JPS6187938A - Throttle valve controller for engine - Google Patents

Abstract

PURPOSE:To improve drivability ever so better, installing a device which compensates throttle valve opening to an accelerator operated variable the larger, the lower in engine temperature, in case of such one provided with a throttle valve opening control device to control the throttle valve opening according to the accelerator operated variable. CONSTITUTION:A controller bearing the above caption detects an operating rate of an accelerator pedal 5, that is, an accelerator operated variable by an accelrator pedal position sensor 19, and controls a throttle actuator 7 consisting of a step motor or the like via a control unit 26 in accordance with desired throttle valve opening to be found out of this accelerator operated variable. And, opening of a throttle valve 6 is controlled by dint of driving force of the actuator 7. In this case, there is provided with a water temperature sensor 23 as an engine temperature detecting device. Then, in time of engine cooling, namely, when engine temperature is less than the specified value, a desired suction air quantity is compensated for increment on the basis of a water temperature compensation factor of the specified map, and the desired throttle valve opening is controlled so as to largely compensate it as compared with a case in time of engine warming up.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine throttle valve control me device,
This invention relates to an improvement in which the throttle valve opening degree is electrically controlled to maintain a predetermined intake air amount with respect to the accelerator operation amount indicating the required engine output.

(Prior Art) Conventionally, as a technique for controlling the amount of intake air supplied to the engine to a predetermined intake amount in response to the amount of accelerator operation indicating the required engine output, as shown in Japanese Patent Laid-Open No. 51-138235, an accelerator detection means for detecting the amount of operation; and a throttle valve opening control means for receiving the output of the accelerator operation amount and controlling the opening of the throttle valve according to the amount of accelerator operation; It is known that feedback control is performed in a timely manner depending on the amount of accelerator operation. Then, the air-fuel ratio of the engine is adjusted by supplying 11 M of fuel to the engine so that the air-fuel ratio is set in advance according to the amount of intake air based on the throttle valve opening. It is.

(Problem to be Solved by the Invention) However, when the engine is cold, the atomization characteristics of the fuel are worse than when the engine temperature is high and the engine is warm. If the throttle valve opening is the same when the engine is cold and when the engine is warm, and the opening degree of the throttle valve is the same as when the engine is warm, the combustion efficiency will be lower than when the engine is warm, and the accelerator operation will be difficult. Depending on ω! ,: The required output will not be increased by 1q, and the engine performance will always be effectively demonstrated.

The present invention has been made in view of the above points, and its object is to appropriately correct the opening degree of the throttle valve in response to the accelerator operation in accordance with the engine temperature. The aim is to increase the amount of intake air to improve combustion efficiency even when the engine is in use, so that the required output can always be produced in accordance with the amount of axle operation, regardless of the engine angle.

(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention, as shown in FIG. An engine throttle valve control device 2Il device for detecting engine temperature, comprising a throttle valve opening degree control means 37 that receives one output and controls the opening degree of a throttle valve r according to an accelerator operation amount. The engine temperature detecting means 23 includes a temperature detecting means 23 and a correcting means 38 which receives the output of the engine temperature detecting means 23 and corrects the throttle valve opening degree relative to the accelerator operation amount more as the engine temperature decreases.

(Function) According to the above (&), when the engine is cold, the throttle valve opening degree relative to the accelerator operation amount is greatly corrected when the engine is cold, and the intake air amount increases accordingly, thereby increasing the combustion efficiency. , the required output is 1q according to the amount of accelerator operation.

(Example) Hereinafter, an example of the present invention will be described based on the drawings from FIG. 2 onwards.

FIG. 2 shows the overall configuration of an engine control device according to an embodiment of the present invention. Reference numeral 1 indicates, for example, a four-cylinder engine; An intake passage 4 opens to supply intake air (air) to the engine 1, and 4 is a non-air passage with one end opening into the engine 1 and the other end opening into the atmosphere to discharge exhaust gas from the engine 1. Reference numeral 5 indicates an accelerator pedal that is depressed in accordance with the engine output request, and reference numeral 6 indicates a throttle valve that is disposed in the intake passage 2 and controls the amount of intake air. There is no linkage relationship, and as will be described later, it is electrically controlled depending on the amount of depression of the accelerator pedal 5, that is, the amount of accelerator operation.

Reference numeral 7 denotes a throttle actuator consisting of a step motor or the like that opens and closes the throttle valve 6.

Reference numeral 8 denotes a catalyst device which is interposed in the exhaust passage 4 and purifies exhaust gas.

Further, 9 has one end opening upstream of the catalyst device 8 in the exhaust passage 4 and the other end opening downstream of the throttle valve 6 in the intake passage 2.
1q1 Part of the exhaust gas from air passage 4 is transferred to intake passage 2)! The IJ [air transport flow passage, 10] is interposed in the middle of the exhaust gas recirculation passage 9, and the exhaust gas 3! ! Control the flow rate. Intake (reflux control valve consisting of a Gui V flam v device using 1 pressure as an operating source,
11 is a solenoid valve that controls opening and closing of the recirculation control valve 10.

On the other hand, reference numeral 12 denotes a fuel injection valve disposed downstream of the throttle valve 6 in the intake passage 2 to inject and supply fuel. The fuel tank 16 is connected to the fuel tank 16 through the fuel tank 16, and fuel is supplied from the fuel tank 16, and the surplus fuel is returned to the fuel tank 16 through a return passage 18 with a fuel pressure regulator 17 interposed therebetween. Therefore, fuel at a predetermined pressure is supplied to the fuel injection valve 12.

In addition, 19 is an accelerator pedal position sensor as an accelerator detection means for detecting the amount of depression of the accelerator pedal 5, that is, the accelerator operation amount α, and 20 is arranged upstream of the throttle valve 6 in the intake passage 2 to detect the amount of intake air QaR. 21 is an intake temperature sensor that is also arranged upstream of the throttle valve 6 in the intake passage 2 and detects the intake air temperature; 22 is a throttle body sensor that detects the opening of the throttle valve 6; 23 is an engine cooling sensor; A water temperature sensor 24 is disposed upstream of the catalyst device 8 in the exhaust passage 4 and detects the air-fuel ratio λ of the engine 1 from the oxygen concentration component in the exhaust gas. 02 sensor 25 is attached to the recirculation control valve 10 to detect the exhaust gas 3! It is a reflux sensor that detects the flow time, and these detection signals 19 to 25 are abnormal.
The throttle actuator 7, solenoid valve 11, and fuel injection valve 12 are controlled by the control unit 26, which includes a computer and the like. Furthermore, an igniter 27 is connected as an input to the control unit 26.
A signal indicating the number of ignitions, that is, the engine rotation It Ne is inputted. In addition, the control unit 26
A dust distributor 28 and two batteries are connected as inputs, and input signals of ignition timing and battery voltage Vs, respectively.

Next, the operation of the control unit 26 will be explained with reference to FIG. Note that FIG. 3 shows the case of a four-cylinder engine.

In FIG. 3, first, to describe the throttle valve opening control system, M A I is set to a target value Qa+ of air supplied to the engine 1 so that the air-fuel ratio is set in advance for the accelerator operation amount α. The first map is
In response to the output from the accelerator pedal position sensor 19, the target air IQa1 to be supplied to the engine 1 is set according to the accelerator operation amount α. MA2 is a predetermined value (where the engine cooling water temperature Tw corresponds to when the engine is cold).
Engine coolant temperature T within the range of i & Two unlayered
The second map is set with a water temperature correction coefficient tilKtw that increases as w decreases, and receives the output from the water temperature sensor 23 and sets a water temperature correction coefficient KtW in accordance with the engine coolant temperature Tw. ing. 30 is the first above
Receive each output of map MA+ and second map M82,
The target air amount Qa+ obtained from the first map MAI is
The water temperature correction coefficient 1 (tW) obtained by map MA2 is used to correct the target air Q!Qa+'. Also, M ]Maximum air ffiQ determined by Tw
A third map in which Max is set, and water temperature sensor 2
3, the maximum air f? according to the engine cooling water mff1TW. ) QMax is set. 31 receives each output of the multiplier 30 and the third map MA3, and outputs the target air 1ttQa obtained by the multiplier 3o.
+' and the maximum air fft determined by the third map MA3
This is a minimum 1itj selection circuit that selects the minimum value Qa2 of QMax, and the target air mQa+'
When the maximum air ffiQMax exceeds the maximum air ffiQMax, the maximum air ffiQMax
fiQMax is selected to limit engine output to a set value when the engine is cold to ensure engine reliability. In addition, MA4 is the maximum air amount QaM determined by the engine rotation speed No with respect to the engine rotation speed Nc.
is set, and receives the output from the igniter 27 and sets T:Fk large air ff1Qa M according to the engine rotation @Ne. 32 is
The minimum air f calculated by the minimum value selection circuit 31 receives the outputs of the minimum value selection circuit 31 and the fourth map MΔ4.
The maximum air m obtained from f1Qa2 and the fourth map MAJ
A minimum value selection circuit that selects the minimum value Qa3 from QaM, and when the target air amount Qa+ exceeds the maximum air MiQaM determined by the engine speed Nc, the air amount is equal to or greater than that which can be taken in when the throttle valve 6 is fully open. Since it is meaningless to set the number of members as a target value, the maximum air f
By selecting the f1Qa gate and limiting the maximum to 1m,
A fully open signal corresponding to the full opening of the throttle valve 6 is output to the subsequent stage. As a result of the above, the target air amount Q is calculated based on the accelerator operation 1' maximum α, taking into account the correction for the engine coolant temperature Tw and the correction for the maximum air amount at all throttle valves 6 determined by the engine speed Ne.
Find a3.

Furthermore, 33 is an eliminator that receives the output from the minimum 11t['r'B selection circuit 32 and divides the target air EaQa3 by 1 shift (Nex2>) which is twice the engine speed NO. Intake injection per cylinder in a 4-cylinder engine △c1
I'm looking for. MAS and MAS are the fifth and sixth maps in which the throttle valve opening θ1 or θIE to be based on the target intake air ff1Ac+ is set for the engine rotational speed Ne when exhaust gas recirculation is stopped and when exhaust gas recirculation is stopped, respectively, and both maps MA5. MA6 is the above-mentioned reflux sensor 25
(by the fi number, the luck is switched between lJr air 3! flow stop and lJF air recirculation; η is selected by the switch 34, and receives the output of the above-mentioned delimiter 331) + I, and the target intake air is set. The throttle valve 1tilaθ1 or θ1ε is set to be mAc+. Reference numeral 35 denotes an intake air amount feedback correction module which receives a signal of the target intake chamber Ac+ from the demulsifier 33 and also receives the actual air amount QaRJ actually measured by the air flow meter 20.
After receiving the signals of j and engine speed Ne, the actual air ff1
Feedback correction coefficient for comparing the actual intake lift per cylinder ΔCR derived from Qar< and engine speed No. with the target intake ff1Ac+ and feedback-correcting the throttle valve opening according to the deviation. This is to calculate CaFB. Furthermore, 36 is the fifth or sixth map MA5. fVLs and each output from the intake air amount feedback correction module 35, the map MA
A multiplier that corrects the target throttle valve opening θ1 or θIE obtained by 51MA6 using the feedback correction coefficient CaFB obtained by the intake air amount feedback correction module 35, the target throttle valve corrected by the multiplier 36. Opening degree 0. ! The signal is output to the throttle actuator, and the opening degree of the throttle valve 6 is controlled to the target throttle valve opening degree θ2. As described above, the throttle valve opening controller 8137 receives the output of the accelerator pedal position sensor 19 and controls the opening of the throttle valve 6 according to the accelerator operation amount α to set the target opening θ2. In addition, the second map MA2 and the boarding device 30
Correction means 3 receives the output of the water temperature sensor 23 and corrects the opening degree θ2 of the throttle valve 6 by increasing the target air ff1Q81' as the engine temperature decreases by multiplying the target intake air ff1Qa+ by the water temperature correction coefficient KtW.
8.

Next, to describe the fuel supply amount control system in FIG. 3, MB7 is the target value of the fuel to be supplied to the engine 1 so that the air-fuel ratio is set in advance for the accelerator operation amount α.
This is the seventh map in which ll'IQf+ is set, which receives the output from the accelerator pedal position sensor 19 and sets the target fuel IQf+ to be supplied to the engine 1 according to the accelerator operation amount α. Mo2 is an eighth pin in which the minimum fuel rl amount Qfm is set for the engine cooling water temperature Tw so that the air-fuel ratio is necessary for idling up, and after receiving the output of the water temperature sensor 23,
The minimum fuel consumption Qfm for water temperature correction is set according to the engine cooling water shortage Tv. Three are the seventh map Moy, the eighth map M [1] which receives each output of the seventh map M, and the seventh map M
Target fuel fEtQf+ obtained in 87 and the 8th map M
This is a maximum value selection circuit that selects the maximum 11αQfz of the minimum fuel amount for water temperature correction Qfm determined by Bs, and the target fuel ff1Qf+ is the minimum fuel amount for water temperature correction ff.
When the engine temperature is lower than lQrm, the minimum fuel amount Qfm for water temperature correction is selected to increase the idle, thereby ensuring good engine operability. Also, M[30 is the fourth
This is the 97th step in which the maximum fuel ffiQfM is set for the engine speed Ne so that the maximum air ff1QaM set in the map MAL becomes the preset target air-fuel ratio, and the maximum fuel ffiQfM is set according to the engine speed Ne. to set the maximum fuel amount QfM. 40 receives each output of the maximum t (+select concave path 39 and the ninth map MO,), and the maximum fuel ff1Qf2 and the ninth map MB! 40 are determined by the maximum value selection circuit 3. ] Selects the minimum fuel amount Qf3 from the maximum fuel amount QfM found in (direct selection circuit), and when the target fuel amount Qf+ exceeds the maximum fuel amount FI?flQfM determined by the engine speed Ne, In other words, as shown above, when the target air VI Qal exceeds the maximum air ff1Qa M determined by the engine speed Ne,
In 2008, the target value is the amount of air that can be taken in when the throttle valve 6 is fully open.
The target value Q1'+ of the seventh map M137 is corrected so that it becomes a preset target air-fuel ratio for the amount of intake air supplied to the engine. From the above, as in the case of the air amount, the engine cooling water temperature r! for the accelerator operating device α! Correction for X T w and engine speed N・
) The target fuel II fiffi Q takes into account the correction for the maximum fuel consumption t'l when the throttle valve 6 is opened, which is determined by
Find f3.

Then, the number from the maximum value selection circuit 40 is +7 fuel hanger Q f , + (No. 8 is the remover 41, the first to third multipliers 3/12 to 44, the unit cut switch 45, and the fuel It is output to the fuel injection valve 12 via the injection tr correction circuit 46.The divider 41 receives the output from the minimum value selection circuit 40, and sets the target fuel amount Qfa to the engine based on the assumption that fuel is injected into two cylinders at the same time. Squeeze with NC rotation speed,
The fuel supply %Qfi per cylinder is calculated.

Further, the first power σ generator 42 converts the target fuel supply ff1Qfi obtained by the division i'a41 into the tenth map Malo
The target fuel supply amount QfiI is extracted by multiplying and correcting the engine cooling water temperature Tw obtained by the engine cooling water temperature Tw by the water temperature correction coefficient CTW and the enrichment correction coefficient CER obtained by the enrichment correction module 47. This enrichment correction module 47 calculates the engine speed Ne based on the zone profit from the zone determination module 51, which will be described later.
When the intake air amount ΔCl is in the enrich line region, the enrichment correction coefficient CER (for example, 1.08) is output in order to increase the fuel supply amount by, for example, 8% (5).

Further, the second multiplier 43 converts the target fuel supply ffi Q f + + obtained by the third multiplier 44 into a learning correction coefficient C3T obtained by the fuel learning correction module 48.
The target fuel supply amount Q fi2 is calculated by performing multiplication correction in D. This fuel learning correction module 48 is based on the zone signal from the zone determination module 51 and the fuel feedback correction coefficient 0fFB signal from the fuel feedback correction module 49, which will be described later, after the fuel feedback correction condition is satisfied in the fuel feedback correction module 49. For example, after 2 seconds or more have elapsed, if the fuel learning correction coefficient C9TD is divided by its initial value 1iTJ = 1.0, then the following formula % C [peak value of FB + bottom value of Cf FB of the past 8 times) / 16 −1.0] and output the updated data sequentially.

Further, the third multiplier 44 converts the target fuel supply ffi Q f i 2 obtained by the second multiplier 43 into the fuel 11 f i Q f i 2 obtained by the fuel feedback correction module 49.
-Multiply correct by the dopak correction coefficient CfFa (7 fuel 2
1 supply ff1Qfi3 is squeezed out. This fuel feedback correction module 49 operates based on the zone signal from the zone determination module 51 and the air-fuel ratio λ signal from the sensor 24, for example, under the following conditions (℃ engine coolant temperature Tw>60℃■ intake ff1
Ac+≧10%fφ of cylinder stroke volume Engine speed I
When the intake air amount Δc1 corresponding to the p7A number Ne is outside the engine line J5 and the fuel cut zone and the C in02 sensor 24 is active, the fuel is Feedback correction coefficient Cfr:B (for example, 0.8≦CrF
a≦1.25, proportional constant P=0.06, integral constant I=
0.05/sec>.

Furthermore, the opening and closing of the twin cut switch 45 is controlled by an output signal from the twin cut control module 50. The twin air cut control module 50 operates based on the zone signal 8 from the zone determination module 51 and the signal of the target air volume Act, for example, under the following conditions: ■ Engine cooling water temperature Tw>60'C■ Intake air ff1Ac+<10 of the cylinder stroke volume % ■ When the engine rotation speed Ne > 1000 rpm is satisfied, control is performed to open the twin unit cut switch 45 to cut fuel injection. Here, the zone determination module 51 determines that the engine rotation speed N01 target intake air amount Δc
l, engine cooling water temperature l, Tw, and air-fuel ratio A (,
There is a way to create condition judgment information 8 (zone signal @) for each of the control modules 47 to 5o by exposing No. H.

In addition, the fuel injection valve correction circuit 46 receives the target fuel f31 supply ff1Qfi3 signal from the third double stop device 44 and the battery voltage VG1Qfi3 from the two batteries, and adjusts the fuel according to the battery voltage Ve. The pulse signal as the target fuel supply amount No. 13 to the injection valve 12 is corrected and output to the fuel injection valve 12. As a result, the fuel injection valve 12 is driven for a predetermined period of time in synchronization with the ignition, and the fuel injection valve 12 is
The supply □□□ is controlled directly for each item and one vote.

Therefore, in the above embodiment, the accelerator operation amount α
The target air @Oat is determined according to the target air fnQa+, and the target throttle opening θ
2 is obtained, and the throttle valve 6 is controlled by the control means 37 so that the throttle valve 6 is controlled by the control means 37 so that the target throttle valve gap θ2 is obtained, and the target air ff1Q is
n+ intake air is supplied to the engine 1. In that case, when the engine is cold and the engine salt a T w is less than the predetermined 1 shift T·, VD, the correcting means 38
f1Qa+ is increased according to the water temperature correction coefficient K(W) of the second map MA2, and the target throttle valve is 17iI degrees θ2.
As shown in FIG. 4, since the amount of intake air is greatly corrected with respect to when the engine is warmed up, the amount of intake air increases accordingly, and the amount of fuel Qri3 injected from the fuel injection valve 12 is vaporized and atomized well.

This improves combustion efficiency and reduces accelerator operation amount α.
The required output of the engine 1 is increased by 19 in accordance with the engine speed, and the engine performance is effectively exhibited. Furthermore, engine FQ
When the engine is warmed up when the degree T v is above a predetermined lit (two), the vaporization and atomization characteristics of the fuel r1 are good, so the combustion efficiency is high, and the required output of the engine 1 according to the accelerator operation amount α can be reliably obtained. Therefore, it is difficult to always effectively exhibit engine performance regardless of the engine temperature.

Further, a target air amount and a target fuel amount are respectively determined for the accelerator operation amount α, and based on the determined target values, the C intake air amount and the fuel supply amount are set to the target values at the same time and in parallel. By being controlled to jt, the intake air amount and fuel supply amount change to the target value at the same time in response to a change in the accelerator operation amount α without any deviation between Bi, even during transient operation of the engine. The air-fuel ratio of the engine can be accurately controlled to the target air-fuel ratio without causing a delay in fuel response, and thus the acceleration performance J3 and driving performance of the engine can be improved. Moreover, for the accelerator operation amount α, intake air (1) and fuel 1
1 supply amount and air-fuel ratio are simultaneously controlled to a preset air-fuel ratio, so there is no need for feedback III.
The air-fuel ratio can be precisely controlled to 7, thereby simplifying the control.

In the above embodiment, the correction means 38 is adjusted to the target air amount Qa.
For the increase correction by the water temperature correction coefficient KtW of l (14
However, the pond, such as the mouthprint
It goes without saying that it would be useful to configure 2 to be more sensitive as the engine temperature is lower.

(Effects of the invention!$1) As explained above, according to the present invention, the engine cooling
In this case, the throttle valve opening is greatly corrected according to the amount of accelerator operation, and the fuel vaporization ratio characteristics and combustion efficiency are improved. Therefore, regardless of the engine 1ffiU, the required output according to the accelerator operation amount can be always produced, and the engine performance can be improved.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of the present invention. Figures 2 to 4 show embodiments of the present invention, with Figure 2 being a general schematic diagram, Figure 3 being a block diagram showing the operation flow of the control unit, and Figure 4 depicting engine cooling water versus accelerator operation amount. ) of quality? :5 It is a figure which shows the throttle valve opening characteristic at a temperature and a low temperature. 1...Engine, 5...Accelerator pedal, 6...
Throttle valve, 7... Throttle actuator, 1
One...accelerator pedal position sensor, 23...
Water 2? A Senry-126...control unit,
37... Throttle valve opening adjustment means, 38... Correction means.

Claims (1)

[Claims] (1) Accelerator detection means for detecting the amount of accelerator operation;
An engine throttle valve control device for detecting engine temperature, comprising a throttle valve opening degree control means for receiving the output of the accelerator detection means and controlling the opening degree of the throttle valve according to an accelerator operation amount. 1. A throttle valve control device for an engine, comprising: a temperature detecting means; and a correcting means that receives the output of the engine temperature detecting means and corrects the throttle valve opening degree relative to the accelerator operation amount to a greater extent as the engine temperature is lower.