JPS63309742A - Drive wire type controller for throttle valve - Google Patents

Abstract

PURPOSE:To improve responsiveness in acceleration by detecting the operation quantity of a manually operating member and the actual speed of a vehicle and setting the aimed speed corresponding to the operation quantity of the manually operating member, keeping the actual speed as standard, and by opening-controlling a throttle valve according to the deviation between the aimed speed and actual speed. CONSTITUTION:The detecting means such as accelerator position sensor 10 for detecting the stepping-in quantity of an accelerating pedal 11 as manually operating member, shift position sensor 12, revolution speed sensor 13, and car speed sensor 15 are installed, and each detection signal is input into an ECU 18. In said ECU 18, an aimed car speed is set according to the stepping-in quantity of an accelerator which is detected by the sensor 10, and a step motor 6 is drive-controlled by the control signal on the basis of the deviation between the aimed car speed and the actual car speed, and the opening degree of a throttle valve 3 is controlled. In this setting to the aimed car speed, also the output of the car speed sensor 15 is taken into consideration, together with the output of the sensor 10, and the aimed car speed corresponding to the operation quantity of the accelerator is set, having the actual car speed of the vehicle as standard.

Description

[Detailed Description of the Invention] [Industrial Field of Application] The present invention is directed to a throttle valve disposed in the intake passage of an internal combustion engine, and an artificially Instead of mechanically coupling the throttle valve to an operating member, the throttle valve can be driven by an actuator such as an electric motor, and a control signal based on the amount of operation of an artificially operated member such as an accelerator pedal is output to this actuator. , a drive-by-wire system that can control the opening and closing of the throttle valve.
) type throttle valve control device.

[Prior Art] Various drive-by-wire throttle valve control devices as described above have been proposed in the past, but some of these systems have a meaning or interpretation of the accelerator pedal as a human operating member. The accelerator opening (the amount of manual operation of the operating member) indicates the vehicle speed (target vehicle speed) as soon as the driver travels. In other words, as shown in Fig. 5, the accelerator opening and target vehicle speed are set to 1.
By setting the target vehicle speed according to the accelerator opening and comparing the target vehicle speed set in this way with the actual vehicle speed, if the target vehicle speed is greater than the actual vehicle speed, the slot 4t is opened, and conversely, when the target vehicle speed is smaller than the actual vehicle speed, the slot valve is controlled so as to close the slot valve. Note that if the target vehicle speed is the same as the actual vehicle speed, the opening degree of the slot valve is left unchanged.

[Problems to be Solved by the Invention] However, in such a conventional drive-by-wire type throttle valve control device, the accelerator opening degree and the target vehicle speed are in a one-to-one correspondence, and the target vehicle speed is adjusted according to the accelerator opening degree. The throttle valve is controlled to open and close by comparing the set target vehicle speed with the actual vehicle speed. If you want to accelerate by depressing the accelerator pedal again after setting the opening to zero, the current vehicle speed is high, so the target vehicle speed will be smaller than the actual vehicle speed until the accelerator pedal is depressed considerably. Since the throttle does not open easily, there is a problem in that when driving at such high speeds, the driver feels poor accelerator response (so-called sluggishness).

The present invention aims to solve these problems,
Rather than making a one-to-one correspondence between the target speed of the vehicle and the amount of operation of an artificially operated member such as the degree of accelerator opening, the amount of operation of an artificially operated member (for example, the amount of accelerator depression) is determined based on the current speed of the vehicle. By setting the target speed to a value according to
It is an object of the present invention to provide a drive-by-wire type throttle valve control device that floats a target speed and can respond to a driver's manual operation of an operating member, that is, an acceleration/deceleration request, with a good response.

[Means for Solving the Problems] Therefore, the drive-by-wire throttle valve control device of the present invention includes an actuator that opens and closes a throttle valve disposed in an intake passage of an internal combustion engine mounted on a vehicle. A speed detection means for detecting the speed of the vehicle; a manipulation amount detection means for detecting the amount of operation of an artificially operated member for operating the vehicle; A target speed setting means for setting a target speed, and a control signal based on the actual speed detected by the speed detection means and the target speed set by the target speed setting means, by outputting a control signal to the actuator. and a control means for opening and closing a throttle valve, wherein the target speed setting means detects the operation amount of the artificially operated member detected by the operation amount detection means, as well as the operation amount of the human operation member detected by the operation amount detection means. The present invention is characterized in that by receiving the actual speed, the target speed is set in accordance with the amount of operation of the human operating member based on the actual speed of the vehicle.

[Function] In the drive-by-wire type throttle valve control device of the present invention described above, for example, when driving at high speed, for some reason the amount of operation by the manual operation member is reduced to zero, and then it is desired to operate the manual operation member again to accelerate the operation. In such a case, the target speed setting means receives the actual speed detected by the speed detection means in addition to the operation amount of the artificially operated member detected by the operation amount detection means, thereby setting the actual speed of the vehicle as a reference. Since the target speed is set according to the amount of operation of the human operation member, a value corresponding to the amount of additional operation of the human operation member (for example, the amount of additional accelerator depression) is added to the current speed of the vehicle. . Thereby, if the human operating member is operated even slightly again, the vehicle can be accelerated at a rate corresponding to the amount of operation of the human operating member. Note that deceleration is also performed in a similar manner.

[Embodiment] Hereinafter, a drive-by-wire throttle valve control device as an embodiment of the present invention will be explained with reference to the drawings.
Figure 1(a) is its overall configuration diagram, Figure 1(b) is its control block diagram, Figure 2 is a flowchart for explaining the procedure for determining the target vehicle speed, and Figure 3 is for explaining its timer routine. FIG. 4 is a graph showing an example of the accelerator opening characteristic of the first target vehicle speed candidate and the second target vehicle speed candidate.

Now, in this embodiment, as shown in FIG. 1(a), an electric motor (motor) is used as an actuator to open and close a throttle valve 3 disposed in an intake passage 1 of a gasoline engine (internal combustion engine) E installed in an automobile. )6 is provided. That is, the motor 6 has a pulley 6 with its motor shaft.
a, and the belt 7 on the pulley 3b with the throttle shaft 3a.
By winding the throttle valve 3, the throttle valve 3 can be driven to open and close.

Note that as the motor 6, for example, a stepper motor is used.

This motor 6 is controlled by a microprocessor or RAM.
The amount of rotational drive (step amount) is controlled in response to an electrical control signal from an electronic control unit (ECU) 8 comprising a memory such as a ROM, an input/output interface, and the like.

The electronic control unit 8 also outputs electrical signals for controlling the motor 6 and the throttle valve 3, as well as the electromagnetic fuel injection valves (
Injector) 4 sequentially outputs a control signal for fuel injection to the automatic transmission TM attached to this engine E, and a control signal for speed change to a solenoid valve (not shown) of a hydraulic control section in an automatic transmission TM. If a damper clutch is provided in the torque converter interposed between the engine E and the engine E, the torque converter is configured to output a control signal (including a control signal for turning on and off the damper clutch). That is, this electronic control unit 8 has a computer section (TH
C) and a computer section (ECI) that controls the amount of injected fuel.
) and a computer section (ELC) that controls the speed change of the automatic transmission TM. Note that this electronic control unit 8 also has a computer section for controlling ignition timing.

The electronic control unit 8 is connected to a throttle position sensor 9. Accelerator position sensor 10. Shift position sensor 129 rotation speed sensor 13. Water temperature sensor 14. Vehicle speed sensor 15° air flow sensor 16. Intake temperature sensor 17. Shift information detection means 18. Detection signals from other sensors 19 are input.

Here, the throttle position sensor 9 detects the opening degree of the throttle valve 3, and uses, for example, a potentiometer.

The accelerator position sensor 10 detects the amount of depression (operation amount) of the accelerator pedal 11, which is an artificial operation member for driving the automobile, and functions as an operation amount detection means. The shift position sensor 12 determines which lever position (P, R, D, 2
．． L), which detects whether the rotation speed sensor 1-3
Detects the engine rotational speed from the number of ignition pulses, etc., and the water temperature sensor 14 detects the engine cooling water temperature.

The vehicle speed sensor 15 detects the actual speed of the vehicle and functions as speed detection means.

The air flow sensor 16 is provided near the air cleaner 2 and detects the intake air amount by detecting the Karman vortex street, and the intake air temperature sensor 17 detects the intake air temperature.

The shift information detection means 18 detects shift information such as the transmission output shaft rotation speed and the kickdown drum rotation speed.

Note that other sensors 19 include an atmospheric pressure sensor, an 02 sensor provided in the exhaust passage 5 of the engine E, and the like.

By the way, as shown in FIG. 1(b), the throttle valve control computer section (THC) in the electronic control unit 8 has a target vehicle speed setting means (target speed setting means) that sets the target vehicle speed based on the detection result from the accelerator position sensor 10. setting means) 81, and a control means for opening and closing the throttle valve 3 by outputting a control signal to the motor 6 based on the actual speed detected by the vehicle speed sensor 15 and the target vehicle speed set by the target vehicle speed setting means 81. 82 functions. As a result, the throttle valve 3 is not mechanically coupled to the accelerator pedal 11, but is driven by the motor 6 that operates in response to a control signal (electrical signal) from the electronic control unit 8, thereby controlling opening and closing. It will be done. This is drive-by-wire
This is why it is called throttle valve control using the B y Wjre method.

Further, the target vehicle speed setting means 81 receives the actual vehicle speed detected by the vehicle speed sensor 15 in addition to the amount of depression of the accelerator pedal 11 detected by the accelerator position sensor 10, so that the target vehicle speed setting means 81 adjusts the accelerator pedal 11 based on the actual vehicle speed. It is configured to set a target vehicle speed according to the amount of depression.

The procedure for determining the target vehicle speed will be explained below using the flowchart shown in FIG. First, in step a1, it is determined whether the accelerator opening AP is an idle opening, that is, whether the accelerator pedal 11 is not depressed at all. If the accelerator opening AP is the idle opening, in step a12, the base accelerator opening APo, the previous accelerator opening PAPS, and the steady state accelerator opening APCNST are each set as the current accelerator opening DAPS. As a result, the base accelerator opening APo, the front accelerator opening PAPS, and the steady state accelerator opening APCNST are set to zero. Thereafter, in step a13, the target vehicle speed VS is set to zero.

On the other hand, if the accelerator opening degree AP is not the idle opening degree in step a1, it is determined in step a2 whether the change in the accelerator opening degree is approximately zero.

Such a judgment is made as follows. That is, if the absolute value of the difference between the current accelerator opening DAPS and the previous accelerator opening PAPS is 1% or less, it is determined that there is no change in the accelerator opening, and the current accelerator opening DAPS and the previous accelerator opening PAP are determined to be unchanged.
If the absolute value of the difference with S is larger than the %, it is determined that there is a change in the accelerator opening. Note that kyo is set to a value of about 1.

If there is no change in the accelerator opening degree, it is determined in step a3 whether the timer value CTEIJO is 0 or not. This timer value CTE I J O is a value that is counted down every 10 m5 in the timer routine shown in FIG. 3, for example. That is, in the timer routine shown in FIG.

When an interrupt signal every ms is input, it is first determined in step b1 whether the timer value CTEIJO is 0 or not, and if it is not O, the timer value is counted down by 1 in step b2. Thereafter, it counts down every 10 ms, and when the timer value CTE I JO reaches O, it jumps to step b2.

Then, in step a3 of FIG. 2, the timer value CTEIJ
When O becomes 0, in step a4, the current accelerator opening degree DA
Let PS be the steady state accelerator opening APCNST, but if the timer value CTE I J O is not 0, step a
Jumping 4.

Further, if there is a change in the accelerator opening degree in step a2, in step a5, the base target vehicle speed VSo is changed to the actual vehicle speed VSo.
, and the base accelerator opening APo is set to the steady state accelerator opening APCNST.

Then, in the next step a6, the timer value CTEIJO is set to 100. Through this process, the timer is set to 1 second. This step a6 or step a3. After the process a4, in step a7, the first target vehicle speed candidate vS1 is
It is calculated from the base target vehicle speed VSo, the current accelerator opening DAPS, and the base accelerator opening APo. That is, VS,=VSo-((DAPS-APo)/to:i)
-- (1) Here, a value of about 1 to 4 is selected for k3.

The characteristics of the first target vehicle speed candidate vS1 relative to the accelerator opening are shown by the # line in FIG.

In the next step a8, the first target vehicle speed candidate VS□ is set to O.
After being clipped (limited) between A second target vehicle speed candidate V S 2 is determined from FIG. 4 using as a parameter.

The characteristic of the second target vehicle speed candidate vS2 with respect to the accelerator opening is shown by a solid line in FIG. This vS2
The characteristics are basically the same as those shown in Figure 5, and the interpretation attitude is that ``the accelerator opening degree indicates the vehicle speed (target vehicle speed) as soon as the driver travels.'' vS2 characteristics are stored in memory as a map,
Furthermore, the slope of the S2 characteristic is determined by the memory bit. Here, if we take 8 bits as an example, 1 km/h corresponds to 1 bit.

Then, in the next step a], 1, the first target vehicle speed candidate VS□ and the second target vehicle speed candidate ■S2 are compared, and the larger one is set as the target vehicle speed vS. That is, the process of this step all is basically based on the second target vehicle speed candidate vS2.
However, when the first target vehicle speed candidate vS□ is larger than the second target vehicle speed candidate VS2, the first target vehicle speed candidate ■
This is done by target vehicle speed floating means that preferentially selects S1.

Next, using the target vehicle speed determination flow shown in Fig. 2,
For example, when driving at high speed, for some reason the accelerator pedal 1
After setting the amount of depression in step 1 to zero (idle opening),
Considering the case where you want to accelerate by depressing the accelerator pedal 11 again, in such a case, first, when the depressing amount of the accelerator pedal 11 is set to zero (idle opening degree), take the YES route in step a1, step a2
So, base accelerator opening APo, front accelerator opening PAP
S, steady state accelerator opening APCNST are both zero (
accelerator pedal (idle opening). This is because the amount of depression by the accelerator pedal 11 is zero (idle opening)
This is because by doing so, the current accelerator opening DAPS becomes zero.

Then, in step a3, the target vehicle speed vS is set to zero.

After that, the accelerator pedal 11 is operated again to accelerate, so NO is selected in steps a1 and a2.
After taking the route, in step a5, set the base target vehicle speed vs.
Set o to actual vehicle speed VH, and set base accelerator opening A
P is the steady state accelerator opening APCNST. As a result, the base target vehicle speed ■So is set to the current vehicle speed (for example, 80 km/h), and the base accelerator opening degree AP.

is set to zero from the process of step a2.

After the process in step a6 (timer setting), the first target vehicle speed candidate ■S1 is determined in step a7, but as is clear from the above equation (1), the first target vehicle speed candidate VS1 is , First, the current vehicle speed is set. This is because in step a2, the current accelerator opening degree DAPS and the base accelerator opening degree APo are set to zero, and in step a5, the base target vehicle speed VSo is set to the actual vehicle speed V)l.

Furthermore, step a8. After processing a9, step a
Lo, the second target vehicle speed candidate VS2 is determined, and step a
In ll, the first target vehicle speed candidate VS□ and the second target vehicle speed candidate vS2 are compared, and the larger one is set as the target vehicle speed vS. At this time, the first target vehicle speed candidate vS□ is at point A in FIG. 4, so in step all, the first target vehicle speed candidate ■S is selected.

Therefore, the amount of depression of the accelerator pedal 11 is reduced to zero (
(idle opening), then press the accelerator pedal 11 again.
As soon as the driver depresses the throttle valve 3, the throttle valve 3 responds to the open side and starts accelerating.

On the other hand, if the acceleration is stopped and the accelerator pedal 11 is returned to its original position after 1 second, the target vehicle speed is set in accordance with the VS□ characteristic that has just been added, thereby making it possible to decelerate with the same accelerator feeling.

Also, if you stop pressing down on the accelerator pedal 11 and there is no change in the accelerator opening, step a2
If you take the YES route and this state continues for more than 1 second,
In step a4, the steady state accelerator opening APCNST is set as the current accelerator opening DAPS. As a result, the current accelerator opening degree, which is not zero, is replaced with the steady state accelerator opening APCNST. Therefore, when the accelerator pedal 11 is depressed from this state, the base target vehicle speed vSo is set to the actual vehicle speed VH in step a5, and the base accelerator opening degree AP is changed to the actual vehicle speed VH.
o is the steady state accelerator opening APCNST (idle opening when the opening of the accelerator pedal 11 is fixed for 1 second or more), so in this case as well, the accelerator pedal 11 is adjusted based on the vehicle speed at that time. The opening and closing of the throttle shaft 3 is controlled according to the amount of depression.

Note that if you depress the accelerator pedal ]1 again after decelerating and stopping the car, the actual vehicle speed Vl+ has already become zero, so normally the second target vehicle speed candidate ■S
2 is selected as the target vehicle speed ■S, and the throttle valve 3 is controlled.

In this way, the target vehicle speed ■S is set based on the vehicle speed Vl+ when the accelerator pedal 11 is set to zero (in this sense, it can be said that the target vehicle speed is floating). For example, the vehicle can be accelerated or decelerated at a rate corresponding to the amount of depression of the accelerator pedal] 1, and as a result, it is possible to respond to the driver's accelerator pedal operations, that is, requests for acceleration or deceleration, with a good response without causing a so-called feeling of slowness. It is.

Note that in the process of step a5, the base target vehicle speed v
Instead of setting So to the actual vehicle speed vH, the base target vehicle speed ■S
o may be (V)I k2). In this way, when the accelerator pedal 11 is depressed again, the automobile can be accelerated or decelerated at a rate corresponding to the amount of depression of the accelerator pedal 11 after a slight depression. here,
For example, k2 is set to a value equivalent to 3 km/h.

Further, instead of using an accelerator pedal operated by the foot as the human operating member, a lever operated by the hand may be used.

Furthermore, this drive-by-wire throttle valve control device can be similarly applied to engine systems for other vehicles as well as engine systems installed in automobiles.

[Effects of the Invention] As detailed above, the drive-by-wire throttle valve control device of the present invention includes an actuator that opens and closes the throttle valve disposed in the intake passage of an internal combustion engine mounted on a vehicle. , ``1 speed detection means for detecting the speed of the vehicle, and operation amount detection means for detecting the operation amount of a human operation member for operating the vehicle,
A target speed setting means for setting a target speed of the vehicle based on the detection result from the operation amount detection means; and a control means for opening and closing the throttle valve (1) by outputting a control signal to the actuator based on the target speed determined by the operation amount detection means, and the target speed setting means is configured to control the artificial In addition to the operation amount of the operation member, by receiving the actual speed detected by the speed detection means described in 1 above, the target speed is set according to the operation amount of the artificial operation member with the actual speed of the vehicle as a reference. Therefore, the target speed of the vehicle does not have a one-to-one correspondence with the amount of operation of an artificially operated member such as the accelerator opening, but the amount of operation of an artificially operated member such as the accelerator opening is determined based on the current speed of the vehicle. The target speed can be set to a value according to the amount of operation, thereby making it possible to float the target speed and respond to the driver's manual operation of the operating member, that is, acceleration/deceleration requests, with good response. There are advantages.

[Brief explanation of drawings]

1 to 4 show a drive-by-wire throttle valve control device as an embodiment of the present invention, and FIG.
) is its overall configuration diagram, FIG. 1(b) is its control block diagram, FIG. 2 is a flowchart for explaining the procedure for determining the target vehicle speed, FIG. FIG. 4 is a graph showing an example of the accelerator opening characteristic of the first target vehicle speed candidate and the second target vehicle speed candidate, and FIG. 5 is a graph for explaining the operation of the conventional drive-by-wire throttle valve control device. It is a graph. 1-Intake passage, 2--Air cleaner, 3-Throttle valve, 3a--Throttle shaft, 3b--Pulley, 4-
Electromagnetic fuel injection valve (injector), 5...exhaust passage, 6-electric motor (motor) as actuator, 6a
-Pulley, 7-.-Belt, 8-Electronic control unit (E
CU), 9- Throttle position sensor, 10- Accelerator position sensor as operation amount detection means, 11
- accelerator pedal as a human operating member, 12 - shift position sensor, 12a... selector lever,
13--Rotation speed sensor, 14-Water temperature sensor, 15-Vehicle speed sensor as speed detection means, 16--Air flow sensor, 17--Intake temperature sensor, 18--Shift information detection means, 19-Others sensor, 81 - target vehicle speed setting means (target speed setting means), 82 - control means, E - gasoline engine (internal combustion engine), TM - automatic transmission.

Claims (1)

[Claims] The present invention comprises an actuator for opening and closing a throttle valve disposed in an intake passage of an internal combustion engine mounted on a vehicle, a speed detection means for detecting the speed of the vehicle, and an artificial operation member for operating the vehicle. an operation amount detection means for detecting an operation amount; a target speed setting means for setting a target speed of the vehicle based on a detection result from the operation amount detection means; and an actual speed detected by the speed detection means and the target speed. a control means for opening and closing the throttle valve by outputting a control signal to the actuator based on the target speed set by the setting means, and the target speed setting means is detected by the operation amount detection means. By receiving the actual speed detected by the speed detection means in addition to the amount of operation of the human operation member, the target speed is set according to the amount of operation of the human operation member with the actual speed of the vehicle as a reference. A drive-by-wire throttle valve control device, characterized in that it is configured to