JPS62223428A - Throttle controller - Google Patents

Abstract

PURPOSE:To perform sufficient torque control as well as to simplify a controller in structure, by installing a throttle opening controlling device which controls throttle opening on the basis of a controlled state as to output of an internal combustion engine. CONSTITUTION:An operated variable of an accelerator pedal M1 is detected by a detector M2. A control state as to output of an internal combustion engine is discriminated by a control state discriminating device M4 of the basis of each control signal out of plural controllers M3 controlling and maintaing this operated variable and a driving state in a vehicle. A throttle opening controlling device M5 controls throttle opening on the basis of the control state as to the internal combustion engine output. Thus, sufficient torque control is perform able. And, since it is unnecessary to use an auxiliary passage bypassing suction air, a mechanism is simplifiable.

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention [Industry - Field of Application] The present invention relates to a throttle control device that controls the opening degree of a throttle valve that adjusts the output of an internal combustion engine.

[Prior Art] Conventional J: The opening degree of a throttle that adjusts the output of an internal combustion engine is controlled according to the depression of an accelerator pedal that is mechanically directly connected to the throttle valve. This allows the driver to adjust the output of the internal combustion engine by increasing the depth of the accelerator pedal when accelerating and by decreasing the depth of the accelerator pedal when decelerating. On the other hand, when the air conditioner is activated, the intake air ul
Control, or intake air amount control during idle speed control as a countermeasure against aging of intake system parts and air dilution at high altitudes, requires an auxiliary passage that bypasses the intake air to the throttle valve, and the opening of that auxiliary passage. It is carried out by controlling the degree.

[Problems to be Solved by the Invention] However, the following problems have been considered in the conventionally used throttle control devices.

(a) In order to deal with problems such as the occurrence of shocks caused by switching the vehicle's first transmission, or the occurrence of slips on slippery roads, it is necessary to immediately control the amount of intake air. However, since the throttle is mechanically connected to the accelerator pedal, it can only control the amount of intake air in the auxiliary passage.The amount of intake air in the auxiliary passage cannot be precisely controlled. There is no sufficient torque control of 1q.

(b) On the other hand, requests 1 to
Conventional throttle control devices that individually respond to λ11 and λτ1 to the torque tend to have complicated control.

(C) In addition, providing an auxiliary passage for bypassing intake air to the throat valves 1 to 1 will complicate the machine groove, and will also cause confusion and complexity due to the control of two systems, the throat 1 to 1 valves and the auxiliary passage. It was also causing problems.

Structure of the Invention [Means for Solving the Problems] The structure of the present invention in order to solve the above problems is as follows. That is, the throttle control) device (J
, as illustrated in FIG. 1, depression of the accelerator pedal (Ml) operated by the driver 71. accelerator pedal depression amount detection means (M2) for detecting accelerator pedal depression amount detection means (M2);
control state determining means (M4) for determining the control state regarding the internal combustion (actual open output) based on the control signal from 3); and a control state regarding the internal combustion engine output determined by the control state determining means (M4) Throttle opening degree control means (M5) for controlling the opening degrees of throttles 1 to 1 based on the following.

Here, the accelerator pedal depression detection means (M2) detects the depression ω of the accelerator pedal (Ml) operated by the driver, and detects the force with which the driver depresses the accelerator pedal (Ml). may be used as the amount of depression, or the position where the accelerator pedal (Ml) is depressed may be detected and determined as the depression amount. This amount of depression may be electrically detected using a potentiometer or the like.

The on-vehicle control device (M3) refers to various control devices that are installed in a vehicle and control and maintain the operating state of the vehicle, such as combustion 1 injection regulation control 2 ignition 114 period control and intake control valve. An automatic transmission control device that automatically switches between transmissions, automatically adjusts the throttle opening and maintains a constant vehicle speed without pressing the accelerator pedal (Ml). Examples include a constant-speed running control device that maintains a constant speed, a traction control device that prevents the wheels from slipping and the vehicle being swayed laterally, and an anti-skid control device that prevents the vehicle from being swayed laterally.

The control state of the internal combustion engine output of the on-vehicle control device refers to the state of control that is directly or indirectly related to the output of the internal combustion engine.
The control state includes at least the control state of accelerator pedal depression, and the control state of the vehicle-mounted control device (M3), such as the air-fuel ratio of the internal combustion engine, changes in vehicle speed, gear shift state, etc. may be included in any form.

ii) The control state determining means (M4) determines which control state among the control states related to the output of the internal combustion engine is prioritized, or which control state and which control state are included, or comprehensively. A means for determining whether to perform the slot opening degree control, and may be implemented as a logical operation circuit or a discrete circuit, or may be implemented as one of the above-mentioned in-vehicle control devices. It may be configured in one piece.

The throttle opening control means (M5) controls the opening of the throttle to adjust the output of the internal combustion engine based on the control state regarding the output of the internal combustion engine determined by the control state determining means (M4). It is conceivable that the control state determination means (M4) be integrated with the control state determination means (M4). In addition, the slolamir intensity can be controlled by driving actuators such as shields and solenoids. It is also possible to increase the response speed by applying forward control or the like.

1 Effect 1 The thrower 1 health control device of the present invention having the above configuration *i is as follows:
The control state regarding the internal combustion engine output of the in-vehicle control device (M3), including the control state of the accelerator pedal depression, is determined by the control state determining means (M4), and the control state is determined by the control state determining means (M4). Next, the throttle opening control means (
M5).

[Example] Next, an example of the throttle control device of the present invention will be described with reference to the drawings.

FIG. 2 is a schematic configuration diagram showing a control device according to an embodiment of the present invention.

As shown in FIG. 2, the throttle control device of this embodiment includes a throttle control ECU 1 that controls throttle openings to adjust the output between internal combustion layers, Prevents the wheels from slipping and swaying the vehicle sideways based on inputs such as rotational speed 1 - Traction control ECU 2. Width] 1"=Engine control E that centralizes fuel injection control, ignition 11) rule control, and intake control valve control based on the engine rotation speed or the intake air amount to the engine, etc. CU 3, 1-Lance transmission control EC that automatically switches between 1-Lance transmission based on inputs such as vehicle speed and throttle angle.
U4. Based on the vehicle speed input, the vehicle is controlled to run at a constant speed specified by the driver without pressing the accelerator pedal υ1.
A communication network for the lotus is constructed by connecting the constant speed running control ECU 3 and the constant speed running control ECU 3 using, for example, a single wire communication line S capable of two-way communication. Each of these control ECUs is therefore data-linked so that they can exchange information with each other. For example, in this embodiment, the throttle control ECU 1 controls the depression amount AS of the accelerator pedal operated by the driver based on the accelerator pedal sensor 1.
This actuator provides the pedal depression MΔS as information to other control ECUs, and inputs a request regarding the engine output of the other control ECUs as information.

Next, the throttle control EC adjusts the output of this engine.
U'l will be explained.

The throttle control ECUI is a well-known central processing unit I.
~(CPU)10. Dedicated memory (ROM >11,
Focusing on random access memory (RAM) '12, etc.
These and other control ECUs (+- traction control ECU
2. A communication interface 13 for exchanging information with the engine control ECU 3.1 to the transmission control ECU 4, constant speed driving control ECU 3, etc.). The external input/output circuit 14 is constructed as a logic operation circuit interconnected by a bus 15.

The output side of the external input/output circuit 14 is connected to a DC controller 18 that controls the opening of the throttle 17, which adjusts the output of the internal combustion engine, through a DC motor drive circuit 16. On the input side of the external input/output circuit 14, the above-mentioned accelerator pedal sensor 5 and throttle 1 laminar sensor 19 for detecting the opening degree of the throttle 17 are connected to analog signals.
Digital converter (hereinafter simply referred to as A/D converter) 20
connected via. In addition, in this implementation row, throwers 1 to
The operation of the throttle control device of this embodiment having the above configuration, in which the intake pipe section 21 is shown as the intake pipe section 21, in which the valve 17 and the throttle lamination sensor 19 are attached, will be described with reference to the operation of the throttle opening control ECU 1. explain.

Flow s□-1-, which is not shown in FIGS. 4 to 6, represents the processing content executed by the opening degree control ECU 1.

First, the acceptance process shown in FIG. 4 represents a routine that detects the depression amount AS of the accelerator pedal operated/operated by the driver, and is executed periodically in response to a hardware interrupt, every 4rnSeC in this embodiment. It is something that will be done.

In the smartphone 100, the CPU 10 performs A/D conversion Z20.
The accelerator pedal depression ff1As is read from the accelerator pedal sensor 116 to the external input/output circuit 14 via the accelerator pedal sensor 116. In the subsequent step 110, the CPU 101J changes the accelerator pedal depression ff1As to r<AM 12, and then communicates with the other control FCUs 1 to traction control FCU 2 through the communication interface 13. Engine control ECU3. Transmission control ECU4
．． The constant speed driving control ECU 5 (hereinafter simply referred to as other control ECU) outputs the accelerator pedal depression mA3 as information to When it is determined that it is necessary to change the output of the internal combustion engine, the output value of the internal combustion engine is output to the throttle opening control E (Jll as the throttle opening target value - [°△]). Based on the speed and idle wheel speed, it was determined that the wheels were slipping and the vehicle was likely to be swayed laterally.
1, the traction control ECU 2 determines a target value T of 1 liter level based on the accelerator depression amount ΔS and the vehicle speed.
A(!The target value TA is output to the first stage setting throttle opening control FCU1.The other first control ECU determines that there is no need to change the output of the internal combustion engine.
1 has a switch for the throttle opening control ECUI.
- Do not output the target value TA for the first party.

For the throttle opening of 10!1-Haniou A output by the control ECU of -1x nF2, the throttle opening control Fcu''+ performs the slot 1 to lulami control processing shown in FIG. Incidentally, the step level control routine shown in FIG.
This is the main routine to be performed.

First, steps 120 to 150 are a series of judgment processes.
Now, let's look at Haku's control ECU, 1 to traction control ECU.
2. Engine control ECU3. Transmission control ECU4. It is determined whether there is a request from the constant speed running control ECU 3 to control the throttle opening as described above. If there is no request for throttle opening control from each of the control ECUs 2 to 5, the determination will be rNOJ and will continue at step 160.
, the accelerator pedal converts the accelerator pedal depression ΔS detected by the driver 6 into the target value T of the throttle opening.
Perform processing to make it △. This is a process performed to control the engine output according to the amount of depression of the accelerator pedal operated by the driver. On the other hand, step 120
to '150, when it is determined that there is a request for throttle opening control, the determination at the step where the request was made is rYEsJ, and the control ECU performs processing to set the requested throttle opening as the target value TA (step 170).
or 200>. The judgments and processes in steps 120 to 150 are performed in the order of priority that requires adjustment of the output of the internal combustion engine.

After the target value of Thronomile level - "A" is determined in any of steps 160 to 200, the following step 21
0, a tS process is performed to make the throttle opening VT match the target value TA (step 210). FIG. 6 shows a throttle control feedback control routine which is a process for making the throttle openings VT coincide with the target value TA.

Therefore, in step 250, the CPU 10 converts the spool opening range 19 to the spool opening range 19 via the Δ/D converter 20.
, read King S[]ttor Rami, the current head of Lislova 1 Hell. In the following step 260, this trick 1
The magnitude relationship between the opening degree v-[ and the target value TA of the opening degree is determined, and the following processing is performed.

(△) It is determined that the target value TA is greater than the throttle angle VT, +1. At this time, the throttle opening VT is increased and the target value T
Since it is necessary to match A, a signal to rotate the DC motor 18 in the forward direction is outputted via the DC motor drive circuit 16 (step 270).

(B) [l When it is determined that the target value TA=throttle opening VT, at this time, the throttle opening VT matches the target value TA, so there is no need to drive the DC motor 18, and the process is handled as rRETURNJ. 3. (C) When it is determined that the target value TA<throttle opening VT, it is necessary to reduce the throttle opening 7 to match the target value A, so set the DC A signal for rotating the motor 18 in the reverse direction is output via the DC motor drive circuit 16 (step 280).

By repeatedly executing the process (A) or (C) above, the throttle opening degree V can be made to match the target value TA.

The circuit diagram shown in FIG. 7 is a well-known DC motor drive circuit 1.
It represents 6. This DC motor drive circuit 16 includes resistors R1 to R20,l to radiators TR1 to TR.
8. Diodes D1 to D6, inverter circuit IN1
and IN2, and four 1~Run sister rR3, -rR-4, TR5, assembled in a bridge shape.
Transistors TR3 and TR5 of TR6 and transistors TR4 and TR6 are respectively turned on and off exclusively to drive the DC motor 18. In this embodiment, when the DC motor 18 is rotated forward, the DC motor 18 is connected to the input terminal ><a.
When rotating in the reverse direction, a predetermined pulse wave is applied to the pano J terminal xb to avoid rotation.

According to the throttle control device of this embodiment described in detail above, each ECU 1 to 5 that performs control regarding engine output is used by data ringing, and each control ECU 1 to 5 is used.
The fj1 degree of the thrower 1-5 is controlled in accordance with the control request regarding the engine output of the throttles 1-5. However, the requests from each of the control ECUs 2 to 5 are executed based on priority, and the opening degrees of the throttles 1 to 17 are executed according to the amount of depression of the accelerator pedal operated by the driver. It's in control. In this case, it is possible to cause the engine to produce the currently required output based on the overall operating condition of one vehicle, but,
It also has the effect of being able to respond sufficiently to control that requires a considerable amount of torque. Furthermore, there is also the effect that there is no need to use an auxiliary passage for bypassing the intake air, the mechanism becomes simpler, and the control over the amount of intake air can be unified.

Effects of the Invention When the throttle control device of the present invention is used, it is possible to cause the internal combustion engine to produce the currently required output based on the overall driving condition of the vehicle, and it also allows the internal combustion engine to produce the output that is currently required based on the overall operating condition of the vehicle, and also allows the engine to generate the output that is currently required based on the overall operating condition of the vehicle. It is possible to adequately cope with the control that occurs. Furthermore, since there is no need to use an auxiliary passage for bypassing intake air, the mechanism can be simplified, and the control over the amount of intake air can be unified.

[Brief explanation of drawings]

FIG. 1 is a block diagram illustrating the basic configuration of the throttle control device of the present invention, and FIG.
Figure 3 is a schematic configuration diagram that does not show the throttle control device.
The block diagrams (Figures 4 to 6) representing the configuration and connection relationships of the control ECU 1 are the throttle control E C
Flow [No 1] does not represent the process executed by U 1.
~, Figure 7 shows the DC used in the throttle control ECU1.
1 is a circuit diagram of the E-return drive circuit 16. 1... Thrower 1 health control ECU 2... 1 ~ Luxion control ECU 3... Engine control ECU 4... 1 ~ Lance transmission control ECU 3... Constant speed traveling side υII E CU 6...・Accelerator pedal sensor 4) 17...Thrower 1 to 18...DC motor 19...Throttle opening sensor 21...Intake pipe part

Claims (1)

[Scope of Claims] An accelerator pedal depression amount detection means for detecting the depression amount of an accelerator pedal operated by a driver, and a signal indicating the accelerator pedal depression amount detected by the detection means;
and a control state determining means for determining a control state regarding the internal combustion engine output based on control signals from a plurality of control devices mounted on the vehicle to control and maintain the operating state of the vehicle, and the above determined by the control state determining means. A throttle control device comprising: throttle opening control means for controlling the opening of a throttle based on a control state regarding an internal combustion engine output.