DUTY is in proportion to the duty ratio DUTY calculated at 0, the longer the H level voltage (5 V voltage) output time from the PWM signal output circuit 103 for a certain period T, that is, the ON time TON, becomes. A signal (hereinafter abbreviated as “PWM signal”) is output (see FIG. 13).

When the H level voltage is output from the PWM signal output circuit 103 due to the TON time, the FET2 and the FET3 are turned on and the FET1 and the FET4 are turned off, so that one terminal 63a of the exciting coil 63 is connected to the FET2.
And the other terminal 63b
Are grounded by the FET 3 (see FIG. 14), and a forward current (forward current) flows through the exciting coil 63 as shown by a solid arrow in FIG. A magnetic field is generated by the excitation of the coil 63, and one end 62a of the laminated core 62 has an N pole and the other end 62b
, An S pole magnetic pole is generated. On the other hand, during the L level voltage (0 V) period of the PWM signal, FET2 and FET3
FF is performed, FET1 and FET4 are turned ON, and the exciting coil 6
3, one terminal 63a is grounded by the FET1, and the other terminal 63b is connected to the 12V power supply by the FET4 (see FIG. 14). As shown by a broken arrow in FIG. (Reverse current) flows, and a magnetic field is generated by the excitation coil 63 in the laminated core 62 in the right direction in the same figure, and an S pole is formed at one end 62a of the laminated core 62 and an N pole is formed at the other end 62b. Occur.

Therefore, according to the ratio between the forward current period and the reverse current period, the rotary valve 58 uses the magnet 59 integrated with the rotary valve 58 and the attraction force / repulsion force of the solenoid 61 as shown in FIG. ± 2 max for neutral position
It turns by 0 ° (as described above, it can turn to the restriction position by the stopper not shown).

Here, when the duty ratio DUTY is 50% and the ON time TON of the PWM signal is 50%
, Ie, the duty ratio DUTY = 50% P
When the WM signal is input to the H-bridge circuit 64, the ratio of the forward current period to the reverse current period of the current flowing through the exciting coil 63 by the H-bridge circuit 64 becomes equal,
The average value of the exciting coil 63 becomes zero,
Rotary valve 58 is in neutral position and throttle valve 5a
Stops.

When the duty ratio DUTY is 50
%, Which is larger than% and is input to the H-bridge circuit 64.
As the ON time TON of the M signal increases by more than 50% with respect to the constant cycle T, the forward current period increases with respect to the reverse current, and the magnet 59 and the rotary valve 58 integrated therewith move in the counterclockwise direction in the figure. As a result, each first hydraulic operating chamber 55c communicates with the oil supply chamber 55g via the first oil passage 55e to supply power steering oil to the first hydraulic operating chamber 55c, The hydraulic working chamber 55d is the second
The power steering oil in the second hydraulic operating chamber 55d is discharged by communicating with the drain chamber 55h through the oil passage 55f,
The pistons 57a and 57b rotate in the clockwise direction in the drawing by the hydraulic pressure of the power steering oil supplied into the first hydraulic working chamber 55c, and the throttle shaft 5c rotates clockwise through the plate 57 integrated with the pistons 57a and 57b. It rotates in the rotation direction, and the opening of the throttle valve 5a is increased.

Note that P input to the H bridge circuit 64
As the duty ratio DUTY of the WM signal increases beyond 50%, the rotation amount of the rotary valve 58 increases, and the opening degree of the port connecting the oil passages 55e and 55f with the oil supply chamber 55g and the drain chamber 55h increases. As a result, the valve opening speed of the throttle valve 5a increases in proportion to the increase in the duty ratio DUTY.

When the duty ratio is 100%, P
When the TON time TON of the WM signal is 100%, the maximum current flows in the exciting coil 63 in the forward direction, and the rotary valve 5
8, the counterclockwise rotation speed becomes the maximum, the opening speed of the first oil passage 55e communicating with the first hydraulic operating chamber 55c to the oil supply chamber 55g increases, and the second hydraulic communication chamber 55d communicates with the second hydraulic operating chamber 55d. The speed at which the opening area of the oil passage 55f with respect to the drain chamber 55h increases is maximized, and accordingly, the clockwise rotation speed of the pistons 57a, 57b, that is, the opening speed of the throttle valve 5a, is maximized.

When the duty ratio DUTY is 50%
Smaller than the PWM input to the H-bridge circuit 64
As the ON time TON of the signal decreases by less than 50% with respect to the constant cycle T, the reverse current period increases with respect to the forward current,
The magnet 59 and the rotary valve 58 integrated therewith rotate clockwise in the drawing, and conversely, each first hydraulic working chamber 55c communicates with the drain chamber 55h through the first oil passage 55e to make the first hydraulic The power steering oil in the working chamber 55c is discharged, and each second hydraulic working chamber 55d is
The power steering oil is supplied to the second hydraulic operating chamber 55d by communicating with the oil supply chamber 55g through the oil supply chamber 55f, and the pistons 57a and 57b are operated by the hydraulic pressure of the power steering oil supplied into the second hydraulic operating chamber 55d. Pivot around,
The throttle shaft 5c rotates counterclockwise through the plate 57 integrated with the pistons 57a and 57b, and the opening of the throttle valve 5a decreases.

Here, as the duty ratio DUTY of the PWM signal input to the H-bridge circuit 64 decreases below 50%, the amount of clockwise rotation of the rotary valve 58 increases and the first oil passage 55e and the drain chamber 55h,
The degree of opening of the port connecting the second oil passage 55f and the oil supply chamber 55g increases, so that the duty ratio DUT
The closing speed of the throttle valve 5a increases as Y decreases.

When the duty ratio DUTY is 0%
When the TON time TON of the PWM signal is 0%, the maximum current flows through the exciting coil 63 in the reverse direction, and the rotary valve 5
8, the clockwise rotation speed becomes maximum, and the first hydraulic working chamber 5
Drain chamber 55 of the first oil passage 55e communicating with the first oil passage 55c
h, the rate of increase of the opening area with respect to h, and the second hydraulic working chamber 5
Oil supply chamber 5 of second oil passage 55f communicating with 5d
The rate of increase of the opening area with respect to 5g becomes the maximum, and accordingly, the rotational speed of the pistons 57a and 57b in the counterclockwise direction, that is, the closing speed of the throttle valve 5a becomes the maximum.

Accordingly, if the actual throttle opening (actual throttle opening) is smaller than the target throttle opening (target throttle opening), the PWM signal having the duty ratio DUTY larger than 50% is correspondingly output from the hydraulic motor. When the throttle valve 5a is applied to the throttle actuator 20, the throttle valve 5a rotates clockwise, and the actual throttle valve opening increases. If the actual throttle opening is larger than the target throttle opening, a PWM signal having a duty ratio DUTY smaller than 50% is given to the hydraulic motor-type throttle actuator 20 accordingly, so that the throttle valve 5a moves in the counterclockwise direction. It turns and the actual throttle rotation decreases. When the actual throttle opening coincides with the target throttle rotation, a PWM signal having a duty ratio DUTY of 50% is transmitted to the hydraulic motor type throttle actuator 2.
By giving 0, the throttle valve 5a stops.

As described above, only by controlling the duty ratio DUTY of the PWM signal input to the H-bridge circuit 64, not only the opening of the throttle valve 5a but also the throttle valve 5 is controlled.
a can be variably controlled, and can be realized by a circuit similar to a conventional idle speed control valve (ISC valve) drive circuit, and does not require a special control circuit. The control software for the throttle actuator 20 can be realized with a light calculation load.

Here, when the frequency of the PWM signal is high (the fixed period T is short), the accuracy of the hydraulic motor type throttle actuator 20 is improved, but the operation speed is reduced,
If the frequency of the PWM signal is low (the fixed period is long), the vibration of the rotary valve 58 increases due to the increase in the forward current period and the reverse current period of the exciting coil 63, and the controllability deteriorates. Is selected such that the rotary valve 58 vibrates slightly (about 1 degree in amplitude) at a duty ratio DUTY = 50% (250 Hz in the present embodiment).

As shown in FIG. 7, when the rotary valve 58 is in the neutral position, all ports are underlapped (all ports are slightly opened), and the oil supply chamber 55g and the drain chamber 55h With communication with
Even if the power steering oil easily flows from the oil supply chamber 55g to the drain chamber 55h and the return system of the power steering oil is used as a drive source of the hydraulic motor type throttle actuator 20,
Of the power steering oil due to the power steering mechanism 4
5 can be reliably prevented from becoming unstable.

Then, as shown in FIG. 9, the respective pistons 57a, 57b rotate in the counterclockwise direction in the figure, and the respective pistons 57a, 57b abut against the counterclockwise wall surfaces of the respective hydraulic chambers 55a, 55b. At this time, the throttle valve 5a is restricted to the fully closed position, while the pistons 57a and 57b rotate clockwise as shown in FIG.
When a and 57b abut against the clockwise walls of the hydraulic chambers 55a and 55b, the throttle valve 5a is regulated to the fully open position.

In this embodiment, the following advantages are obtained by using a hydraulic motor throttle actuator 20 driven by power steering oil as a throttle actuator, as compared with a step motor throttle actuator and a servo motor throttle actuator. Having.

(1) As described above, the power steering oil system has a high oil pressure and is stable, and the flow rate is relatively large and stable. Therefore, the operation speed of the throttle actuator is high, and the power steering oil inside the throttle actuator is high. With little wear and excellent durability.

(2) The hydraulic motor and the like can be manufactured by simple die-casting, and the cost can be reduced (it can be realized at the same cost as the conventional rotary solenoid type idle speed control valve (ISC valve)). ).

(3) The cost of the control circuit (the PWM signal output circuit 103 and the H-bridge circuit 64) of the hydraulic motor type throttle actuator 20 can be realized at a cost equal to or less than that of the conventional ISC valve drive circuit.

(4) The control software for the hydraulic motor type throttle actuator 20 determines the duty ratio DUT according to the opening error of the actual throttle opening with respect to the target throttle opening (= target throttle opening−actual throttle opening).
Only Y is set, the calculation load is light, and it can be easily integrated with engine control.

(5) Since the return source of the power steering oil system is used as the drive source of the hydraulic motor type throttle actuator 20, it can be realized without affecting the power steering.
It can be easily realized only by adding a hydraulic pipe to zero.

However, the hydraulic motor-type throttle actuator 2 having the hydraulic pressure (in the present embodiment, the hydraulic pressure of the power steering oil) generated by the operation of the engine as a drive source.
At 0, there is no problem because the oil pressure is not interrupted during running and idling. However, the only point to be considered is that a device must be devised when the oil pressure is insufficient, such as at the time of engine cranking or immediately after a low temperature start.

Then, the engine can be started at -30 ° C.
In addition, the throttle opening at which the idle can be maintained after the start is, for example, 15% opening (the full opening of the throttle valve 5a is 10%).
6 and 7 so that the throttle valve 5a has an initial setting of 15% when the oil pressure of the power steering oil is zero, as shown in FIGS. An initial positioning mechanism 66 for giving an initial setting opening for starting the engine to the throttle valve 5a is provided between the actuator body 20a and the throttle chamber 5.

The initial positioning mechanism 66 is formed of a clip in a washing pin shape, and the rotational position of the throttle shaft 5c is adjusted by a clamp rotatable with respect to the throttle shaft 5c of the throttle valve 5a.
The opening of the throttle valve 5a is set to the initial setting by matching the position of the fixing pin 67 which is fixed upright on the throttle valve 5a. That is, the initial position positioning mechanism 66 includes the first and second clip pieces 68a and 68b into which the throttle shaft 5c is rotatably inserted, and the two clip pieces 68a and 68.
In order to pinch the fixing pin 67 by b, a tension spring 69 is stretched over these clip pieces 68a, 68b.

Then, both side surfaces of the lever 5d, which is fixed to the throttle shaft 5c and whose tip end is bent and raised, are located on the inner peripheral side of the fixing pin 67 and the two clip pieces 68 are provided.
7, when the hydraulic pressure of the power steering oil supplied to the hydraulic motor type throttle actuator 20 is zero or minute, the first and second springs are biased by the spring 69 as shown in FIG. Clip piece 6
8a and 68b, the lever 5d is clamped together with a fixing pin 67 which is erected and fixed to the throttle chamber 5,
The rotational position of the throttle shaft 5c matches the position of the fixed pin 67, and the opening of the throttle valve 5a connected to the throttle shaft 5c is maintained at the initial setting opening (15% opening).

Thus, the throttle valve 5a is maintained at the initially set opening (15% opening) at the time of engine cranking and shortage of hydraulic pressure such as immediately after starting at a low temperature, so that the engine is started and idle after starting is ensured.

The urging force (tensile force) of the tension spring 69 used for clamping is set to be sufficiently smaller than the rotational force of the hydraulic motor type throttle actuator 20 during normal operation.

When the hydraulic pressure of the power steering oil is sufficiently increased after the engine is started, the rotational force of the hydraulic motor-type throttle actuator 20 resists the urging force of the tension spring 69 of the initial positioning mechanism 66, and the throttle is moved via the throttle shaft 5c. The valve 5a is operated. That is, when the throttle valve 5a is closed from the initial opening by the rotational force of the hydraulic motor type throttle actuator 20, the second clip 68b is kept in contact with the fixing pin 67 as shown in FIG. The first clip piece 68a is a hydraulic motor type throttle actuator 2
The rotation of the throttle shaft 5c by the rotation force of 0 causes the lever 5 fixed to the throttle shaft 5c to rotate.
d, the tension spring 6
9 rotates counterclockwise with the throttle shaft 5c and the lever 5d against the urging force of 9 and separates from the fixing pin 67.

On the other hand, when the throttle valve 5a is opened from the initial opening by the rotational force of the hydraulic motor type throttle actuator 20, FIG. 10 (FIG. 10 shows a case where the throttle valve is 50% open) or FIG. As shown in FIG. 11, on the contrary, while the first clip piece 68a is in contact with the fixing pin 67, the second clip piece 68b is rotated by the rotation of the throttle shaft 5c due to the rotational force of the hydraulic motor type throttle actuator 20. The lever 5d fixed to the throttle shaft 5c is pressed by the right end face of the lever 5d, rotates against the urging force of the tension spring 69, rotates clockwise with the throttle shaft 5c and the lever 5d, and separates from the fixing pin 67.

Therefore, after the hydraulic pressure of the power steering oil has risen sufficiently after the start of the engine, the closing or opening operation of the throttle valve 5a by the hydraulic motor type throttle actuator 20 is not hindered by the initial positioning mechanism 66. Absent.

Next, the configuration of the electronic control unit (ECU) 80 will be described with reference to FIG. The ECU 80 mainly includes two computers: a main computer 81 that performs fuel injection control, ignition timing control, throttle opening control, and the like, and a sub computer 91 that is dedicated to knock detection processing. A constant voltage circuit 101 to be supplied, a driving circuit 102 connected to the main computer 81, a PWM signal output circuit 103, an A / D converter 104, and various peripheral circuits connected to the sub computer 91 are built in. .

The constant voltage circuit 101 includes a power supply relay 11
The relay coil of the power supply relay 110 is connected to the battery 111 via an ignition switch 112. Further, the constant voltage circuit 101 is directly connected to the battery 111, and the ignition switch 1
When the relay switch 12 is turned on and the relay contact of the power supply relay 110 is closed, power is supplied to each unit of the ECU 80, and regardless of whether the ignition switch 112 is on or off,
Always backup RAM 8 of main computer 81
5 is supplied with power for backup. Further, the fuel pump 30 is connected to the battery 111 via a relay contact of a fuel pump relay 113.

The main computer 81 includes a CPU 8
2, ROM83, RAM84, backup RAM8
5, a microcomputer in which a counter / timer group 86, an SCI 87 serving as a serial communication interface, and an I / O interface 88 are connected to each other via a bus line 89;
ON, OF of the ignition switch 112
Regardless of F, a backup power supply is constantly supplied from the constant voltage circuit 101 to hold data.

The counter / timer group 86 includes various counters such as a free-run counter, a counter for counting the input of a cam angle sensor signal (cam pulse), a fuel injection timer, an ignition timer, and a timer for generating a periodic interrupt. Various timers such as a periodic interrupt timer, a timer for measuring an input interval of a crank angle sensor output signal (crank pulse), and a watchdog timer for monitoring a system abnormality are collectively referred to for convenience. In addition, various software counters and timers are used.

The sub-computer 91 has a CPU 92 and a ROM 9 similar to the main computer 81.
3, RAM 94, counter / timer group 95, SCI9
6 and the I / O interface 97 is a bus line 9
8 are connected to each other via the main computer 81 and the sub-computer 9
1 are connected to each other by the serial communication lines via the SCIs 87 and 96.

The input port of the I / O interface 88 of the main computer 81 is provided with an idle switch 33b, a vehicle speed sensor 71, an air conditioner switch 72, and a shift switch 73 (for an MT vehicle) for detecting a range position by a shift lever of an automatic transmission. Neutral switch), a radiator fan switch 74, a crank angle sensor 41, and a cam angle sensor 44, and further, via the A / D converter 104, a first accelerator opening sensor 21a and a second accelerator opening sensor 21a. The accelerator opening sensor 21b, the intake pipe pressure sensor 22, the throttle front pressure sensor 23, the throttle opening sensor 33a, the intake temperature sensor 34, the water temperature sensor 37, and the O2 sensor 38 are connected, and the battery voltage VB is input. Monitored.

The igniter 27 is connected to the output port of the I / O interface 88, and the waste solenoid valve control duty solenoid valve 17, the injector 24, and the relay coil of the fuel pump relay 113 are connected to the drive circuit. 102, and
The H-bridge circuit 64 of the hydraulic motor type throttle actuator 20 is connected via the PWM signal output circuit 103.

On the other hand, I / O of the sub-computer 91
The crank angle sensor 41 and the cam angle sensor 44 are connected to the input ports of the interface 97, and the knock sensor 35 includes an amplifier 105, a frequency filter 106,
After the knock detection signal from the knock sensor 35 is amplified to a predetermined level by the amplifier 105, necessary frequency components are extracted by the frequency filter 106 and the A / D converter 107 is connected. Converter 10
The signal is converted into a digital signal at 7 and input.

The main computer 81 processes detection signals from the respective sensors and switches, and performs various engine controls such as fuel injection control, ignition timing control, throttle opening control, and the like, while the sub-computer 91 executes
A sample section of the signal from the knock sensor 35 is set based on the engine speed and the engine load. In this sample section, the signal from the knock sensor 35 is A / D-converted at a high speed and the vibration waveform is faithfully converted into digital data. Then, it is determined whether knock has occurred based on this data.

The output port of the I / O interface 97 of the sub-computer 91 is connected to the input port of the I / O interface 88 of the main computer 81. Output to the interface 88.
When the main computer 81 outputs a determination result indicating that knock has occurred from the sub-computer 91, the main computer 81 reads knock data from the sub-computer 91 via a serial communication line via the SCI 87, and immediately executes the relevant cylinder based on the knock data. The ignition timing is delayed to avoid knocking.

In such an engine control system, when the ignition switch 112 is turned on, the power supply relay 110 is turned on, and in the main computer 81, a constant voltage is supplied to each section via the constant voltage circuit 101 to perform various control operations. Execute That is, the CPU 82
Processes the detection signals from the sensors and switches, which are input via the I / O interface 88, the battery voltage VB, and the like according to the program stored in the RAM.
Various data stored in 84 and backup RAM 8
5, various control amounts are calculated based on various learning value data stored in the ROM 5, fixed data stored in the ROM 83, and the like. Then, a drive signal corresponding to the calculated fuel injection amount is output at a predetermined timing to the injector 24 of the corresponding cylinder to perform fuel injection control, and is detected by the throttle opening sensor 33a with respect to the calculated target throttle opening. Duty ratio DU corresponding to an opening error of the actual throttle opening (hereinafter referred to as “actual throttle opening”).
The TY duty signal is output to the H-bridge circuit 64 to perform throttle opening control by the hydraulic motor type throttle actuator 20, and further, an ignition signal is output to the igniter 27 at a timing corresponding to the calculated ignition timing to control ignition timing. Execute The sub-computer 9
1 is a computer dedicated to knock detection processing, and a detailed description of its operation will be omitted.

The control processing for the hydraulic motor type throttle actuator 20 executed by the main computer 81 of the electronic control unit 80 will be described below, including the fuel injection control.

First, a function for executing the throttle opening control and the fuel injection control by the main computer 81 will be described with reference to FIG.

The amount of depression θacc of the accelerator pedal 19 is detected based on the output value of the first accelerator opening sensor 21a as the driver's required output amount (accelerator pedal depression amount detection 201) to obtain the driver's required output amount. The target value of the required stroke intake air amount (the amount of air taken in by one cylinder per intake stroke), that is, the accelerator pedal request stroke intake air amount MGa1 as the output required stroke intake air amount is calculated (accelerator pedal request value). Stroke intake air amount calculation 20
2). In addition, the engine speed Ne is calculated from the interval time of the crank pulse output from the crank angle sensor 41 (engine speed calculation 203). Is set based on the engine speed Ne (idling required stroke intake air amount setting 20).
4).

On the other hand, the actual throttle opening θth detected by the throttle opening sensor 33a is set to a preset value θths (for example, 12%) smaller than the initial setting opening (15% opening) for starting the engine. % Throttle opening), the actual throttle opening θth is
It is determined whether or not it has become s or less (switching condition determination 205).
While the actual throttle opening θth is larger than the set value θths from the start of the engine, the total target stroke intake air amount A is determined by the idle request stroke intake air amount MGa2.
After the actual throttle opening .theta.th becomes equal to or less than the set value .theta.ths, the intake air amount MGa1 required for the accelerator pedal stroke and the intake air amount required for the idling process are added to obtain one intake stroke for one cylinder. Then, a total target stroke intake air amount A which is a target value of the actual stroke intake air amount Ga to be taken per hit is calculated (total target stroke intake air amount 206).

Then, in order to limit the impossible instruction value, the controllable upper limit value MGam of the total target stroke intake air amount A is set.
ax and the lower limit MGamin are calculated (upper limit calculation 20).
7a, lower limit calculation 207b), the total target stroke intake air amount A is limited by an upper limit MGamax and a lower limit MGamin (impossible indicated value limit 208), and the actual throttle opening degree θth from the start of the engine is set to the above value. Set value θth
During the time period larger than s, the target stroke for calculating the fuel amount is determined by the execution stroke intake amount Ga set based on the engine speed Ne and the intake pipe absolute pressure P1 downstream of the throttle valve 5a detected by the intake pipe pressure sensor 22. Intake air amount MGa3
Set. At this time, the upper limit of the target stroke intake air amount MGa3 for calculating the fuel amount based on the execution stroke intake air amount Ga is a value obtained by multiplying the total target stroke intake air amount A by the idle request stroke intake air amount MGa2 by a predetermined value (the present embodiment). Then, 1.5
× A). Also, the actual throttle opening θth
Becomes smaller than or equal to the set value θths, thereafter, the total target stroke intake air amount A after the above-mentioned impossible instruction value is limited.
Is adopted as the target stroke intake air amount MGa3 for fuel amount calculation (the target stroke intake air amount setting 209 for fuel amount calculation).
Then, the target stroke intake air amount MGa3 for the fuel amount calculation is calculated.
, The fuel injection amount Gf and the throttle opening control amount are set in the fuel system and the intake air system, respectively. That is, the target stroke intake air amount MGa3 for fuel amount calculation
Is a target value for setting the fuel injection amount and the throttle valve opening.

In the fuel system, a dead time process for synchronizing the fuel system with the operation delay of the hydraulic motor type throttle actuator 20 of the intake air system is performed on the target stroke intake air amount MGa3 for calculating the fuel amount (dead time). Delay processing 21
0), the fuel injection amount Gf for obtaining the target air-fuel ratio is set based on the target stroke intake air amount MGa5 for calculating the fuel amount after the dead time processing (fuel injection amount setting 211). Then, the fuel injection pulse width Ti for the injector 24 is set based on the fuel injection amount Gf (fuel injection pulse width setting 2).
12).

That is, immediately after engine cranking and starting the engine, as described above, the hydraulic pressure of the power steering oil serving as the drive source of the hydraulic motor type throttle actuator 20 is insufficient, and the target stroke intake air amount (total target stroke intake air Even if the throttle opening control amount for the hydraulic motor-type throttle actuator 20 is set based on the amount A), the hydraulic motor-type throttle actuator 20 cannot operate to follow the target throttle opening, and corresponds to the target intake air amount. The throttle opening cannot be obtained.

Therefore, at this time, the fuel injection amount Gf is determined based on the target stroke intake air amount (total target stroke intake air amount A).
Is set, the throttle opening corresponding to the target intake air amount cannot be obtained, so that the air-fuel ratio state deteriorates, the startability deteriorates, and the idle stability after the start also deteriorates.

Here, the throttle opening control amount is set based on the target stroke intake air amount MGa3 for fuel amount calculation.
Immediately after the start of the engine, the accelerator is normally released, and a throttle opening request smaller than the above-mentioned initial setting opening (15% opening) is required. Therefore, while the actual throttle opening θth is larger than the set value θths from the start of the engine, it indicates that the actual throttle opening θth does not follow the target throttle opening request due to a shortage of the power steering oil hydraulic pressure. Is the amount of intake air Ga
, The target stroke intake air amount MGa3 for calculating the fuel amount is set, that is, the fuel injection amount Gf is set based on the execution stroke intake air amount Ga. This execution stroke intake air amount Ga is set based on the first intake pipe pressure P1 downstream of the throttle valve and the engine speed Ne. Therefore, at this time, the fuel injection amount set by the execution stroke intake air amount Ga is set. Gf
Is set according to the engine state based on the intake pipe pressure downstream of the throttle valve and the engine speed, similarly to the D JETRONIC system, and a fuel injection amount suitable for the engine state can be obtained. At the start of the engine and immediately after the start, the deterioration of the air-fuel ratio state due to the inactivity of the hydraulic motor-type throttle actuator 20 due to the insufficient oil pressure of the power steering oil can be prevented, and the startability and idle stability after the start can be improved. Become.

Further, at this time, the upper limit of the target stroke intake air amount MGa3 for calculating the fuel amount based on the execution stroke intake air amount Ga is set to the total target stroke intake air amount based on the idle request stroke intake air amount MGa2 which becomes the target value during idling. By regulating the value by a value (1.5 × A in the present embodiment) obtained by multiplying the amount A by a predetermined amount, the intake air amount Ga becomes larger as the amount of execution becomes larger due to a failure such as sticking of the throttle valve. Even if this is regulated, an excessive fuel injection amount is prevented from being set, and an unexpected situation is avoided even if a failure such as the sticking of the throttle valve 5a is caused.

After the engine is started, the power steering oil is fluidized with the operation of the engine, the hydraulic pressure of the power steering oil is sufficiently increased, and the actual throttle opening θth is set to the set value θ.
ths or less, and after confirming that the throttle valve 5a has actually started to move following the throttle opening request below the initial setting opening, the accelerator pedal required stroke intake air amount MGa1 and the idle required stroke intake air Amount MGa
By setting the fuel injection amount Gf based on the target stroke intake air amount MGa3 for calculating the fuel amount based on the total target stroke intake air amount A set by adding 2, the fuel injection amount and the throttle valve corresponding to the target intake air amount The opening can be properly obtained, the fuel injection amount Gf matching the throttle opening can be obtained, and the air-fuel ratio controllability is improved.

On the other hand, in the intake air system, an intake air amount ΔMt corresponding to a fuel adhesion delay due to a part of the injected fuel adhering to the intake port wall surface during one cylinder and one cycle is calculated by a fuel adhesion delay correction model formula. Then, the target stroke intake air amount MG for setting the throttle opening which is a reference when setting the throttle opening by subtracting the air amount .DELTA.Mt corresponding to the fuel attachment delay from the target stroke intake air amount MGa3 for calculating the fuel amount.
a4 is calculated (fuel adhesion delay correction model 213). After the correction of the fuel adhesion delay, the throttle opening is set by the inverse chamber model formula.

That is, based on the engine speed Ne, the intake pipe absolute pressure P1 downstream of the throttle valve 5a detected by the intake pipe pressure sensor 22, and the intake temperature (absolute temperature) T1 detected by the intake temperature sensor 34, the execution process is performed. In addition to calculating the intake air amount Ga (execution intake air amount setting 2
14), based on the engine speed Ne, the pre-throttle pressure P2 upstream of the throttle valve 5a detected by the pre-throttle pressure sensor 23, and the intake temperature T1, the maximum effective intake that can be supplied to the corresponding cylinder when the throttle valve is fully open. An air amount Gamax is calculated (a maximum execution intake air amount setting 215). Then, an average value of the execution stroke intake air amount Ga and the throttle stroke setting target stroke intake air amount MGa4 is calculated, and an intake supply ratio SGa representing a ratio of this average value to the maximum execution stroke intake air amount Gamax.
And an increase / decrease in the number of revolutions is calculated based on the execution stroke intake air amount Ga and the target stroke intake air amount MGa4 for setting the throttle opening, and this increase / decrease is added to the current engine speed Ne. The engine speed index value MNe is calculated by the calculation, and the target throttle opening Mθth is set based on the intake supply ratio SGa and the engine speed index value MNe (target throttle opening setting 216).

Then, the target throttle opening Mθth
Is subtracted from the actual throttle opening θth detected by the throttle opening sensor 33a to calculate an opening error Δθth. Based on the opening error Δθth, a map is referred to as a throttle opening control amount for the throttle actuator 20 by referring to a map. The duty ratio DUTY is set (throttle opening control amount setting 217), and the duty ratio DU is set.
By outputting the duty signal of TY to the PWM signal output circuit 103, the P signal corresponding to the duty ratio DUTY is output.
The WM signal is output to the H-bridge circuit 64, and the forward current period and the reverse current period flowing through the exciting coil 63 of the hydraulic motor type throttle actuator 20 are controlled.
57b, the plate 57 rotates, and the throttle valve 5a is operated to follow the target throttle opening Mθth by the rotation of the throttle shaft 5c attached and fixed to the plate 57.

Each of these functions is realized by executing each routine shown in the flowcharts of FIGS. 16 to 32, as will be described later.

Next, the basic principle according to the present embodiment will be described. First, the depression amount θacc of the accelerator pedal 19 in the entire operation region from engine start to stop,
Based on various parameters indicating the engine operation state such as the engine rotation speed Ne, etc., a target value (target stroke intake air amount) after a stroke intake air amount, which is an air mass [g] taken by a cylinder per intake stroke, [g]. ) Is set. Then, the actual throttle opening θth is changed from the engine start to the set value θths.
Until it becomes less than the above, the fuel injection amount Gf is set on the basis of the execution stroke intake air amount Ga (synonymous with the fuel setting by the D jetronic system), and the throttle opening is set on the basis of the target stroke intake air amount. , Actual throttle opening θth
Is smaller than or equal to the set value θths, a fuel injection amount for obtaining a predetermined air-fuel ratio and a throttle opening are set based on the target stroke intake air amount. here,
The amount of intake air supplied to a cylinder to obtain a predetermined air-fuel ratio is Δ
The dynamic opening of the throttle valve 5a is determined by a so-called reverse chamber model formula (when the target stroke intake air amount is determined, the stroke intake air amount after Δt time is determined so that the target stroke intake air amount becomes the target stroke intake air amount after the time t). The value is set using an expression for determining how many times the throttle opening should be set to match the target stroke intake air amount.

For example, in the case of a four-cycle four-cylinder engine, the air mass flow through the throttle AvQth [g / sec] at steady state
Can be easily expressed by the following formula, where the engine speed is Ne [rpm] and the target stroke intake air amount is MGa [g]. AvQth = 2Ne · MGa / 60 (1) However, in the steady state, MGa = Ga (Ga: the amount of intake air in the effective range).

Accordingly, the throttle opening θ at that time is
th is also the engine speed Ne and the target stroke intake air amount MG
a. Here, the throttle opening degree θth can be expressed by the following function using a value normalized by the maximum execution intake air amount Gamax corresponding to the target stroke intake air amount MGa when the throttle valve is fully opened as a parameter. . θth = f (MGa / Gamax, Ne) (2) On the other hand, the mass air flow rate Qth passing through the throttle during transition is:
As shown in FIG. 33, it can be considered as a sum of a change amount (dM / dt) of the intake air mass in the chamber volume and an intake air mass flow rate (2Ne × Ga / 60) supplied to the engine.

Qth = dM / dt + 2Ne × Ga / 60 (3) Here, at the end of the intake stroke, assuming that the air densities in the chamber and each cylinder are substantially equal, the chamber volume is V and the stroke volume is Is D, the following relationship is established: M / V = Ga / D (4), and the change in the air mass M in the chamber is expressed by the formula of the intake air amount Ga as follows: dM / dt = V / D · dGa / dt (5)

Therefore, when the equation (5) is substituted into the equation (3), the transient throttle passing air flow rate Qth is: Qth = (2Ne · Ga / 60) + (V / D) · dGa / dt (6) Therefore, Qth = AvQth + V / D · dGa / dt (7), which can be represented by a value obtained by adding the air change in the chamber to the steady throttle passing air flow rate AQth. Further, since V / D = constant, the transitional throttle passing air flow rate Qth is, as in the case of the steady throttle passing air flow rate AvQth, the intake air flow rate Ga and the engine speed Ne as shown in the above equation (6). And can be expressed as a function of

In the discrete time system, when the target stroke intake air amount MGa changes, the execution stroke intake air amount (the actual intake air amount supplied to the cylinder) Ga follows this change,
If it is assumed that the target stroke intake air amount MGa coincides with the target stroke intake air amount MGa after the Δt time (however, the engine speed within the Δt time is constant), as shown in FIG.
When the average throttle-passing intake air flow rate AQth within the time Δt is represented by a discrete time system using the value when Becomes Here, AGa is an average stroke intake air amount in a steady state.

As described above, when the target intake air amount MGa is set, the average stroke intake air amount AGa is given by: AGa = (Ga + MGa) / 2, assuming that the execution stroke intake air amount Ga follows this. (9) and the variation ΔG of the stroke intake air
a is ΔGa = MGa−Ga (10),
By substituting equations (9) and (10) into equation (8), AQth = 2Ne · ((Ga + MGa) / 2) / 60 + V / D · (MGa−Ga) / Δt (11) In two terms, (60 · AGa) / (60 · A
By multiplying by Ga), AGa = (Ga + MGa) / 2, so that

(Equation 1) Becomes

Average air flow AQ passing through throttle during transition
When th is deformed as in the above equation (12), MG of the equation (1) indicating the throttle passing air flow rate AvQth in a steady state.
Substituting (Ga + MGa) / 2 (a) into a, and substituting Ne + [60V · (MGa-Ga) / D · Δt · (Ga + MGa)] (b) into Ne, after Δt time It can be understood that the throttle passing air flow rate Qth can be derived. Here, (b)
The second term of the equation is an increase / decrease of the engine speed Ne.
The expression (b) becomes the engine speed index value MNe.

Therefore, if the steady-state throttle passing air flow rate AvQth can be obtained, by modifying the value, it is possible to calculate the throttle passing air flow rate Qth after Δt time in the transient state. Become.

Incidentally, the throttle passing air flow rate Qth
Changes by a factor of 100 or more in a spike area when the maximum horsepower is generated or when the vehicle is suddenly accelerated with respect to a small flow rate such as when idling. That is, the throttle passing air flow rate Qth
Is a dimension based on time, for example,
When the throttle valve is fully opened at 700 rpm, the engine speed is more than 10 times larger than when the throttle valve 5a is fully closed at 700 rpm.
000 rpm, then, at this time,
The throttle passing air flow rate Qth becomes 10 times larger than the throttle passing air flow rate Qth under 700 rpm. Therefore, when 10 × 10 = 100, the throttle passing air flow rate Qth becomes 100 times or more at the maximum engine speed with the throttle valve fully open compared to the idling state. , 1/100, the dynamic range is 10,000 times or more, and the dynamic range is very large.

Therefore, the throttle opening θ is determined by the throttle-passing air flow rate Qth having a large dynamic range.
In order to obtain high precision and the same control precision in all areas by setting th, the computational load on the computer must be increased, and a high-speed, large-capacity computer is required. However, existing computers that perform such operations have a heavy computational load and cannot respond satisfactorily.

On the other hand, in the present embodiment, the engine speed index value MNe and the maximum execution amount which is the supply amount when the throttle valve 5a is fully opened are obtained without directly obtaining the throttle passing air flow rate Qth. Intake air amount Ga
Average stroke intake air amount AGa for Δt time with respect to max
(= (Ga + MGa) / 2) and the throttle opening θ by referring to a map based on the intake air supply ratio SGa.
Set th.

[0126]

(Equation 2) Since the stroke intake air amount Ga and the target stroke intake air amount MGa coincide with each other in the steady state, the above equation (13) coincides with the above equation (2), and can be applied even in the steady state. That is, in other words, the setting of the throttle opening θth including the transient state can be performed by setting in the steady state. Conversely, in the steady state, the above equation (2) is used instead of the equation (13). The equation may be adopted to set the throttle opening θth.

That is, the ratio of the target stroke intake air amount MGa to the maximum execution stroke intake air amount Gamax is calculated to normalize the target stroke intake air amount (MGa / Gama).
x) The throttle opening control amount is set based on this value and the engine speed Ne.

In a conventional control system adopting the L-jetronic system or the D-jetronic system, after the intake air supplied to the cylinder is measured by an intake air amount sensor or an intake pipe pressure sensor, this intake air is measured. Setting the fuel injection quantity based on the quantity, the intake air system,
Due to the series relationship with the fuel system, during transition,
Delays in both the intake air system and the fuel system act additively.

For example, in a drive-by-wire system, after the accelerator pedal is depressed, an instruction to increase engine torque, that is, a throttle opening instruction corresponding to an increase in the amount of depression of the accelerator pedal is output to the throttle actuator, and then the engine is actually depressed. Consider a delay in the follow-up property until the torque is increased. As shown in FIG. 44, in the intake air system, (1) first, a delay in increasing the flow rate of air passing through the throttle occurs due to a delay in the operation of the throttle actuator, and (2) a delay in filling air into the intake chamber occurs. .

As a result, the amount of intake air supplied to the cylinder at the time of transition is increased with a certain additional delay. Subsequent to the delay of the intake air system, in the fuel system, (3) when the intake air amount is detected by a sensor in order to determine the fuel injection amount, the pulsation of the intake pipe pressure downstream of the throttle valve in the D jetronic system. In the L-Jetronic method, there is a delay inherent in the intake air amount sensor, so that a delay occurs in the measurement result regardless of which sensor is used. 4) Next, a part of the fuel injected from the injector adheres to the intake port and flows into the cylinder by wall flow or re-evaporation, so-called adhesion delay occurs.

After all the delays of the intake air system and the fuel system act in series (addition), when both the increased intake air and fuel arrive in the cylinder, the engine torque is increased for the first time. You.

On the other hand, in the present embodiment, FIG.
As shown in FIG. 5, the intake air system and the fuel system are controlled in parallel. For example, when it is desired to increase the engine torque in a stepwise manner, the target stroke intake air amount MGa which is substantially proportional to the engine torque is determined. Set. In the fuel system, the fuel injection amount is set based on the target stroke intake air amount MGa. As a result, it is possible to control the fuel injection itself in the fuel system without delay, but there is a delay in which part of the fuel adheres to the intake port wall surface. The delay corresponding to the dead time shown in the drawing is a forced delay added to synchronize the fuel injection amount with the operation delay of the throttle actuator of the intake air system.

On the other hand, in the intake air system, the throttle opening is set using an inverse chamber model so that the intake air arrives in the cylinder with as little delay as possible. Occurs. In addition, since the amount of fuel adhesion is delayed in the fuel system, the target stroke intake air amount is forcibly delayed in the intake air system in synchronization with the delay.

As a result, in the present embodiment, although there is a delay in fuel wall adhesion and a delay in the operation of the throttle actuator, since the fuel system and the intake air system are in a parallel relationship, as in the prior art, they are The delay is not added, and the followability of the engine torque is improved accordingly.

Hereinafter, the throttle opening control and the fuel injection control by the ECU 80 (main computer 81) will be described with reference to flowcharts shown in FIGS.

The initialization routine shown in FIG. 16 is executed only for the first time when the power of the ECU 80 is turned on by turning on the ignition switch 112. In step S1, the fuel injection amount is set based on the intake air amount Ga (D JETRO). A D JETRONIC flag FLGDJ for instructing to set the fuel injection amount by the nick system) is set (FLGDJ ← 1), and the routine exits.

Thus, at the time of starting the engine, a fuel amount calculation which becomes a target value for setting the fuel injection amount and the throttle valve opening in a target stroke intake air amount setting subroutine for fuel amount calculation (FIG. 26) described later. The target stroke intake air amount MGa3 for use is set by the intake stroke air amount Ga for execution, and the target stroke intake air amount MGa3 for fuel amount calculation, that is, the fuel injection amount setting routine (FIG. 31) based on the execution stroke intake air amount Ga. The fuel injection amount Gf is set.

The switching condition determination routine shown in FIG. 17 is executed every predetermined time (for example, 50 msec).
Switching condition from setting of fuel injection amount Gf based on execution stroke intake air amount Ga (setting of fuel injection amount by D jetronic method) to setting of fuel injection amount Gf for obtaining predetermined air-fuel ratio based on target stroke intake air amount Judge.

That is, first, in step S11, the D jettronic flag FLGDJ is cleared with reference to the D jetronic flag FLGDJ (FLGDJ = 0), and the fuel injection amount setting based on the target stroke intake air amount is instructed. And exits the routine as is and only when the D JETRONIC flag FLGDJ is set (FLGDJ
= 1), the process proceeds to step S12, where the actual throttle opening θth detected by the throttle opening sensor 33a is set to a preset value smaller than the initial setting opening (15% opening) for starting the engine. θths (for example, 1
2% opening value).

When the actual throttle opening θth is larger than the set value θths (θth> θths),
Immediately after engine cranking or engine start, it is determined that the actual throttle opening θth does not follow the target throttle opening request due to insufficient oil pressure of the power steering oil, and the routine exits. Therefore, at this time, the D jetronic flag FLGDJ is maintained in the set state, the setting of the fuel injection amount based on the intake air amount Ga (D jetronic method) is continued, and the engine speed Ne and the throttle valve downstream of the throttle valve are maintained. A fuel injection amount Gf corresponding to the engine state is set according to the engine state based on the intake pipe pressure P1 of No. 1 and a fuel injection amount suitable for the engine state is obtained. Deterioration of the air-fuel ratio state due to the non-operation of the throttle actuator 20 is prevented, and startability and idle stability after startup are improved.

On the other hand, if the actual throttle opening θth is equal to or smaller than the set value θths in step S12, (θth ≦ θt
hs), indicating that the power steering oil has been fluidized after the engine is started, the hydraulic pressure of the power steering oil has sufficiently increased, and the throttle valve 5a has actually started to move in response to a throttle opening request smaller than the initial setting opening. Step S1
At 3, the D JETRONIC flag FLGDJ is cleared (FLGDJ ← 0), and the routine exits.

Therefore, when this routine is executed, the routine exits from step S11 and the D jettronic flag FLGDJ is maintained at FLGDJ = 0, and the fuel injection amount Gf is set based on the target stroke intake air amount. By setting the fuel injection amount Gf based on the target stroke intake air amount, the fuel injection amount corresponding to the target intake air amount can be properly obtained together with the throttle valve opening, and the air-fuel ratio controllability is improved.

Next, prior to the description of the throttle opening control amount setting and the fuel injection amount setting, an intake loss mass and volume efficiency setting routine shown in FIG. 18 will be described. This intake loss mass and volume efficiency setting routine is executed every predetermined time (for example, 50 msec), and the routine proceeds to step S21,
In S22, the intake loss mass ηb and the volume efficiency ηv are respectively set by referring to the one-dimensional map with interpolation calculation based on the engine speed Ne, and the routine exits.

As shown in FIG. 35, the stroke intake air amount Ga
And the theoretical stroke intake air amount Gath calculated based on the gas density ρ1 are in a proportional relationship that can be substantially expressed by a linear function, and the volumetric efficiency ηv shows the slope thereof.
The intake loss mass ηb indicates a horizontal axis contact at which the actual stroke intake air amount Ga becomes zero before the theoretical stroke intake air amount Gath becomes a complete vacuum. Although the values of the volumetric efficiency ηv and the intake loss mass ηb are theoretically constant, they change at each engine speed due to the influence of cam tuning and the like, and therefore need to be set for each engine speed Ne. There is. FIG.
6 shows an example of a one-dimensional map referred to when setting the intake loss mass ηb and the volume efficiency ηv. In the present embodiment, a one-dimensional map of eight grids is employed.

The intake loss mass ηb and the volumetric efficiency ηv
Is read in the target throttle opening setting routine shown in FIG. The target throttle opening setting routine is executed every predetermined time (for example, 10 msec), and calculates a physical quantity required for throttle opening control by a subroutine set for each step. In the following description, subroutines executed in each step will be sequentially described centering on the target throttle opening setting routine shown in FIG.

<Step S31> In this step S31, an execution intake air amount setting subroutine for setting the execution intake air amount Ga shown in FIG. 20 is executed. In this subroutine for setting the intake air amount, as shown in FIG.
At 51, the air density ρ1 downstream of the throttle valve 5a is calculated from ρ1 ← P1 / (T1 · R) based on the intake pipe absolute pressure P1 downstream of the throttle valve and the intake air temperature T1. Here, R is a gas constant.

Then, in step S52, the stroke volume (1
The theoretical stroke intake air amount Gath is calculated by multiplying the intake air density ρ1 by the volume Vcy removed by the piston during the stroke) (Gath ← Vcy · ρ1). In step S53, the theoretical stroke intake air amount Gath is used as a basis. , The intake air amount Ga is calculated by a linear function of Ga ← (Gath−ηb) · ηv (see FIG. 35), and the routine exits.

<Step S32> In step S32,
The intake air amount setting subroutine is executed as shown in FIG. The maximum execution stroke intake air amount setting subroutine calculates a maximum execution stroke intake air amount Gamax, which is the maximum value of the stroke intake air amount Ga that can be taken in by one cylinder per one intake stroke.

First, in step S61, the throttle valve 5
The air density ρ2 downstream of the throttle valve 5a when the throttle is fully opened is calculated from ρ2 ← P2 / (T1 · R) based on the pre-throttle pressure P2 which is the upstream intake pipe pressure and the intake air temperature T1.

Next, in step S62, based on the air density ρ2, the theoretical stroke intake air amount G when the throttle is fully opened is set.
aWT is calculated from GaWT ← Vcy · ρ2, and in step S63, the theoretical stroke intake air amount GaWT when the throttle is fully opened and the intake loss mass η
Based on b and the volumetric efficiency ηv, the maximum executed intake air amount Gamax that can be supplied to the cylinder is calculated (Gam
ax ← (Gawt−ηb) · ηv), and exits the routine.

<Step S33> In step S33,
An accelerator pedal request stroke intake air amount setting subroutine shown in FIG. 22 is executed. First, in step S71, the accelerator pedal depression amount θacc is read, and in step S7
In step 2, the accelerator pedal request stroke intake air amount MGa1 is calculated from MGa1 ← K1θacc K1: constant, and the routine exits.

The accelerator pedal depression amount θacc reflects the driver's required output. In this subroutine, a target value of the stroke intake air amount corresponding to the driver's required output is set. In this embodiment, since the accelerator pedal request stroke intake air amount MGa1 is set as a function proportional to the accelerator pedal depression amount θacc, the throttle valve 5a is fully opened from, for example, 1000 [rpm]. In this case, a value that cannot be actually obtained is calculated as the accelerator pedal request stroke intake air amount MGa1 that is set based on the accelerator pedal depression amount θacc. In such a case,
Since the target stroke intake air amount upper limit MGamax described later is limited, control is not disabled. In setting the accelerator pedal required stroke intake air amount MGa1, not only the accelerator pedal depression amount θacc, but also the engine speed Ne, the vehicle speed, the gear ratio, the slip ratio of the wheels, the inter-vehicle distance to the preceding vehicle, and the like. May be added.

<Step S34> In step S34,
An idle request stroke intake air amount setting subroutine shown in FIG. 23 is executed. In the idle required stroke intake air amount setting subroutine, the required stroke intake air amount MGa2 during idling is set. First, in step S81, the engine speed Ne is read, and in step S82, the one-dimensional map is referenced with interpolation calculation based on the engine speed Ne to set the idle request stroke intake air amount MGa2, and the routine exits.

FIG. 37 shows the characteristics of the one-dimensional map referred to in step S82. The idle required stroke intake air amount MGa2 is balanced with a friction-equivalent stroke intake air amount that cancels out engine friction at the idle rotational speed, and is set to a large value at a low rotational speed and a small value at a high rotational speed. Therefore, during idle operation,
In accordance with the above characteristics, the idling request stroke intake air amount MGa2
, Stable idling operation can be obtained.
To the idle request stroke intake air amount MGa2, various required items for idle control such as control of the cooling water temperature by the water temperature sensor 37, idle-up during operation of the air conditioner, and tracking of the target idle speed are added as correction terms. Thereby, more stable idle control can be performed.

<Step S35> In step S35,
A target stroke intake air amount upper limit value setting subroutine shown in FIG. 24 is executed. In the target stroke intake air upper limit value setting subroutine, an upper limit value of the target stroke intake air amount at which back calculation by the inverse chamber model formula becomes impossible is set.

First, in step S91, the target stroke intake air amount upper limit MGamax is calculated from the following equation based on the execution stroke intake air amount Ga, the engine speed Ne, and the preset maximum engine speed Nemax. MGamax ← [(K2 + Nemax−Ne) / (K2 + Ne−Nemax)] · Ga (14) where K2 = 60V / (D · Δt), that is, a constant specified by the engine, and the maximum engine speed Nemax. Is a value having a margin with respect to the actual engine speed limit (for example, 12000 [rp
m]), that is, a value higher than the actual limit rotational speed. In the present embodiment, as will be described later, the throttle opening is determined by referring to a map based on an intake supply ratio SGa indicating the ratio of the average stroke intake air amount to the maximum execution stroke intake air amount Gamax and the engine speed index value MNe. To set, the maximum value of the rotation speed grid of the map is set to the maximum engine rotation speed Nemax. If a value close to the actual engine speed limit is set as the maximum value of the speed grid, there is no room for controllability near the speed limit,
This is because control performance is hindered.

Then, in the step S92, the above (14)
The denominator (K2 + Ne-Nemax) of the first term on the right side of the equation is 0
It is determined whether (K2 + Ne−Nemax) ≦ 0, that is, if it indicates zero or a negative value, step S9
Then, the program proceeds to 3, the target stroke intake air amount upper limit MGamax is set to infinity (MGamax ← ∞), and the routine exits. If it indicates a positive value, the process branches to step S94, where the target stroke intake air amount upper limit MGamax is compared with the maximum execution stroke intake air amount Gamax, and the maximum execution stroke intake air amount Gamax is set to the target stroke. If the intake air amount is equal to or more than the upper limit MGamax, the routine exits from the routine. On the other hand, when the target stroke intake air amount upper limit MGamax is greater than the maximum execution stroke intake air amount Gamax, the process proceeds to step S95, and the target stroke intake air amount upper limit MGamax is set by the maximum execution stroke intake air amount Gamax. (MGamax ← Gamax), and exits the routine.

The target stroke intake air amount upper limit MGama
x is set for the following reason.

As described above, in the present embodiment, the throttle opening is set using the inverse chamber model equation.
The value of the target stroke intake air amount MGa, which is a factor for determining the engine speed index value MNe shown in the equation (13), is too large, and the engine speed index value MNe exceeds the maximum value of the rotation grid of the map. If so, theoretically correct air-fuel ratio control cannot be performed.

That is, the engine speed index value MNe of the above equation (13) is

(Equation 3) It is. Therefore, (K2 + Ne) of the denominator of the above equation (15)
When -Nemax) indicates zero or a negative value, there is no need to set an upper limit, and the target stroke intake air amount upper limit MGamax is set to infinity in step S93.

On the other hand, when (K2 + Ne−Nemax) is a positive value and MGamax> Gamax, the target stroke intake air amount upper limit MGam is determined in step S95.
ax is set as the maximum execution intake air amount Gamax. This is for the following reason.

(1) The target stroke intake air amount MGa does not exceed the maximum execution intake air amount Gamax.

(2) The intake air supply ratio SGa shown in the above equation (13) does not exceed 1 (100%).

<Step S36> In step S36,
A target stroke intake air amount lower limit value setting subroutine shown in FIG. 25 is executed. In the target stroke intake air amount lower limit value setting subroutine, a lower limit value of the target stroke intake air amount at which back calculation by the inverse chamber model formula becomes impossible is set,
This prevents the target engine intake air amount MGa from becoming too small, so that the target engine speed index value MNe in the above equation (13) becomes a negative value. That is, for example, the throttle valve 5
Even when a is rapidly closed, since the air remaining in the chamber downstream of the throttle valve 5a is supplied to the cylinder for a while, the target stroke intake air amount MGa becomes too small, or a negative value that is physically impossible. As a result, if the engine speed index value MNe is set to a negative value, the calculation of the throttle opening cannot be performed.
The controllable lower limit is set in the subroutine.

First, in step S101, a target stroke intake air lower limit MGamin is calculated from the following equation based on the execution stroke intake air amount Ga and the engine speed Ne.

MGamin ← [(K2-Ne) / (K2
+ Ne)] · Ga Next, in step S102, it is determined whether the target stroke intake air amount lower limit MGamin is a negative value, and a negative value (MG
If amin <0, the process proceeds to step S103, and the target stroke intake air amount lower limit MGamin is set to zero (M
Gamin ← 0), exits the routine. If it is zero or a positive value (MGamin ≧ 0), the routine exits.

When the engine speed index value MNe is zero,
Alternatively, in order to indicate a positive value, the target stroke intake air amount lower limit MGamin is determined as shown in step S101.

(Equation 4) Needs to be satisfied.

Since the target stroke intake air amount MGa cannot physically take a negative value, step S102
In step S103, if the target stroke intake air amount lower limit MGamin indicates a negative value, the target stroke intake air amount lower limit MGamin is set to zero in step S103.

As a result, in steps S35 and S36 of the throttle opening control routine, the target stroke intake air amount MGa
Upper limit MGamax and lower limit MGamin which can be controlled
, And as described later, this upper limit value MGamax
An instruction value for setting the fuel injection amount by limiting the total target stroke intake air amount A, which is the target value of the actual stroke intake air amount Ga in which one cylinder inhales per intake stroke, with the lower limit value MGamin. Target intake air amount MG for fuel amount calculation
By setting a3, in the fuel injection control, the fuel injection amount can be set in advance within a range in which the intake air amount in the intake air system can be controlled by the throttle opening degree control. Appropriate air-fuel ratio control can be performed in the region.

<Step S37> In step S37,
A target stroke intake air amount setting subroutine for fuel amount calculation shown in FIG. 26 is executed. In the target stroke intake air amount setting subroutine for fuel amount calculation, in accordance with the value of the D jetronic flag FLGDJ, setting of the fuel injection amount by the intake stroke air amount Ga (D jetronic method) is instructed when FLGDJ = 1. In other words, when the engine is started or immediately after the engine is started, the target stroke intake air amount M for fuel amount calculation is calculated based on the idle request stroke intake air amount MGa2.
When Ga3 is set, and FLGDJ = 0 and the setting of the fuel injection amount based on the target stroke intake air amount is instructed,
A target stroke intake air amount MGa3 for fuel amount calculation is set based on the sum of the respective required stroke intake air amounts MGa1 and MGa2,
The target stroke intake air amount MGa3 for fuel amount calculation is determined by the target stroke intake air upper limit MGamax and the target stroke intake air lower limit MGa set in steps S35 and S36.
The upper and lower limits are set to be within min.

First, in step S111, referring to the D jetronic flag FLGDJ, if FLGDJ = 1 and the fuel injection amount setting based on the executed intake air amount Ga is selected and the engine is started or immediately after the engine is started, step S1 is executed.
12 and the idle request stroke intake air amount MGa2
To set the total target stroke intake air amount A, FLGDJ = 0
When the setting of the fuel injection amount based on the target stroke intake air amount is instructed at a normal time after the engine is started, the process proceeds to step S113, and the sum of the accelerator pedal required stroke intake air amount MGa1 and the idle required stroke intake air amount MGa2. To calculate the total target stroke intake air amount A (A ←
(MGa1 + MGa2) In step S114, the previously set air amount ΔMt corresponding to the fuel adhesion delay is read.

Then, steps S115 to S1 are performed.
At 18, the target stroke intake air amount upper limit MGamax and the target stroke intake air amount lower limit MGamin are extended in accordance with the value of the air amount ΔMt corresponding to the fuel attachment delay.

In step S115, it is determined whether the air amount ΔMt corresponding to the fuel adhesion delay is a positive value. If the air amount ΔMt equivalent to the fuel adhesion delay is a positive value (ΔMt> 0), the flow proceeds to step S116. The target stroke intake air amount upper limit MGamax is updated with a value obtained by adding the fuel adhesion delay equivalent air amount ΔMt (MGamax ← MGamax).
+ ΔMt), and jumps to step S119. Also, the air amount ΔMt corresponding to the fuel adhesion delay is a negative value or zero (Δ
If (Mt ≦ 0), the process proceeds to step S117.

When the process proceeds from step S115 to step S117, the air amount Δ
It is determined whether or not Mt is a negative value. If the value is negative (ΔMt <0), the process proceeds to step S118, and the target stroke intake air amount lower limit MGamin is set to the fuel adhesion delay amount air amount ΔGamin.
Update with the value added by Mt (MGamin ← MGa
min + ΔMt), and proceeds to step S119. On the other hand, when the air amount ΔMt corresponding to the fuel adhesion delay is zero (ΔMt = 0), the air amount Mt corresponding to the transient adhesion amount has not changed, and the process directly proceeds to step S119.

As shown in FIG. 28, when calculating the target stroke intake air amount MGa4 for setting the throttle opening, which will be described later, the air amount ΔMt corresponding to the fuel adhesion delay is calculated from the target stroke intake air amount MGa3 for calculating the fuel amount. Since the subtraction is known in advance, the target stroke intake air upper limit MGamax, depending on the value of the air amount ΔMt corresponding to the fuel adhesion delay.
Alternatively, by expanding the lower limit MGamin of the target stroke intake air amount by the amount of air ΔMt corresponding to the fuel attachment delay, the response characteristic to a sudden torque request is improved, and the throttle of the intake air system is opened. Consistency between the degree control and the fuel injection control of the fuel system is achieved, so that appropriate air-fuel ratio controllability can be obtained.

Next, steps S119 to S1
In step S112 or step S113,
The upper and lower limits are set so that the total target stroke intake air amount A calculated in (1) falls within the target stroke intake air amount upper limit MGamax and the target stroke intake air amount lower limit MGamin.

First, in step S119, the total target stroke intake air amount A is set to the target stroke intake air amount upper limit MGam.
ax is determined, and if it is exceeded (A> M
(Gamax) proceeds to step S120, sets the total target stroke intake air amount A with the target stroke intake air amount upper limit MGamax (A ← MGax), and proceeds to step S123.
Jump to When the total target stroke intake air amount A is equal to or smaller than the target stroke intake air amount upper limit MGamax (A ≦ MGamax), the process proceeds to step S121, and the total target stroke intake air amount A becomes the target stroke intake air amount lower limit. Value M
Gamin is determined to be lower than (A <M
Gamin), proceeds to step S122, sets the total target stroke intake air amount A with the target stroke intake air amount lower limit MGamin (A ← MGamin), and proceeds to step S123. When the total target stroke intake air amount A is between the target stroke intake air amount upper limit MGamax and the target stroke intake air amount lower limit MGamin, (MGamax ≧ A ≧
MGamin), and directly proceeds to step S123.

In step S123, referring again to the D JETRONIC flag FLGDJ, if FLGDJ = 1 and the fuel injection amount setting based on the intake air amount Ga is selected and the engine is started or immediately after the engine is started, step S123 is executed.
The routine proceeds to 124, and the execution stroke intake air amount Ga is multiplied by the total target stroke intake air amount A (1.5 in this embodiment).
Times).

If 1.5 × A> Ga, in step S125, the target stroke intake air amount MGa3 for fuel amount calculation is set based on the execution stroke intake air amount Ga, and the routine exits. If A ≦ Ga, step S
At 126, the target stroke intake air amount MGa3 for fuel amount calculation is set by a value (1.5 × A) obtained by multiplying the total target stroke intake air amount A by a set value, and the routine exits.

Here, when FLGDJ = 1, immediately after engine cranking or starting, the actual throttle opening θth does not follow the target throttle opening request due to insufficient hydraulic pressure of the power steering oil. By setting a target stroke intake air base MGa3 for calculating a fuel amount for setting the fuel injection amount Gf based on the execution stroke intake air amount Ga, the engine speed Ne and the first throttle valve downstream of the throttle valve are determined by the execution stroke intake air amount Ga. Intake pipe pressure P
1 to prevent the deterioration of the air-fuel ratio state due to the non-operation of the hydraulic motor type throttle actuator 20 due to the insufficient oil pressure of the power steering oil at the start of the engine and immediately after the start of the engine. This improves the startability and the idle stability after the start.

However, at this time, if a failure such as the sticking of the throttle valve occurs, the intake pipe pressure P1 increases and the intake air amount Ga increases as the intake pipe pressure P1 increases, and the fuel injection amount is set accordingly. Runaway may occur. Therefore, F
When the fuel injection amount setting based on the execution stroke intake air amount Ga is instructed by LGDJ = 1, the total target stroke intake air amount A is set only by the idling request stroke intake air amount MGa2 which is the target value during idling ( Step S11
2), a value multiplied by a set value (1.5 in this embodiment)
XA) regulates the upper limit of the intake air amount Ga during execution, so that even if the intake air amount Ga becomes large due to a failure such as sticking of the throttle valve, the intake air amount Ga is regulated. Therefore, setting of an excessive fuel injection amount is prevented, and even if a failure such as the sticking of the throttle valve 5a occurs, an unexpected situation is avoided.

If the above-mentioned set value is too small, the intake air amount Ga is excessively regulated in the actual operation, and the intake air amount G is increased in the actual operation.
a, that is, the fuel injection amount cannot be set in accordance with the engine state, and the effect of preventing the deterioration of the air-fuel ratio is reduced. Cannot be prevented, and a value of about 1.5 is desirable.

On the other hand, in step S123, F
In the normal state after the engine is started, where the setting of the fuel injection amount based on the target stroke intake air amount is selected when LGDJ = 0 and the process proceeds to step S127, the target stroke intake for fuel amount calculation is performed at the total target stroke intake air amount A. The air amount MGa3 is set, and the routine exits. Therefore, at this time. The total target stroke intake air amount A which is set by the sum of the accelerator pedal required stroke intake air amount MGa1 and the idle required stroke intake air amount MGa2, and is limited to a value controllable by the upper limit value MGamax and the lower limit value MGamin. The target stroke intake air amount MGa3 for fuel amount calculation is set in accordance with this, and the fuel injection amount Gf corresponding to the target intake air amount can be appropriately obtained along with the throttle valve opening degree by the target stroke intake air amount MGa3 for fuel amount calculation. As a result, the air-fuel ratio controllability is improved.

<Step S38> In step S38,
A fuel attachment delay equivalent air amount setting subroutine shown in FIG. 27 is executed. In the fuel attachment delay-equivalent air amount setting subroutine, an attachment delay (see FIG. 43) with respect to the amount of fuel supplied to the cylinder is assumed in which a part of the fuel injected from the injector 24 adheres to the intake port wall surface. ,
The air-fuel ratio is optimized by delaying the amount of intake air in the intake air system in accordance with the above-described fuel attachment delay.

First, in step S131, a first-order lag time constant τ relating to a fuel deposition delay is set based on the engine speed Ne by referring to a one-dimensional map with interpolation calculation.

For example, a steady amount Mx of fuel adhering to the intake port is determined for each engine operating region, and the transient amount Mt of fuel deposited during a transition from one operating region to another operating region has a first-order lag. In the case where the first delay time constant τ is determined to follow the steady fuel deposition amount Ms ′ in the new operation region, such a first-order lag time constant τ is also determined for each operation region. As shown in FIG. 38 (a), the one-dimensional map shows that the flow rate of the intake air passing through the intake port becomes faster as the engine speed Ne shifts to a higher speed.
A first-order lag time constant τ that is gradually shorter is stored.

Next, in step S132, the engine speed Ne and the target stroke intake air amount MGa for calculating the fuel amount are calculated.
3, the port intake air flow rate Q per intake port
p is calculated from the following equation. Qp ← (Ne · MGa3) / K3 [mg / 10 ms] (17) Here, K3 is a constant determined by the engine to be used, and in the case of a 4-cycle 4-cylinder engine, the calculation cycle is 1
Since it is 0 ms, K3 = 2.60-100. However, the fuel adhesion delay is remarkable in a low load and low rotation operation region, and hardly causes a problem in a high load and high rotation region (for example, 6000 [rpm] or more).
In the high rotation region, the port intake flow rate Qp may be a constant value.

Next, in step S133, a one-dimensional map is referenced with interpolation calculation based on the port intake air flow rate Qp to set an air amount Ms corresponding to a steady adhesion amount. The air amount Ms corresponding to the steady adhesion amount is determined by setting the target air-fuel ratio to the stoichiometric air-fuel ratio (14.
6) and the like, and is a value that is set by multiplying the stationary adhesion amount Mx by the air-fuel ratio. As shown in FIG. 38 (b), as the port intake air flow rate Qp increases, As the operating range shifts to high load and high rotation,
The change in the air amount Ms corresponding to the steady adhesion amount gradually decreases.

Thereafter, in step S134, the previous time (10 m
s) The set transient adhesion amount equivalent air amount Mt is set as the previous transient adhesion amount equivalent air amount MtOLD (step S135).
Then, the currently set steady adhesion amount equivalent air amount Ms and the previously set transient adhesion amount equivalent air amount Mt are weighted and averaged based on the following equation to calculate the current transient adhesion amount equivalent air amount Mt.

Mt ← [Mt · (τ−1) + Ms] / τ Next, the routine proceeds to step S136, where the next air amount MtOLD corresponding to the transient adhesion amount calculated previously and the air amount Mt equivalent to the transient adhesion amount calculated this time are calculated as follows. From the equation, the air amount ΔMt corresponding to the fuel attachment delay during one cylinder and one cycle is calculated, and the routine exits.

ΔMt ← (Mt−MtOLD) · T2 / 10 [ms] Here, T2 is the time required for one cycle of one cylinder, that is, two rotation times.

As described above, by using the fuel adhesion model formula and assuming the arrival delay in the cylinder due to the adhesion of fuel to the wall surface, the intake air system is delayed in accordance with the fuel adhesion delay, so that the response is somewhat improved. While sacrificing, a stable air-fuel ratio can be obtained even for a complicated and drastically changing transient torque requirement, and a smooth transient torque characteristic and improved exhaust emission can be achieved.

Further, in this embodiment, since the fuel adhesion model is used in the intake air system as a forward model, for example, a high load state in which a large amount of fuel has adhered to the intake port is instantaneously changed to a low load state. If the amount of adhering fuel flowing into the cylinder exceeds the appropriate amount of fuel with respect to the amount of intake air at that time, the fuel becomes over-rich even if the fuel injection amount is zero. In such a case, in the conventional fuel adhesion inverse model, the fuel adhesion delay is offset by adding the fuel amount for the fuel adhesion delay to the fuel injection amount, so that the fuel injection amount is the minimum value. Although it cannot be controlled to a value other than zero and the air-fuel ratio over-rich cannot be avoided, in the present embodiment, since the correction of the fuel adhesion delay is performed in the intake air system as described above, The amount of intake air is set in accordance with the amount of adhering fuel that flows in, and appropriate air-fuel ratio control can be performed even during a transition.

<Step S39> In step S39,
A target stroke intake air amount setting subroutine for throttle opening setting shown in FIG. 28 is executed. In this throttle opening setting target stroke intake air amount setting subroutine, a throttle opening setting target stroke intake air amount MGa4 which is an intake air amount corresponding to the fuel amount supplied into the cylinder is calculated.

That is, in step S141, the air amount ΔMt corresponding to the fuel adhesion delay is subtracted from the target stroke intake air amount MGa3 for calculating the fuel amount, and the target amount of intake air corresponding to the fuel amount flowing into the cylinder after Δt time has elapsed. A target stroke intake air amount MGa4 for setting the throttle opening, which is a value, is calculated (MG
a4 ← MGa3-ΔMt), and exit the routine.

Here, the air amount Δ corresponding to the fuel adhesion delay.
When Mt is a positive value (ΔMt> 0), the fuel injection amount increases due to an acceleration request or the like due to an increase in the accelerator pedal depression amount θacc, and the amount of the attached fuel this time becomes larger than the amount of the attached fuel of the previous time (10 ms before). This indicates that the amount of fuel actually supplied to the cylinder decreases with respect to the amount of fuel injected from the injector 24, and the air amount corresponding to the fuel adhesion delay is calculated from the target stroke intake air amount MGa3 for calculating the fuel amount. ΔM
The target stroke intake air amount MGa4 for setting the throttle opening which becomes a target value for setting the throttle opening by subtracting t
By calculating the air-fuel ratio, it is possible to set the throttle opening to obtain the amount of intake air that matches the amount of fuel supplied into the cylinder, and obtain the appropriate air-fuel ratio that matches the target transient air-fuel ratio. Controllability is improved.

Further, when the air amount ΔMt corresponding to the fuel adhesion delay is a positive value, the target stroke intake air amount upper limit MGamax for setting the upper limit is set to the fuel adhesion delay equivalent air amount as described above. Since it is extended by the amount ΔMt, the target stroke intake air amount MGa4 for setting the throttle opening is set.
Is consequently limited by the original target stroke intake air amount upper limit MGamax set based on the execution stroke intake air amount Ga and the engine speed Ne. Unnecessarily reduced by the amount corresponding to the minute equivalent air amount ΔMt is prevented, and the throttle opening setting target stroke intake air amount MGa4, which is an instruction value for setting the throttle opening, is effectively increased to an allowable limit. It can be set.

On the other hand, the air amount ΔM corresponding to the fuel adhesion delay
When t is a negative value (ΔMt <0), the throttle valve is rapidly closed due to a deceleration request due to a decrease in the accelerator pedal depression amount θacc, and the adhering fuel is separated from the port wall surface by the intake pipe negative pressure. This indicates that the amount of deposited fuel this time decreases with respect to the amount of deposited fuel in the previous case, and that the amount of fuel supplied to the cylinder increases by supplying this deposited fuel to the cylinder. Is a negative value at this time, and the target stroke intake air amount M for fuel amount calculation is
By subtracting the air amount ΔMt corresponding to the fuel attachment delay from Ga3, the target stroke for setting the throttle opening, which is a target value for setting the throttle opening as a result, the intake air amount MGa4 is the target stroke for calculating the fuel amount. The intake air amount MGa3 is increased by the amount of air ΔMt corresponding to the fuel attachment delay, thereby opening the throttle to obtain an intake air amount suitable for the amount of fuel supplied into the cylinder even during deceleration. The degree can be set, an appropriate air-fuel ratio suitable for the target transient air-fuel ratio is obtained, and the air-fuel ratio controllability is improved.

Further, when the air amount ΔMt corresponding to the fuel adhesion delay is a negative value, as described above, the target stroke intake air amount lower limit MGamax for setting the lower limit is set to the fuel adhesion delay equivalent air amount. Because the amount is expanded to the lower limit side by the amount ΔMt, the target stroke intake air amount MGa4 for setting the throttle opening is consequently the original stroke air amount Ga set based on the execution stroke intake air amount Ga and the engine speed Ne. The target stroke intake air amount is limited by the lower limit value MGamin, and the control allowable lower limit is prevented from being unnecessarily increased by an amount corresponding to the air amount ΔMt corresponding to the fuel attachment delay, and the throttle opening is set. It is possible to effectively set the target opening intake air amount MGa4 for setting the throttle opening, which is an instruction value for performing this operation, to an allowable limit.

By the way, the air amount .DELTA.Mt corresponding to the fuel adhesion delay is reduced in the direction to cancel the change when the target stroke intake air amount MGa3 for calculating the fuel amount is increased or decreased, that is, when the fuel amount is increased. Therefore, the change range of the target stroke intake air amount MGa4 for setting the throttle opening is always smaller than the target stroke intake air amount MGa3 for calculating the fuel amount. Therefore, in step S131, when the target stroke intake air amount MGa4 for setting the throttle opening is obtained by subtracting the fuel adhesion delay equivalent air amount ΔMt from the target stroke intake air amount MGa3 for calculating the fuel amount, the throttle opening setting is performed. The target stroke intake air amount MGa4 overflows,
There is no underflow, and there is no need to set those limits.

<Step S40> In step S40,
A target throttle opening setting subroutine shown in FIG. 29 is executed. In the target throttle opening setting subroutine, the target throttle opening Mθth is set by referring to the throttle opening map with interpolation calculation based on the intake air supply ratio SGa and the engine speed index value MNe shown in the above equation (13). .

First, in step S151, the intake supply ratio SGa is calculated based on SGa ← [(Ga + MGa4) / 2] / Gamax (13-1). Then, in step S152, the engine speed index value MNe is calculated. MNe ← Ne + [(MGa4-Ga) / (Ga + MGa4)] · K2 (13-2) where K2 = 60V / (D · Δt).

In step S153, a target throttle opening Mθth is set by referring to a target throttle opening map (see FIG. 39) with interpolation calculation based on the intake air supply ratio SGa and the engine speed index value MNe. Exit the routine.

As described above, in the steady state, the actual stroke intake air amount Ga and the target stroke intake air amount MGa, that is, the target stroke intake air amount MGa4 for setting the throttle opening, coincide with each other. The target throttle opening Mθth can be set by referring to the throttle opening map. That is, the intake air supply ratio SGa in the steady state is SGa = MGa4 / Gamax (13-1 ′), and the engine speed index value MNe is MNe = Ne (13-2 ′).

That is, the maximum executed intake air amount Gamax of the target stroke intake air amount MGa4 for setting the throttle opening is set.
To the intake air supply ratio SGa (= MGa
/ Gamax), and calculates this value and the engine speed Ne.
The target throttle opening Mθth is set by referring to the throttle opening map with interpolation calculation on the basis of the target throttle opening Mθth, and the throttle opening control amount setting routine (FIG. 30) described later is used to set the throttle opening Mθth based on the target throttle opening Mθth. A duty ratio DUTY as a throttle opening control amount for the actuator 20 is set.

Therefore, there is no need to specially set a transient map as the throttle opening map. As shown in FIG. 39, a transient throttle opening map set by a non-uniform grid is used. Sometimes, the target throttle opening Mθth can be changed simply by changing the values of the intake air supply ratio SGa and the engine speed index value MNe according to the transient state.
Can be set.

Here, in a region where the intake air supply ratio SGa and the engine speed are large, the target throttle opening degree, that is, the target throttle opening degree Mθth greatly changes with a slight change in the intake air supply ratio SGa or the engine speed. I do. Accordingly, as shown in FIG. 39, each parameter, that is, the intake supply ratio SGa and the engine speed index value MNe, is made to correspond to the throttle opening degree map.
Are set at irregular intervals, and the grid is widened in a region where the intake air supply ratio SGa and the engine speed index value MNe are large, so that the setting can be appropriately performed. The throttle opening Mθth can be obtained. The throttle actuator drive amount Dact is set appropriately and with high accuracy based on the target throttle opening Mθth, so that the throttle opening controllability is improved.

In this embodiment, the target throttle opening M
When setting θth, the actual stroke intake air amount Ga, the target stroke intake air amount MGa4 for setting the throttle opening, and the actual stroke intake air amount that each cylinder inhales per intake stroke without directly obtaining the throttle passing air flow rate having a large dynamic range. And a transient target throttle opening M as well as in a steady state using a map in a steady state from each variable of the engine speed Ne.
Since θth is also set, each stroke intake air amount is based on one intake stroke, and the dynamic range is 1/10 of the throttle passing air flow rate Qth.
The dynamic range of the engine speed Ne during operation is also from the idle speed to the maximum engine speed, and the dynamic range is extremely small with respect to the throttle passing air flow rate Qth.

Therefore, the dynamic range of the variable used when setting the duty ratio DUTY as the throttle opening control amount is small, and proper throttle opening control in the entire operation range can be performed without burdening the computer. Can be done.

Further, the self-recovery function of the throttle opening error is provided by calculating the engine speed index value MNe using the above equation (13-2). In other words, if there is an error in the throttle opening and the actual intake air amount Ga does not coincide with the throttle opening setting target stroke intake air amount MGa4, according to the above equation (13-2), if the actual intake air amount Ga is When the amount Ga is larger than the target stroke intake air amount MGa4 for setting the throttle opening, the engine speed index value MNe is set lower than the actual engine speed Ne.

When the intake air amount Ga is constant during execution, the target throttle opening Mθt becomes smaller as the engine speed index value MNe decreases as the engine speed decreases.
h is set. Therefore, when the throttle opening map is referred to based on the engine speed index value MNe, the throttle opening is automatically controlled in the closing direction.
As a result, the executed stroke intake air amount Ga is corrected to a small value, and the executed stroke intake air amount Ga follows the target stroke intake air amount MGa4 for setting the throttle opening. Similarly, when the execution stroke intake air amount Ga is smaller than the throttle stroke setting target stroke intake air amount MGa4, the throttle opening θth is automatically corrected in the opening direction.
It follows the target stroke intake air amount MGa4 for setting the throttle opening.

More specifically, the constant K2 is as follows: K2 = 60 V / (D · Δt), for example, V / D = 4, Δt = 1/100 [sec]
K2 = 24000 [rpm], and when a deviation of 1% occurs between the execution stroke intake air amount Ga and the target stroke intake air amount MGa4 for setting the throttle opening, about 120 [rpm] in a normal engine ] To refer to the throttle opening map. Further, even with the same shift of 120 [rpm], the change in the throttle opening increases as the rotation speed decreases, due to the characteristics of the throttle opening map. Therefore, the lower the rotation speed at which the throttle opening error easily occurs, the stronger the self-recovery function for the throttle opening error acts, and the above constant K2 (= 24000 [rpm]) indicates the error feedback during the throttle opening control. Can be regarded as a P-part gain.

As described above, the target throttle opening Mθth
Is set.

The target throttle opening Mθth
Is read in the throttle opening control amount setting routine shown in FIG. 30, and an opening error Δθth of the actual throttle opening θth with respect to the target throttle opening Mθth (= Mθth−θ).
th) as the throttle opening control amount based on the PWM
By setting the duty ratio DUTY of the duty signal to be output to the signal output circuit 103 and outputting the PWM signal to the H-bridge circuit 64 via the PWM signal output circuit 103, the hydraulic motor type throttle actuator 20 is operated to operate the throttle. The valve 5a is set to the target throttle opening Mθ
The feedback control is performed to achieve th.

Next, the throttle opening control amount setting routine will be described.

The throttle opening control amount setting routine shown in FIG. 30 is executed every predetermined time (for example, 4 msec). First, in step S161, the actual throttle opening θt detected based on the output value of the throttle opening sensor 33a.
is read, and in step S162, the actual throttle opening θth is subtracted from the target throttle opening Mθth to calculate an opening error Δθth (Δθth ← Mθth−θt).
h).

Then, in step S163, the one-dimensional map is referenced with interpolation calculation based on the opening degree error Δθth, and the duty ratio DUTY is set.
Then, the duty ratio DUTY is set, and the routine exits.

FIG. 40 shows a one-dimensional map for setting the duty ratio DUTY. As shown in the figure,
When the opening error Δθth is zero and the actual throttle opening θth matches the target throttle opening Mθth, the duty ratio DUTY is set to 50%.

When the opening error Δθth is a negative value, the duty ratio DUTY is set to a value smaller than 50%, the actual throttle opening θth is larger than the target throttle opening Mθth, and the opening error Δθth becomes smaller. The duty ratio DUTY is set to a smaller value on the more negative side. On the other hand, when the opening error Δθth is a positive value, the duty ratio DUTY is set to a value larger than 50%, the actual throttle opening θth is smaller than the target throttle opening Mθth, and the opening error Δθth is more positive. , The duty ratio DUTY is set to a larger value.

Here, a range where the opening error Δθth is larger than a predetermined reference, that is, in the drawing, θth = −4.25.
In the sections of -2.5 deg and 2.5-4.25 deg, the duty ratio DUTY with respect to the opening error ?? th
Of the throttle valve 5a by the hydraulic motor-type throttle actuator 20 by increasing the control gain for the hydraulic motor-type throttle actuator 20 by increasing the gradient of the change in the duty ratio DUTY with respect to the opening error Δθth to increase the control gain for the hydraulic motor-type throttle actuator 20. The speed, that is, the opening / closing speed of the throttle valve 5a is increased, and the actual throttle opening θth of the throttle valve 5a can be converged to the target throttle opening Mθth earlier. The corresponding throttle opening can be obtained immediately.

In the figure, in the range of -4.25 deg or less and 4.25 deg or more, the duty ratio DUTY approaches the control limit, and the rotation speed of the throttle valve 5a by the hydraulic motor type throttle actuator 20 becomes substantially the maximum rotation speed. Therefore, the inclination of the change in the duty ratio DUTY with respect to the opening error Δθth is reduced, and the duty ratio DUTY is approximately 0% when the opening error Δθth is −6 deg or less, and the duty ratio DU is increased when the opening error Δθth is 6 deg or more.
TY is set to approximately 100%.

Also, in the range where the opening degree error Δθth is smaller than a certain reference except the dead zone of the throttle actuator 20, Δθth = −2.5 to −0.75d in the figure.
eg, and in the range of Δθth = 0.75 to 2.5 deg, the change in the duty ratio DUTY with respect to the opening error Δθth is set to be small, and the inclination of the change in the duty ratio DUTY with respect to the opening error Δθth is reduced, so that the hydraulic motor type By reducing the control gain for the throttle actuator 20 and setting it as a slow section, the rotation speed of the throttle valve 5a by the hydraulic motor-type throttle actuator 20 when the opening degree error Δθth enters a range smaller than a predetermined reference is reduced. Thus, overshoot or undershoot of the actual throttle opening θth with respect to the target throttle opening Mθth can be prevented, and the convergence of the throttle valve 5a with respect to the target throttle opening Mθth by the throttle actuator 20 is improved and control is performed. sex Can be stabilized.

Therefore, from the above, the actual throttle opening θ
th, and the controllability can be stabilized by improving the convergence of the response to the target throttle opening Mθth, and the controllability in the fuel-initiated control (or the fuel-air simultaneous control) can be improved. Become.

Further, when the duty ratio DUTY is close to 50%, which is the dead zone of the hydraulic motor type throttle actuator 20, the change in the duty ratio DUTY is set to be large with respect to the opening error Δθth, and the slight opening error Δθ
The duty ratio DUTY is largely changed with respect to th (Δθth = −0.75 to 0.75 deg in the figure)
This allows the operation of the hydraulic motor-type throttle actuator 20 immediately after leaving the dead zone, thereby improving the followability of the throttle valve 5a to the target throttle opening Mθth.

Then, by setting the duty ratio DUTY, the duty signal of the duty ratio DUTY becomes PW
It is output to the M signal output circuit 103 and the duty ratio DUT
A PWM signal (refer to FIG. 13) of TON time per fixed period T corresponding to Y is output from the PWM signal output circuit 103 to the H-bridge circuit 64 of the hydraulic motor type throttle actuator 20.

Therefore, as the opening error Δθth is larger on the plus side and the actual throttle opening θth is smaller than the target throttle opening Mθth, the duty ratio DUTY
Is set to be greater than 50% in proportion to the opening error Δθth, and the H-bridge circuit 20 of the hydraulic motor throttle actuator 20 is output from the PWM signal output circuit 103.
, The ON time TON of the PWM signal output to the control circuit becomes larger than 50% with respect to the constant cycle T, and the forward current period by the H bridge circuit 64 for the exciting coil 63 of the hydraulic motor type actuator 20 is shorter than the reverse current period As a result, the magnet 59 and the rotary valve 58 integrated therewith rotate counterclockwise from the neutral position shown in FIG.
Each of the first hydraulic operating chambers 55c communicates with the oil supply chamber 55g via the first oil passage 55e so as to communicate with the first hydraulic operating chamber 55c.
Oil is supplied to the drain chamber 5d through the second oil passage 55f.
5h, the power steering oil in the second hydraulic operating chamber 55d is discharged, and the hydraulic pressure of the power steering oil supplied into the first hydraulic operating chamber 55c causes the pistons 57a, 57b to rotate clockwise in the drawing. , This piston 57a, 5
The throttle shaft 5c rotates clockwise via the plate 57 integrated with the throttle valve 7b, and the opening of the throttle valve 5a is increased.

Then, as the actual throttle opening θth approaches the target throttle opening Mθth, the opening error Δθt
When h becomes small and the duty ratio DUTY is set to be small in the 50% direction, the rotary valve 58 sequentially returns to the original neutral position, and when the actual throttle opening θth matches the target throttle opening Mθth, The rotary valve 58 comes to the neutral position, whereby the throttle valve 5a stops.

On the other hand, the opening error is a negative value,
As the actual throttle opening θth is larger than the target throttle opening Mθth, the duty ratio DUTY becomes 50
% Is set smaller than the PWM signal output circuit 10.
3 to H of the hydraulic motor type throttle actuator 20
ON time T of the PWM signal output to the bridge circuit 20
ON becomes smaller than 50% for a certain period T,
The reverse current period of the exciting coil 63 of the hydraulic motor type actuator 20 by the H bridge circuit 64 is longer than the forward current period, and the magnet 59 and the rotary valve 58 integrated therewith are rotated clockwise from the neutral position shown in FIG. , And conversely, each first hydraulic working chamber 55 c is
The power steering oil in the first hydraulic operating chamber 55c is discharged by communicating with the drain chamber 55h through the
The hydraulic operating chamber 55d communicates with the oil supply chamber 55g via the second oil passage 55f, and power steering oil is supplied to the second hydraulic operating chamber 55d, and the hydraulic pressure of the power steering oil supplied into the second hydraulic operating chamber 55d is used. The piston 57a,
57b is rotated in the counterclockwise direction in FIG.
The throttle shaft 5c rotates counterclockwise through the plate 57 integrated with the plates 7a and 57b, and the opening of the throttle valve 5a is reduced.

Then, as the actual throttle opening θth approaches the target throttle opening Mθth, the opening error Δθt
h approaches zero, and the duty ratio DUTY is sequentially increased in the 50% direction.
8 returns to the original neutral position, and when the actual throttle opening θth matches the target throttle opening Mθth, the rotary valve 58 becomes the neutral position, whereby the throttle valve 5a stops.

As a result, the opening of the throttle valve 5a is controlled such that the execution stroke intake air amount Ga follows the throttle stroke setting target stroke intake air amount MGa4.

FIGS. 41A and 41B show experimental data obtained by simulation. FIG. 41 (a)
FIG. 41 shows a state in which the actual throttle opening θth follows the target throttle opening Mθth of the sine waveform.
(B) shows a state in which the actual throttle opening θth follows the target throttle opening Mθth of the staircase waveform. According to the figure, it can be seen that both the sine waveform and the staircase waveform of the target throttle opening Mθth have extremely good followability of the actual throttle opening θth.

As shown in FIG. 42, while the operating range changes, the throttle opening setting target stroke intake air amount MGa4 changes stepwise.
The throttle opening θth often requires an overshoot change as much as there is air in the chamber, but the intake air amount Ga detected based on the output value of the intake pipe pressure sensor 22 increases the throttle opening θth. By providing the throttle actuator 20 having a high operating speed that can follow the target setting intake air amount MGa4 for degree setting as much as possible, it is possible to further improve the throttle opening degree control executed in this routine. .

Next, the control of the fuel system will be described with reference to the flowcharts shown in FIGS. However, FIG.
As shown in FIG. 3, there is a fuel deposition delay due to the adhesion of the intake port wall as a delay of the fuel system. Since the fuel deposition delay is synchronized with the intake air system as described above, this fuel injection amount setting routine is performed. Here, basically, a fuel injection amount suitable for the target air-fuel ratio is set based on the target stroke intake air amount MGa3 for fuel amount calculation. Note that this fuel injection amount setting routine is executed every 10 msec.

First, in step S171, the target stroke intake air amount MGa3 for fuel amount calculation is read, and the flow proceeds to step S171.
At 172, the dead time setting subroutine shown in FIG. 32 is executed to synchronize the fuel system with the operation delay of the hydraulic motor-type throttle actuator 20 of the intake air system, and to perform a transient operation due to the operation delay of the hydraulic motor-type throttle actuator 20. Prevents rich and lean spikes in air-fuel ratio.

That is, the hydraulic motor-type throttle actuator 20 for operating the throttle valve 5a has an operation delay, and when acceleration is requested by depressing the accelerator pedal,
Alternatively, when the ECU 80 outputs a PWM signal of the duty ratio DUTY for obtaining the target throttle opening Mθth to the hydraulic motor-type throttle actuator 20 at the time of a deceleration request such as releasing the accelerator pedal or decreasing the accelerator pedal depression amount, When the actuator 20 operates, a time delay occurs until the throttle valve 5a actually opens or closes to the target throttle opening Mθth by the operation of the throttle actuator 20. In contrast, there is no delay in fuel injection by injector driving.

For this reason, during acceleration, the intake air amount becomes too small with respect to the fuel injection amount due to the delay in opening the throttle valve 5a due to the operation delay of the hydraulic motor type throttle actuator 20, and a rich spike in the air-fuel ratio occurs. Also, at the time of deceleration, the intake air amount becomes excessive with respect to the fuel injection amount due to the closing delay of the throttle valve 5a due to the operation delay of the hydraulic motor type throttle actuator 20, causing a lean spike of the air-fuel ratio, and the air-fuel ratio during the transition. Controllability deteriorates.

Accordingly, in the fuel system, the dead time process corresponding to the operation delay time of the hydraulic motor type throttle actuator 20 is performed on the target stroke intake air amount MGa3 for calculating the fuel amount, and the fuel after the dead time process is processed. The fuel injection amount Gf is calculated based on the target stroke intake air amount MGa5 for calculating the amount.
Is set, the fuel system is forcibly delayed in response to the operation delay of the hydraulic motor type throttle actuator 20 of the intake air system, and the fuel system is synchronized with the intake air system to cause the operation delay of the throttle actuator 20. This prevents a rich or lean spike in the air-fuel ratio during a transition.

In this dead time setting subroutine, the target stroke intake air amount MGa3 for calculating the fuel amount stored in the predetermined registers M1 to M5 is sequentially advanced in steps S181 to S185, and step S181 is performed.
At 50 msec stored in the register M5
The target stroke intake air amount MGa3 for fuel amount calculation previously set
Is set as the current target stroke intake air amount MGa5 for fuel amount calculation, and in step S186, the currently read target stroke intake air amount MGa3 for fuel amount calculation is stored in the register M1, and the routine exits.

In other words, the target stroke intake air amount MGa3 for fuel amount calculation is stored in the lowest register M1 of the plurality of registers M1 to M5 at every set time (every 10 ms) that defines the execution cycle of this routine. The value stored in each register is sequentially advanced, and the value stored in the uppermost register M5 (in this embodiment, the target stroke intake air amount for fuel amount calculation 50 ms before) is used to set the fuel injection amount. The target stroke intake air amount MGa for calculating the fuel amount which becomes the indicated value of
Adopted as 5.

In this embodiment, in order to perform the dead time process, it is only necessary to sequentially carry up the values of a plurality of registers each time the routine is executed. Dead time processing can be performed very simply and reliably.

Then, returning to step S173 of the fuel injection amount setting routine, the fuel injection amount is calculated based on the target stroke intake air amount MGa5 for the fuel amount calculation that has been subjected to the dead time processing and the target fuel-air ratio (F / A). Set Gf (Gf ← MGa5 ·
(F / A)), in step S174, the fuel injection pulse width Ti for the injector 24, which determines the fuel injection amount based on the following equation, is set, and the routine exits the routine Ti ← KA / F · α · Gf / Ne + Ts.

KA / F is an injector characteristic correction constant,
α is the air-fuel ratio feedback correction coefficient, and Ts is the battery 1
This is a voltage correction pulse width for interpolating the invalid injection time of the injector 24 based on the terminal voltage VB of No. 11.

As a result, a drive signal having the fuel injection pulse width Ti is output to the injector 24 of the corresponding cylinder at a predetermined timing, and a predetermined amount of fuel is injected from the injector 24.

Here, the target stroke intake air amount MGa for fuel amount calculation, which is an instruction value when setting the fuel injection amount Gf, is set.
3 is set by the above-described target stroke intake air amount setting subroutine for fuel amount calculation in FIG. 26. Immediately after engine cranking or starting, the actual throttle opening degree θth in response to the target throttle opening degree request due to insufficient oil pressure of the power steering oil.
Is not following (FLGDJ = 1), the execution amount is set by the intake air amount Ga, and the fuel injection amount Gf is set by the execution amount. Accordingly, at this time, the fuel injection amount Gf suitable for the engine state based on the engine speed Ne and the first intake pipe pressure P1 downstream of the throttle valve is set by the intake air amount Ga during the execution. In addition, the deterioration of the air-fuel ratio state due to the inactivity of the hydraulic motor-type throttle actuator 20 due to the insufficient hydraulic pressure of the power steering oil immediately after the start is prevented, and the startability and the idle stability after the start are improved.

At this time, the target stroke intake air amount MGa3 for calculating the fuel amount based on the execution stroke intake air amount Ga is set only by the idle required stroke intake air amount MGa2 which is the target value during idling as described above. The total target stroke intake air amount A is multiplied by a set value (1.5 × A).
Since the upper limit is regulated, even if the intake air amount Ga is increased as a result of the failure due to a failure such as sticking of the throttle valve, this is regulated to prevent setting of an excessive fuel injection amount, Even if a failure such as the sticking of the throttle valve 5a is stuck, an unexpected situation is avoided.

On the other hand, after the engine is started, the power steering oil is fluidized with the operation of the engine, the hydraulic pressure of the power steering oil is sufficiently increased, and the actual throttle opening degree θth is reduced to the set value θ.
ths or less, and after it is confirmed that the throttle valve 5a actually starts to move following the throttle opening request less than the initial setting opening (FLGDJ = 0), the target stroke intake air amount for fuel amount calculation MGa3 is set by the total target stroke intake air amount A obtained by adding the accelerator pedal required stroke intake air amount MGa1 and the idle required stroke intake air amount MGa2. At this time, in the fuel system, the fuel injection pulse width Ti is set so that the fuel stroke calculation target stroke intake air obtained by delaying the fuel stroke calculation target stroke intake air mass MGa3 by the dead time regardless of the execution stroke intake air mass Ga. On the other hand, in the intake air system, a target stroke intake air amount MGa4 on the intake air side is set such that a predetermined air-fuel ratio is obtained based on the amount of fuel flowing into the cylinder. Is performed so as to follow the target stroke intake air amount MGa4, that is, the fuel-initiated control is performed. Even if a failure such as the sticking of the throttle valve occurs, the fuel injection amount is determined by the throttle passing air flow rate. And unexpected situations such as sudden acceleration can be avoided in this case as well. Further, the fuel injection amount and the throttle valve opening corresponding to the target intake air amount can be properly obtained, the fuel injection amount Gf matching the throttle opening can be obtained, the air-fuel ratio controllability can be improved, and the fuel injection amount can be improved. And a throttle opening for obtaining a stroke intake air amount for obtaining a predetermined air-fuel ratio suitable for the fuel injection amount are simultaneously set, so that a good air-fuel ratio control performance can be obtained even in a transient state.

The present invention is not limited to the above embodiments. For example, in the present embodiment, the hydraulic oil in the power steering mechanism, that is, the hydraulic pressure of the power steering oil return system is used as the drive source of the hydraulic motor type throttle actuator. However, the hydraulic pressure of the power steering oil supply system may be used. If a vehicle equipped with a manual transmission (MT) is not taken into consideration, the oil pressure of the ATF oil of the automatic transmission may be used as a drive source of a hydraulic motor type throttle actuator.

[0248]

As described above, according to the hydraulic motor type throttle actuator according to the first aspect of the present invention, since the throttle valve is operated by the hydraulic motor type, a high operating speed can be realized and the drive source is used. Oil is lubricated on each part, so there are almost no wear parts and excellent durability.Compared with conventional step motor type throttle actuators and servo motor type throttle actuators, it can be realized with a simpler configuration and reduces cost. Can be.

According to the hydraulic motor type throttle actuator of the present invention, the excitation coil is connected to the H-bridge circuit to which the pulse width modulation signal is input, so that the pulse width modulation with a duty ratio of 50% is performed. When a signal is input to the H-bridge circuit, the ratio of the forward current period to the reverse current period of the current flowing through the exciting coil becomes equal by the H-bridge circuit, the rotary valve is set to the neutral position, the throttle valve is stopped, and the H-bridge circuit is stopped. As the duty ratio of the pulse width modulation signal input to the circuit increases more than 50%, the rotation amount of the rotary valve increases, and the opening degree of the port connecting each oil passage with the oil supply chamber and the drain chamber increases. As a result, the opening speed of the throttle valve increases in proportion to the increase in the duty ratio, and the duty ratio increases by 50%. As the rotation speed decreases, the reverse rotation amount of the rotary valve increases, and the closing speed of the throttle valve increases according to the decrease in the duty ratio. Therefore, the duty ratio of the pulse width modulation signal input to the H-bridge circuit is controlled. This makes it possible to variably control not only the throttle opening but also the opening / closing valve speed of the throttle valve, does not require a special control circuit, and the control software for the hydraulic motor type throttle actuator has a calculation load. It can be realized lightly.

Further, according to the hydraulic motor type throttle actuator of the third aspect of the present invention, since the hydraulic pressure generated with the operation of the engine is used as a drive source, a hydraulic pressure generating mechanism for driving the hydraulic motor type throttle actuator is newly provided. It can be realized without additional equipment.

Furthermore, according to the hydraulic motor type throttle actuator of the present invention, since the return system of the hydraulic oil of the power steering mechanism is used as a drive source, the hydraulic oil of the power steering mechanism has a high hydraulic pressure and a comparative flow rate. Therefore, both the hydraulic pressure and the flow rate are stable, so that the operability of the hydraulic motor type throttle actuator can be improved and the operation can be realized without affecting the operation of the power steering mechanism.

Further, according to the hydraulic motor type throttle actuator of the present invention, when the rotary valve is at the neutral position, the oil supply chamber and the drain chamber communicate with each other, and the oil is easily supplied from the oil supply chamber to the drain chamber. Therefore, even if the hydraulic pressure generated by the engine operation is used as the drive source of the hydraulic motor-type throttle actuator, the oil flow is not interrupted by the hydraulic motor-type throttle actuator. Instability of the operation of the power steering mechanism can be reliably prevented.

According to the hydraulic motor type throttle actuator of the present invention, when the hydraulic pressure is not acting or when the hydraulic pressure is very small, the throttle valve ensures the engine start by the initial positioning mechanism. Therefore, the throttle valve is held at the initially set opening when the engine is started or the oil pressure is insufficient immediately after the start, so that the engine can be started and the idle after starting can be appropriately secured.

Further, according to the hydraulic motor type throttle actuator of the present invention, when the piston comes into contact with one side wall of the hydraulic chamber, the throttle valve is regulated to the fully closed position. Since the throttle valve is restricted to the fully open position when it comes into contact with the other side wall of the chamber,
There is no need to provide a member for regulating the throttle valve to the fully closed position and the fully open position, and the configuration can be simplified and realized.

[Brief description of the drawings]

FIG. 1 is an overall schematic diagram of an engine.

FIG. 2 is a side view of an accelerator pedal.

FIG. 3 is a front view of a crank rotor and a crank angle sensor.

FIG. 4 is a front view of a cam rotor and a cam angle sensor.

FIG. 5 is a perspective view showing an arrangement relationship between a power steering mechanism and a hydraulic motor type throttle actuator.

FIG. 6 is a sectional side view schematically showing a power steering mechanism and a hydraulic motor type throttle actuator.

FIG. 7 is an explanatory diagram showing an operating state relationship of a hydraulic motor type throttle actuator when a throttle valve is in an initial setting position.

FIG. 8 is a circuit diagram of an H-bridge circuit.

FIG. 9 is an explanatory diagram showing an operation state relationship of the hydraulic motor type throttle actuator when the throttle valve is fully closed.

FIG. 10 is an explanatory diagram showing an operating state relationship of the hydraulic motor type throttle actuator when the throttle valve is at 50% opening.

FIG. 11 is an explanatory diagram showing an operation state relationship of the hydraulic motor type throttle actuator when the throttle valve is fully opened.

FIG. 12 is a circuit configuration diagram of an electronic control system.

FIG. 13 is an explanatory diagram of a PWM signal.

FIG. 14 is a time chart showing a relationship among a PWM signal, an inverter output, an operation state of each FET, and a coil current.

FIG. 15 is a block diagram showing functions of an engine control device.

FIG. 16 is a flowchart of an initialization routine.

FIG. 17 is a flowchart of a switching condition determination routine.

FIG. 18 is a flowchart of an intake loss mass and volume efficiency setting routine.

FIG. 19 is a flowchart of a target throttle opening degree setting routine.

FIG. 20 is a flowchart of a subroutine for setting an intake air amount to be executed

FIG. 21 is a flowchart of a subroutine for setting an intake air amount in a maximum execution range.

FIG. 22 is a flowchart of an accelerator pedal request stroke intake air amount setting subroutine.

FIG. 23 is a flowchart of an idle request stroke intake air amount setting subroutine.

FIG. 24 is a flowchart of a target stroke intake air amount upper limit setting subroutine.

FIG. 25 is a flowchart of a target stroke intake air amount lower limit setting subroutine.

FIG. 26 is a flowchart of a target stroke intake air amount setting subroutine for calculating a fuel amount;

FIG. 27 is a flowchart of an air amount setting subroutine corresponding to a fuel adhesion delay.

FIG. 28 is a flowchart of a target stroke intake air amount setting subroutine for setting a throttle opening.

FIG. 29 is a flowchart of a target throttle opening degree setting subroutine.

FIG. 30 is a flowchart of a throttle opening control amount setting routine;

FIG. 31 is a flowchart of a fuel injection amount setting routine.

FIG. 32 is a flowchart of a dead time setting subroutine.

FIG. 33 is an explanatory diagram showing a chamber model of an engine.

FIG. 34 is a time chart showing a relationship between a throttle passage air flow rate, an execution stroke intake air amount, and a target stroke intake air amount.

FIG. 35 is an explanatory diagram showing a relationship between a stroke intake air amount and a theoretical stroke intake air amount.

FIG. 36 is an explanatory diagram of a one-dimensional map referred to when setting intake loss mass and volume efficiency.

FIG. 37 is an explanatory diagram of a one-dimensional map that is referred to when setting an idle request stroke intake air amount;

FIG. 38 is an explanatory diagram of a one-dimensional map referred to when setting a first-order lag time constant relating to a fuel adhesion delay and an air amount corresponding to a steady adhesion amount.

FIG. 39 is an explanatory diagram of a target throttle opening degree map.

FIG. 40 is an explanatory diagram of a one-dimensional map referred to when setting a duty ratio.

FIG. 41 is a time chart showing experimental data obtained by simulation.

FIG. 42 is an explanatory diagram showing a relationship between a throttle opening and a target stroke intake air amount for setting a throttle opening.

FIG. 43 is an explanatory diagram showing a relationship between delays of an intake air system and a fuel system in engine control.

FIG. 44 is an explanatory diagram showing the relationship between the delay of the intake air system and the delay of the fuel system in conventional engine control.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 5a Throttle valve 5c Throttle shaft 20 Hydraulic motor type throttle actuator 20b Hydraulic motor part 20c Rotor 20d Solenoid 45 Power steering mechanism 55 Case body 55a, 55b Hydraulic chamber 55c First hydraulic operating chamber 55d Second hydraulic operating chamber 55e First oil Passage 55f Second oil passage 55g Oil supply chamber 55h Drain chamber 57a, 57b Piston 58 Rotary valve 58a Valve shaft 59 Magnet 62 Laminated core 63 Excitation coil 64 H bridge circuit 66 Initial positioning mechanism

Claims (7)

[Claims] A plurality of fan-shaped hydraulic chambers are formed inside a case main body, and pistons connected to a throttle shaft of a throttle valve are rotatably inserted into the respective hydraulic chambers. The first and second hydraulic working chambers in which the hydraulic chambers are partitioned communicate with the center where the rotary valve is disposed via first and second oil passages, respectively. And a hydraulic motor section in which an oil supply chamber in which oil is supplied between the oil passages and a drain chamber in which oil is drained are alternately formed. A rotary valve selectively communicating with the oil supply chamber and the drain chamber via the first and second oil passages,
A rotor in which a magnet is attached and fixed to a valve shaft of the rotary valve, which is rotatably inserted and supported in the center of the case main body and extends through the case main body, and a laminated core facing the magnet is provided. And a solenoid having an exciting coil wound around the outer periphery of the laminated core. 2. The hydraulic motor type throttle actuator according to claim 1, wherein said exciting coil is connected to an H-bridge circuit to which a pulse width modulation signal is input. 3. The hydraulic motor-type throttle actuator according to claim 1, wherein a hydraulic pressure generated during operation of the engine is used as a drive source. 4. The hydraulic motor-type throttle actuator according to claim 3, wherein a return system of hydraulic oil of a power steering mechanism is used as a hydraulic pressure generated during operation of the engine. 5. When the rotary valve is in a neutral position,
5. The hydraulic motor type throttle actuator according to claim 3, wherein all ports are configured to underlap. 6. An initial positioning mechanism for setting the throttle valve to an initial opening for ensuring engine start when the hydraulic pressure is not acting or when the hydraulic pressure is very small. The hydraulic motor type throttle actuator according to claim 3 or 4. 7. A position where the piston abuts on one side wall surface of the hydraulic chamber is set to a throttle valve fully closed position, and a position where the piston abuts on the other side wall surface of the hydraulic chamber is set to a throttle valve fully open position. The hydraulic motor-type throttle actuator according to claim 1, wherein