JPS6196147A - Throttle valve controller for engine - Google Patents

Abstract

PURPOSE:To prevent a warm lock from occurring, by making a throttle valve into full close at the outset in time of engine starting, while letting the throttle valve open at a time when an engine speed becomes more than the specified value, in case of a device which electrically drives the throttle valve according to an accelerator operated variable. CONSTITUTION:Provided with an accelerator detecting device 60 detecting an accelerator operated variable, according to the detection output, opening of a throttle valve 63 is calculated by an operational device 61, while with this operation result, the opening of the throttle valve 63 is controlled via a driving device 62. In addition, there are provided with an engine speed detecting device 667 detecting an engine speed and a start detecting device 64 detecting an engine start, and each output out of these devies is inputted into a starting compensation device 65. And, with this starting compensation device 65, when the engine speed is less than the setting value in time of engine starting, the throttle valve 63 is fully closed, while when the engine speed is more than the setting value, the throttle valve 63 is controlled so as to output a signal to drive it to the specified opening to the said driving device 62 in place of output of the operational device 61.

Description

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

[Prior art]

Recently, with the remarkable development of electronics in vehicle engines, various proposals have been made to electrically control various types of engines. There is an engine throttle valve control device.

That is, this system extracts the movement of the accelerator pedal as an electrical signal, and uses this electrical signal to drive the throttle valve driving means and the like to electrically open and close the throttle valve. This type of throttle valve control device is able to control the desired engine output, compared to a typical throttle valve control device that connects the accelerator pedal and the throttle valve using a link mechanism or wire mechanism to mechanically open and close the throttle valve. This has the advantage that the throttle valve can be freely controlled to obtain the following conditions, and the pressing force of the accelerator pedal can be reduced.

In addition, in vehicle engines, the temperature of the engine's cooling water reaches approximately 80°C or higher during driving in the summer, and when the engine is stopped, the water pump also stops and cooling of the engine cooling water is also stopped. The temperature reaches a high temperature of 100 to 120 degrees Celsius due to the heat of the engine, but if you try to restart the engine under such conditions, the supplied fuel will self-ignite due to the high temperature atmosphere, causing reverse torque to the starter motor. As a result, a so-called warm lock occurs and the engine cannot be started.

[Purpose of the invention]

The present invention focuses on the point that the throttle valve can be arbitrarily controlled in the above-mentioned electrically controlled device, and aims to provide an engine throttle valve control device that can prevent warm lock during warm starting. It is something.

[Structure of the invention]

Therefore, the present invention provides an engine throttle valve control device that electrically drives the throttle valve in accordance with the amount of accelerator operation. The throttle valve is opened when the value exceeds a set value.

That is, in the present invention, as shown in the functional block diagram of FIG. The throttle valve drive means 62 receives the output of the calculation means 61 and drives the throttle valve 63, while the rotation speed detection means 66 detects the engine rotation speed, and the start detection means 64 starts the engine. is detected, and in response to the outputs of the rotation speed detection means 66 and the start detection means 64, the start correction means 65 fully closes the throttle valve 63 when the engine rotation speed is below the set value at the time of starting the engine. When the opening is greater than or equal to a set value, a signal for driving the throttle valve 63 to a predetermined opening degree is output to the throttle valve driving means 62 instead of the output of the calculating means 61.

〔Example〕

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

2 to 5 show an engine throttle valve control device according to an embodiment of the present invention. In FIG. 2, 1 is an engine, and a throttle valve 3 is disposed in the middle of an intake passage 2 of the engine 1. A throttle actuator 4 such as a step motor or a DC motor is installed to open and close the throttle valve. A vane type air flow meter 5 is provided on the upstream side of the throttle of this intake passage 2, and the upstream end of the intake passage 2 reaches an air cleaner 6.

Further, a fuel injection valve 7 is provided on the downstream end side of the intake passage 2, and the fuel injection valve 7 is connected to a fuel tank 9 via a fuel supply passage 8. A fuel return passage 12 is connected between the downstream side of the fuel filter 11 and the fuel tank 9, and a fuel pressure regulator 13 is provided in the middle of the passage 12. A constant fuel pressure is supplied to the fuel injection valve 7.

On the other hand, a catalyst 15 for purifying exhaust gas is disposed in the exhaust passage 14 of the engine 1, and an EGR device 16 is disposed between the exhaust passage 14 and the intake passage 2. In this EGR device 16, one end of an EGR passage 17 is connected to the exhaust passage 14, the other end of the EGR passage 17 is connected to the intake passage 2, and an EGR valve 18 is interposed in the middle of the EGR passage 17. The EGR valve 18 is provided with a solenoid 19 that drives it.

In FIG. 2, 20 is an accelerator pedal, 21 is a pantry, 22 is an igniter, 23 is a rotational speed sensor that detects the accelerator rotational speed from the rotation angle of the distributor, and 24 is an accelerator position sensor that detects the operating amount of the accelerator pedal 20. , 25 is a water temperature sensor that detects the engine cooling water temperature, 26 is an intake air temperature sensor that detects the temperature of intake air, 27 is a throttle position sensor that detects the opening degree of the throttle valve 3, and 2 is an oxygen in exhaust gas. 02 sensor detects concentration, 29 is throttle opening.

It is a computer unit that controls fuel injection (i), EGR amount, and ignition timing.

FIG. 3 is a diagram for explaining the arithmetic processing of the computer unit 29, and for convenience of explanation, the arithmetic processing of the computer unit 29 is shown using a hardware circuit. In the figure, the same symbols as in FIG. 2 indicate the same things as in the figure, QaR is the output of the air flow meter 5, Ne
is the output of the rotation speed sensor 23, α is the output of the accelerator position sensor 24, Tw is the output of the water temperature sensor 25, and λ is 0
2 output of sensor 28, ST is engine starter signal,
53 is a cell morph of the engine.

Reference numerals 30 to 33 denote function generating means that outputs the y value on the characteristic curve when the input is the X value.Actually, this function inputs the X value into a predetermined memory map as an address and reads the stored value from the map. The y value is obtained by reading. Specifically, 30 is a basic target intake air amount generation means that outputs a basic target intake air amount Qal according to the accelerator operation amount α, and 31 is an intake air amount that outputs a basic target intake air amount Qal according to the water temperature Tw to guarantee the idle rotation speed. Lower limit intake air amount generating means 32 outputs the lower limit value Qam of the engine, and 32 is the maximum value of the intake air amount due to viscous resistance etc. at the engine speed Ne, that is, the upper limit value Q of the intake air amount.
33 is a water temperature correction coefficient generation means that outputs a fuel injection amount correction coefficient CTw in accordance with the water temperature Tw.

34.35 is a function generating means that generates an output value determined by the input values X and Y, which actually stores the X value in a predetermined memory map.

The output value is obtained by inputting the y value as an address and reading out the stored value of the map.

Specifically, 34.35 is the basic target throttle opening θ determined by the target intake air amount AC per cylinder and engine speed No. when EGR is not recirculating and when ECR is recirculating.
, (θ1 or θIE).

Further, 36 to 41.54 are calculation means that perform predetermined calculations on various inputs. Specifically, 36 is the target intake air 1iAc per 11 cylinders, and the output QaR of the air flow meter 5.
and the output Ne of the rotation speed sensor 23 as input, and an intake air amount feedback correction module that calculates and outputs the target throttle opening correction coefficients CaF and B from these inputs, 37 is the basic target intake air amount Qal, and the cylinder-like intake air per 1 cylinder fiA.
c, engine speed Ne, water temperature Tw and 02 sensor 28
38 is a zone determination module that receives the output λ of the engine, determines whether the engine operating region is a fuel feedback region, a fuel cut region, or a mixture enrichment region, and outputs a zone determination signal Zone; A fuel feedback correction module which receives the output λ of the 02 sensor 28 as an input and outputs a feedback correction coefficient CfFB for the fuel injection amount according to the output λ of the 02 sensor 28 in the fuel feedback region; 39 is a zone determination signal Zone; a feedback correction coefficient CfF;
A fuel learning correction module receives B as an input and learns and outputs a correction coefficient C3TD for correcting the fuel injection amount to the maximum amount in the fuel feedback region; 40 receives the zone determination signal Zone and performs fuel cut in the fuel cut region; 41 is a fuel cut control module that outputs a signal 5WFC; 41 is an enrich correction module that receives a zone determination signal Zone and outputs an enrich correction coefficient CER in the mixture enrichment region; 54 is a water temperature sensor output TW
, accelerator operation M-, starter signal ST, and engine speed Ne are input, and a target throttle opening θS2. This is a startup module that outputs a target fuel injection amount QfiS and a starter motor drive signal STA.

Furthermore, 42 compares and selects the basic target intake air amount Qal and the lower limit intake air amount Qam and outputs the larger one as the target intake air amount Qa2, and 43 compares the target intake air amount 11Qa2 and the upper limit intake air amount i1QaM. Comparison and selection means compares and outputs the smaller one as the actual target intake air amount Qa3, and 44 is a correction means that corrects the pulse width of the fuel injection pulse Tau in accordance with the battery voltage. Also, 45.46 is a division means, 47 to 50 is a multiplication means, and 5
1.52.55.56 is a switch means.

・Furthermore, FIG. 4 shows a more detailed configuration of the starting module 54, where 57 and 58 are function generating means that input the X value and y value, and 57 is a starting function determined by the accelerator operation amount α and the water temperature Tw. 58 is a starting target fuel injection amount generating means that outputs a starting target fuel injection amount QfiS determined by the accelerator operation amount α and water temperature Tw. Means 59 is a basic target throttle opening degree θSl at the time of starting.

Inputs the starter signal ST and engine speed Ne,
This is a motor control module that outputs the actual target throttle opening θS2 at the time of starting and the drive signal STA for the starter motor 53.

Further, FIG. 5 shows a flowchart of arithmetic processing in the motor control module 59.

Note that in the above configuration, the starter signal ST
is the output of the start detection means 64 shown in FIG.
The computer unit 29 is the calculating means 61 shown in FIG. Throttle valve drive means 62 and start correction means 6
It is designed to realize each of the 5 functions.

Next, the operation will be explained using FIGS. 3 to 5.

First, the throttle opening control operation will be explained. When the accelerator pedal 20 is depressed, the accelerator operation amount α is detected by the accelerator position sensor 24, and the basic target intake air amount Qal is calculated in accordance with this accelerator operation amount α by the basic target intake air amount generating means 30. On the other hand, the lower limit intake air amount generation means 31 calculates the lower limit value Qam of the intake air amount according to the output Tw of the water temperature sensor 25, and the basic target intake air amount Qal and the lower limit intake air amount Qam are compared and selected by the comparison selection means 42. After comparison, the larger one of the two is output as the target intake air 11Qa2.

In addition, the upper limit intake air amount generating means 32
An upper limit value QaM of the intake air amount according to e is calculated, and this intake air amount upper limit value QaM is compared with the target intake air amount Qa2 by the comparison and selection means 43, and the smaller of the two is determined as the actual target intake amount. It is output as the air amount Qa3.

The dividing means 45 divides this actual target intake air Qa3 by the engine speed (NeX2) to calculate the target intake air iAc per cylinder, and calculates the target intake air amount Ac per cylinder and the engine speed. Ne and EG at that time
Basic target throttle opening generating means 34 depending on the presence or absence of R.
or 35, the basic target throttle opening θ (θ1 or θIE
) is calculated. In addition, the intake air amount feedback correction module 36 uses a correction coefficient C for feedback controlling the intake air amount based on the target intake air iAc per cylinder, the output QaR of the air flow meter 5, and the engine rotation speed Ne.
a FB is calculated, and the basic target throttle opening θ is multiplied and corrected by the correction coefficient CaFB from the intake air amount feedback correction module 36 in the multiplication means 50, and this is output to the throttle actuator 4 as the actual target throttle opening θ2, and this As a result, the throttle valve 3 is feedback-controlled to an opening degree that provides an intake air amount corresponding to the accelerator operation amount. The basic target throttle opening θ is changed depending on the presence or absence of EGH.
This is because the actual intake air amount differs depending on the presence or absence of EGR recirculation, and therefore, the basic target throttle opening degree is set larger during EGR recirculation than when EGR is not recirculated.

Next, the control operation for the fuel injection amount will be explained.

When the actual target intake air [Qa3 is calculated as described above, the dividing means 46 divides the actual target intake air amount Qa3 by the engine speed Ne to obtain the basic target fuel injection amount Qfi.
is calculated, and the water temperature correction coefficient generating means 33 calculates the water temperature TW.
A water temperature correction coefficient CTw is calculated according to the above basic target fuel injection 1Qfi by the multiplication means 47
Multiplication correction is performed using TW. Also, the zone determination means 37
Then, based on the basic target intake air amount Qal, the cylinder source intake air amount Ac per cylinder, the engine speed Ne, the water temperature Tw, and the 02 sensor output λ, it is determined that the current engine operating region is the fuel feedback region, fuel cut region, or mixture enrichment region. If the engine is in the air-fuel mixture enriched region, the basic target fuel injection amount Qfi is determined by the multiplier 47 based on the correction from the engine rich correction module 41 in addition to the water temperature correction. Coefficient CER
The target fuel injection amount Qf i 1 (=Qf i 3) after this correction is enriched by the correction means 4.
After being corrected according to the battery voltage in step 4, it is given to the fuel injection valve 7 as a fuel injection pulse Tau. As a result, the fuel injection valve 7 opens for a time corresponding to the pulse width of the fuel injection pulse in synchronization with the ignition timing, and the engine receives the actual target amount Qfil that has been corrected for the water temperature and enrichment.
of fuel will be injected and supplied.

On the other hand, when the engine is in the fuel feedback region, the multiplier 48 calculates the target fuel injection value 11 after the water temperature correction.
Qfil is multiplied by the correction coefficient C3TD from the fuel learning correction module 39, and this target fuel injection amount Qfi
2 is multiplied by the correction coefficient CfFB from the fuel feedback correction module 38 by the multiplication means 49 to determine the actual target fuel injection amount Qfi3, and thus the fuel injection amount is feedback-controlled. The learning correction module 39 is provided in addition to the feedback correction module 38 in order to reduce feedback control as much as possible.

Further, when the engine is in the fuel cut region, the fuel cut signal 5WFC is output from the fuel cut control module 40, the switch means 52 is opened, and the fuel injection pulse is not applied to the fuel injection valve 7. , fuel supply will be stopped.

While the engine is running, the throttle opening degree and fuel injection amount are controlled as described above, but when the engine is started, a different control is performed. That is, when starting the engine, in the starting module 54,
First, the function generating means 57 and 58 calculate the starting basic target throttle opening θS1 and the starting target fuel injection amount QfiS according to the accelerator operation amount α and the water temperature TV, and this starting target fuel injection 11Qfis is calculated from the above-mentioned actual target. is input to the correction means 44 instead of the fuel injection 11Qfi3,
Then, after being corrected according to the buff battery voltage, it is given to the fuel injection valve 7 as a starting fuel injection pulse 'l' a ul, whereby starting fuel is injected and supplied to the engine.

When the starter signal ST turns ON, the motor control module 59 reads the rotational speed sensor output Ne and determines whether or not the engine rotational speed Ne is 5Orpm or less (step 70). In this case, the target throttle opening is set to fully closed, and this is output to the throttle actuator 4 as the actual starting target throttle opening θS2 instead of the actual target throttle opening θ2, and at the same time, the drive signal STA is sent to the starter motor 53. The signal is output (step 71), and as a result, the starter motor 53 rotates while the throttle valve 3 is kept fully closed. When the starter motor 53 rotates in this way and the engine speed Ne reaches 5 Orpm or higher and the inertia of the starter motor 53 increases sufficiently, the above-mentioned basic target throttle opening θS1 at startup is directly transferred to the throttle actuator 4 as the actual target throttle opening θs2. As a result, fuel is supplied to the engine and the engine is started (step 72).

The computer unit 29 also controls the igniter 22 according to the engine speed and the solenoid 1 of the EGR valve 18.
Ignition timing control and EGR amount control are performed by applying control signals to 9 according to the operating state of the engine, but since the operations are the same as those conventionally known, detailed explanation will be omitted.

In the device of this embodiment as described above, when the engine is started, the fuel supply is started after the inertia of the starter motor has sufficiently increased. This can be prevented in advance, and the warm startability of the engine can thereby be guaranteed.

Note that the present invention is not limited to the above-mentioned embodiments, and various modifications and changes are possible. For example, the arithmetic processing of the computer unit may be similar to that shown in FIGS. 3 to 5 as long as it achieves the same function. They may be different. Further, the control of the throttle valve may be open loop control instead of feedback control.

〔Effect of the invention〕

As described above, according to the present invention, in the engine throttle valve control device that electrically drives the throttle valve according to the amount of accelerator operation, when the engine is started, the throttle valve is fully closed at the beginning of the engine. Since the throttle valve is opened when the rotational speed exceeds a set value, it is possible to prevent a warm lock during a warm start.

[Brief explanation of drawings]

FIG. 1 is a functional block diagram showing the configuration of the present invention, FIG. 2 is a schematic configuration diagram of an engine throttle valve control device according to an embodiment of the present invention, and FIGS. 3 and 4 both show a computer unit in the above device. A diagram for explaining arithmetic processing, FIG. 5 is the motor control module 59 in FIG.
FIG. 3 is a diagram showing a flowchart of specific calculation processing. 60...Accelerator detection means, 61...Calculation means, 6
2... Throttle valve drive means, 63... Throttle valve, 64... Start detection means, 65... Start correction means, 66... Rotation speed detection means, 3... Throttle valve,
ST... Starter signal, 23... Rotation speed sensor, 2
4...Accelerator position sensor, 29...Computer unit. Patent applicant: Mazda Motor Corporation agent, patent attorney Ken Hayase - Figure 4 5A Figure 5

Claims (1)

[Claims] (1) Accelerator detection means for detecting the amount of accelerator operation; calculation means for receiving the output of the accelerator detection means and calculating the opening degree of the throttle valve; and throttle valve driving means for receiving the output of the calculation means and driving the throttle valve. and a rotation speed detection means for detecting the engine rotation speed, a start detection means for detecting the start of the engine, and a detection means that receives the outputs of the rotation speed detection means and the start detection means and detects that the engine rotation speed is below a set value when starting the engine. start correction means for outputting a signal for driving the throttle valve to a predetermined opening degree to the throttle valve driving means instead of the output of the calculation means when the throttle valve is fully closed when the engine speed is equal to or higher than a set value; A throttle valve control device for an engine, characterized in that it is provided with.