JPS63166629A - Throttle controlling method for engine of vehicle - Google Patents

Abstract

PURPOSE:To carry out a proper throttle control by correcting a target opening in accordance with the deviation of the actual operating quantity of a clutch from a reference operating quantity which is previously set to cope with a change in a half-connected clutch zone. CONSTITUTION:If a throttle valve 2 is controlled so that PB=PN even at the time of the return operation of a clutch 26, a stall may be generated if the stepping in of an accelerator pedal 3 is too early or too late. Thereby, at the time of the return operation of the clutch 26, thetaN and PN are corrected in accordance with the deviation thetac of thetac from a reference operating quantity thetaM which is previously set to cope with a change in a half-connected clutch zone corresponding to an operating condition. And, the throttle valve 2 is controlled based on the values of the corrected thetaN and PN and, when Ne is further changed, the correction of the thetaN and PN corresponding to the changed quantity of the Ne is also carried out.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of use of clutch) The present invention relates to a throttle control method for an engine installed in a vehicle equipped with a clutch.

(Prior Art) Conventionally, it is known that a micro combinator or the like is used to control the throttle valve of an engine so that the throttle valve of the engine has a certain target opening depending on the amount of depression of the accelerator pedal.

(Problems to be Solved by the Invention) By the way, in the case of a vehicle equipped with a clutch, if the throttle valve is controlled as described above even when the clutch is released,
Over-depression of the accelerator pedal may cause the engine to rev up, or a delay in depressing the accelerator pedal may cause the engine speed to drop.In this case, it may be possible to perform throttle valve t-feedback control in accordance with the amount of change in engine speed. Even if you increase the opening of the throttle valve due to the drop in engine speed during clutch engagement, it will take some time for the carrot speed to return to the original speed.If you open the throttle valve wide to shorten this delay time, the engine speed will increase. The rotation speed is too high, causing hunting and worsening the driving sensation.

The present invention solves these problems and provides a control method that can appropriately control the throttle valve using the clutch operation amount as a control parameter during clutch operation so as not to cause engine rotational fluctuations. purpose.

(Means for Solving the Problems) In order to achieve the above-mentioned objective t, the present invention provides a method for controlling the throttle of an engine installed in a vehicle equipped with a clutch, comprising:
In a device that controls the throttle valve to a predetermined target opening depending on the amount of depression of the accelerator pedal, it is preset in response to changes in the half-clutch range depending on the driving state when the clutch is released. The present invention is characterized in that the target opening degree is corrected according to the deviation between the reference operation amount and the actual operation amount of the clutch.

(Function) When the clutch is released, the target opening is corrected according to the deviation between the standard operation amount and the actual clutch operation amount, so even if the accelerator pedal is pressed too quickly when the clutch is released, the suit torque opening will be adjusted. The throttle opening is suppressed to a value smaller than the normal target opening to prevent the engine from revving up, and even if the accelerator pedal is depressed, the throttle opening is increased from the normal target opening by shifting to the half-clutch range. It is possible to prevent the engine speed from decreasing during clutch engagement.

In addition, the p half-clutch region changes due to changes in driving conditions such as shift stage and vehicle speed, but the standard operation amount is set in response to this change, so the p half-clutch region changes regardless of changes in driving conditions. Appropriate throttle control as described above can be performed.

(Example) Referring to FIG. 1, (1) is the intake passage of the engine.

(2) shows a throttle valve provided in the passage (1), and the throttle valve (2) is connected to the accelerator pedal (3) via a mechanical interlocking mechanism (4) to control the amount of depression of the pedal (3). (hereinafter referred to as θa), the valve can be opened to an opening degree (hereinafter referred to as θb).

The interlocking mechanism (4) connects a wire (5) to the accelerator pedal (3).
The accelerator drum (6) is connected to the valve shaft (2a) of the throttle valve (2) by its drum shaft (6a).
), and the drum (6) has a second lever (6) integrated therein.
7) and a link (8) to the second reno z-(9) pivotally supported on the valve shaft (2a), and the second reno z-(9)
is connected to a connecting plate n]) fixed to the valve shaft (2a) via a coil spring a4, and when the accelerator pedal (3) is depressed, the drum (6) is returned to its original position. The second lever (7) and the second lever (8) are rotated counterclockwise in the drawing against the lever (6b).
+9) The throttle valve (2) is rotated counterclockwise to the opening side against the return spring (2b) via the coil spring aQ and the connecting plate to.

In the direction, the connecting plate αp has a stopper piece (ll
In a), the second lever (9) is pushed back (2b) by the counterclockwise tightening force of the coil spring IIQ.
), so that the connecting plate (11), and therefore the throttle valve (2), is always locked with a stronger force, so that the second lever (9) and the second lever (9) are always rotated in the counterclockwise direction. is given.

In the drawing, @ is a part of the lever (llb) formed on the connecting plate Q'D.
The third lever (6) is shown pivoted on the end of the valve stem (2a) so as to engage from the clockwise direction, and the third lever (6) is moved onto the output shaft by an actuator (to) consisting of a pulse motor. The third lever (2) is freely rotatable via the fourth lever and the link (2), and the third lever (2) is partially engaged (llb) by the actuator (2). If you turn it clockwise, the connecting plate a°c will tighten the coil spring. 42 lever (9) is rotated clockwise so that the opening degree (hereinafter referred to as 6th) of the throttle valve (2) is reduced to below θb.

In the drawing, (to) is the throttle for setting the minimum opening that engages the fourth lever α, the target is the accelerator detector that detects θa by the rotation of the accelerator drum (6), and (to) is the throttle that detects θth. The damage to the detector is caused by negative intake pressure (hereinafter referred to as PB)'t? Shows the negative pressure detector to detect.

Hereinafter, PB will be described as a negative value with atmospheric pressure set to zero. The actuator (2), as shown in FIG. Signals are input from a vehicle speed detector (2) that detects the shift speed of the transmission (denoted as A control circuit comprising a microcomputer controller controls the drive in the above-mentioned closing direction, which reduces θthi, and in the opposite opening direction. still,
The clutch detector is located at the release fork (26) of the clutch hand which is linked to the clutch pedal (2) as shown in Figure 3.
It consists of a potentiometer connected to the shaft (26b) of a).

By the way, depending on the engine model, the Ne
For example, the optimal value of PB (hereinafter referred to as PN) for
The θt required to obtain this PN is determined as shown by line a in the figure.
The approximate value of h (hereinafter referred to as θ) is determined as shown in the line in the same figure, and furthermore, the value of N for θa is determined from the required characteristics of the engine.
The target value of e is also determined as shown in line C in the same figure, and if the throttle valve (2) is fully controlled so that PB becomes PN corresponding to the target value of N6 according to θa, the required characteristics of the engine can be satisfied. Moreover, fuel efficiency can also be improved.

In this case, the relationship between θa and θ is, for example, as shown in FIG. ), it becomes possible to fully control the throttle valve (2) so that θth reaches a predetermined opening degree of 0, with PB;PN within a certain range centered around 0.

However, even when the clutch (E) is released, P B ”
When the throttle valve (2) is controlled so as to become PN,
If the accelerator pedal (3) is depressed too early or too late, the engine will start up or stall, so when the clutch lever is released, standard operation 1, which is preset in response to changes in the half-clutch range depending on the driving condition, is used. (hereinafter referred to as θ2) and 0° (hereinafter referred to as Δθ0), the above-mentioned θ and PN are corrected, and the throttle valve is adjusted based on the corrected value of 90 and PN (hereinafter referred to as θN1PN). (2), and when Ne changes further, the amount of change in Ne (hereinafter ΔN
θ and PN are also corrected in accordance with the equation (denoted as e).

FIG. 4 shows the overall program of determination processing by the control circuit (c). First, each detector Q7) (to)... θa, θth, pB, N6%v1θC detected by the threat
Read and store the shift stage, and in the next step, set the state where the clutch pedal is fully depressed as θC-0,
Determine whether or not it is time to return the clutch lever based on whether θC is within a range that is greater than the meeting point α where the clutch wheel and the disc begin to come into contact and smaller than the value β when the clutch pedal is not depressed; During the return operation, the process proceeds to the clutch correction subroutine to obtain θ and the PN correction value ΔθN1'ΔPN according to ΔθC, and then proceeds to the Ne correction subroutine to calculate 90 and the PN correction value Δ according to ΔNe.
After determining θN2%ΔPN2t-, proceed to the throttle control subroutine and add ΔθN1 and ΔθN2t- to θN to obtain θ, and PN to ΔP N 1 and ΔPN
Based on the PN obtained by adding 2, the actuator (
) to control the throttle valve (2), and when the clutch ■ is not being returned, ΔθN1'ΔPN1%
Set ΔON2 and ΔPN2 to zero, proceed to the throttle control subroutine, and adjust the throttle valve (2) based on θN and PN.
) is now controlled.

The details of the clutch correction subroutine are as shown in FIG. 5. First, θM is read out, and then σ is calculated.

Δ0° is obtained by subtracting θ.In this case, the clutch (E) is in a half-clutch state. In the range of , that is, the half-clutch region, the higher V and θth are, the higher θ becomes. As shown in Fig. 10, the value of θ, which corresponds to the intermediate value in the half-clutch region, is set to V and 0.
Create a data table of θ2 recorded with the address specified in 3 for each shift stage, and use V and 03 as parameters to calculate θM from the data table corresponding to the shift stage.
I read it out.

Here, as Δ0c increases to the positive side, the clutch engaging force becomes weaker, and as Δ0c decreases to the negative side, the clutch engaging force becomes stronger and the load on the engine increases, and Δθ. The relationship between 80N, ΔPN, and
As shown in Figures 1 and 12, the relationship is set to be inversely proportional, and Δσc
After determining t, the data of ΔθN1 recorded with the characteristics shown in FIG.
Read the value of ΔθN1 according to Δθ0 from the vertical table,
Next, Δθ is determined from the ΔPN1 data table in which the characteristics shown in FIG. 12 are recorded. The value of ΔPN1 is read out according to the value of ΔPN1.

The details of the Ne correction subroutine are as shown in FIG. 6. ΔN6 is obtained by subtracting the NeO value Nen-1 input in the front from the NeO value Ne input this time, and the relationship of ΔθN2 and ΔPN2 with respect to ΔNe is From the data table of ΔθN2 in which the characteristics shown in FIG. 13 are recorded, Δθ according to ΔNe is set to have an inverse proportional relationship as shown in the figure and FIG.
The value of N2 and then ΔPN2 recorded the characteristics of FIG.
From the data table, the value of ΔPN2 and t according to ΔNe
-Improved to read.

The details of the throttle control subroutine are as shown in FIG.
It is determined whether or not it is smaller than a predetermined value Δθ (minimal t of about 0.5° to 2°), and if rYE8J is determined, S
Step 2, read the value of θN corresponding to 08 from the θN data table that records the characteristics of the b line in Fig. 9, and then in S3 add the above-mentioned ΔθN1aθN2 to θ to obtain θN. After that, in S4, it is determined whether uth exists within a certain range centered on θN, that is, TN−α1×θN+
It is determined whether it is α2 or not, and if it is determined to be rYB8J, the process advances to S5, and the value of PN corresponding to 03 is determined from the l'N data table that records the characteristics of S4 in FIG. is read out, and then in S6 the above-mentioned ΔP N 1 and ΔP are added to PN.
After calculating PN by adding N2, PB and PN are compared in S7, and if PB>PN, the process proceeds to S8, where the actuator CL1t is driven in the closing direction, uth is decreased, and PB is
(increase IPBI), and if PB<PN, proceed to S9 and drive the actuator (to) in the opening direction,
uth is increased to increase PB (lPBlf: decrease), and when PB=PN, the process proceeds to 810 and the actuator (to) is stopped. Note that the value of uth for which PB=PN is the above-mentioned θN−α1kuth(#N+
For example, add α1 and α2 to i' by about 8 degrees to ensure that it is included in the range of α2, and if uth is not included in this range, proceed to 811 and determine whether or not uth is larger than θN. , if it is larger, proceed to S8 and set the actuator CL.
11, the actuator (to) is driven in the closing direction, and if it is smaller, the actuator (to) is driven in the opening direction, and the throttle valve (2) is controlled so that uth falls within the above range.

Here, if the accelerator pedal (3) is depressed too much in the operation range where the load on the engine is small at the beginning of the half-clutch range where ΔθC becomes a positive value when the clutch lever is returned, θ is determined according to θ. The values of and PN become too large compared to the engine load, but the negative correction values ΔθN1 and ΔPN, corresponding to Δθ0, are added to S8, PN, resulting in θ, θN%PN, PN, and accordingly. Teut
By reducing h, an increase in Ne is suppressed, and Δθ.

If the accelerator pedal (3) is not sufficiently depressed in the operating range where the load on the engine increases at the end of the half-clutch range where Δθ becomes a negative value, the θN and PNO values become too small compared to the engine load, but Δθ . Positive correction values ΔθN1, ΔPN, corresponding to , are added to ON%PN, so that θ,>S8,PN>PN, uth is increased, and a decrease in N is suppressed beforehand. In addition, ΔθN1, Δθ
When Ne decreases or increases due to overcorrection by PN1, the correction value ΔθN2sΔPN2 according to ΔNe
θN%PN is corrected in a direction that suppresses the change in Ne, and Ne fluctuation is prevented.

When the clutch is not operated, each correction value ΔθN1 is
, ΔPNl, Δθ, and ΔPN2 are all set to zero, and θ
N wealth θN% PN"PN, uth is PB" P
The opening degree is controlled to a predetermined target opening degree of N.

(Effects of the Invention) As described above, according to the present invention, when the clutch is released, it is possible to perform appropriate throttle control in the half-clutch region according to the actual operation amount of the clutch regardless of the driving state, and to control the engine rotation. This has the effect of preventing fluctuations and improving driving sensation.

[Brief explanation of the drawing]

FIG. 1 is a perspective view of an example of a throttle valve drive mechanism used in carrying out the method of the present invention, FIG. 2 is a Plutz diagram of the control system, and FIG. 3 is a diagram of a clutch detector for detecting the amount of clutch operation. A line diagram showing the mounting position, FIG. 4 is a flowchart showing the overall program of the control circuit, and FIGS. 5 to 7 show the clutch correction, Ne correction, and Ne correction in this program, respectively.
A flowchart showing the program of each subroutine for throttle correction, FIG. 8 is a diagram showing the control characteristics of the throttle valve, FIG. 9 is a diagram showing the required characteristics of the engine, and FIG.
Figure 0 is a diagram showing the data table of the standard operation amount, No. 11
Figures 1 to 14 are diagrams showing the installation characteristics of various correction values. (2)...Throttle valve (3)...Accelerator pedal (c)...Control circuit...Clutch detector (e)...Clutch Atsushi Fig. 10 Fig. 13 Fig. 14-〇 Order 4 deceased-1
-0◆ Goyou Figure 4 Figure 3

Claims (1)

[Claims] A throttle control method for an engine installed in a vehicle equipped with a clutch, in which the throttle valve is controlled to a predetermined target opening depending on the amount of depression of the accelerator pedal, when the clutch is returned to the operating state. Throttle control for a vehicle engine, characterized in that a target opening degree is corrected according to a deviation between a reference operation amount that is preset in response to a change in a half-clutch region and an actual operation amount of a clutch. Method.