WO2004001209A1 - エンジンの吸気装置 - Google Patents
エンジンの吸気装置 Download PDFInfo
- Publication number
- WO2004001209A1 WO2004001209A1 PCT/JP2003/007239 JP0307239W WO2004001209A1 WO 2004001209 A1 WO2004001209 A1 WO 2004001209A1 JP 0307239 W JP0307239 W JP 0307239W WO 2004001209 A1 WO2004001209 A1 WO 2004001209A1
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- WIPO (PCT)
- Prior art keywords
- throttle valve
- opening
- electric
- throttle
- valve
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/02—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by hand, foot, or like operator controlled initiation means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0005—Controlling intake air during deceleration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
- F02D9/1095—Rotating on a common axis, e.g. having a common shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
- F02D2009/0201—Arrangements; Control features; Details thereof
- F02D2009/0242—Increasing exhaust brake effect
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
- F02D2009/0201—Arrangements; Control features; Details thereof
- F02D2009/0267—Arrangements; Control features; Details thereof for simultaneous action of a governor and an accelerator lever on the throttle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
- F02D2009/0201—Arrangements; Control features; Details thereof
- F02D2009/0279—Throttle valve control for intake system with two parallel air flow paths, each controlled by a throttle, e.g. a resilient flap disposed on a throttle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
- F02D2011/102—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
- F02D2011/103—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being alternatively mechanically linked to the pedal or moved by an electric actuator
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to an intake device suitable for a multi-cylinder engine for a motorcycle, for example.
- a multi-cylinder engine mounted on a motorcycle has a multi-throttle type intake device having one throttle body for each cylinder.
- the throttle grip and the throttle valve are mechanically connected by a throttle cable, and all throttle knobs are mechanically opened and closed by the driver's rotation of the throttle grip. Things are common.
- an electric motor is connected to a throttle valve via a link mechanism or the like to detect a driver's throttle grip turning operation, and according to the detected turning operation, all the throttle valves are driven by the electric motor.
- an electric one that opens and closes with a motor.
- the above-mentioned conventional intake device is configured to uniformly open and close all the throttle valves in response to the rotation operation of the throttle grip by the driver in both the manual type and the electric type.
- the driver closes the throttle grip suddenly, all the throttle valves also close rapidly, which activates a large engine brake.
- the present invention has been made in view of the above-described conventional situation, and has as its object to provide an engine fuel supply apparatus capable of obtaining output characteristics corresponding to a traveling situation without requiring a very advanced driving operation. And Disclosure of the invention
- the invention according to claim 1 is an intake system for an engine having a plurality of throttle bodies having a throttle valve for changing an intake passage area, wherein the plurality of throttle pods are manually opened and closed by a throttle operation of a driver. It is composed of a manual throttle body with a throttle valve and an electric throttle body with an electric throttle valve that is opened and closed by an electric motor. The opening of the electric throttle valve is specified according to the operating state of the engine. And a valve opening control means for controlling so as to obtain the output characteristic described above.
- controlling the opening of the electric-side throttle valve to obtain a specific output characteristic according to the operating state of the engine means, for example, that when the throttle grip is suddenly closed, the shift down is performed in that state.
- the present invention also relates to a carburetor type in which the fuel supply amount is controlled by an intake negative pressure generated by opening and closing a throttle valve, and a fuel injection type in which the fuel supply amount is controlled by a fuel injection valve. Applicable to any of the things.
- the valve opening control means includes a manual switch. It is characterized in that the electric throttle valve closes with a delay of the first time constant as the rottle valve closes.
- the invention according to claim 3 is the invention according to claim 2, wherein the valve opening control means sets the electric-side throttle valve within a range up to a predetermined regulation opening with a first time constant as the manual-side throttle valve closes. It is characterized by being closed late.
- the invention according to claim 4 is the invention according to claim 2 or 3, wherein the valve opening control means causes the delay due to the first time constant when the brake is activated to be larger than the delay due to the first time constant when the brake is not activated. Or the regulation opening when the brake is actuated is changed to be larger than the regulation opening when the brake is not actuated.
- the invention according to claim 5 is the invention according to any one of claims 2 to 4, wherein the valve opening control means temporarily opens the electric-side throttle valve to a predetermined shift-down opening at the time of downshifting. It is characterized by closing with a time constant delay.
- the invention of claim 6 is characterized in that, in claim 1, the valve opening control means opens the electric throttle valve by a second time constant with the opening of the manual throttle valve.
- valve opening control means is configured to control the opening of the electric throttle knob when the vehicle speed is lower than a predetermined control lower limit speed or when the vehicle speed is neutral. Is matched with the opening of the manual throttle valve.
- the invention according to claim 8 is the invention according to any one of claims 1 to 7, wherein when the vehicle speed is less than the predetermined learning vehicle speed and the opening of the manual throttle valve is less than the predetermined learning opening, the manual throttle valve and It is characterized by learning the fully closed position of the motor-operated throttle valve and matching the fully closed positions.
- learning of the fully closed position is performed, for example, by detecting the detected manual-side or electric-side throttle valve.
- the stored value is kept as it is, and when the opening is smaller, the stored value is updated.
- the fully closed position and the fully open position of the electric throttle valve are learned, and the electric motor is controlled only between the learned fully closed position and the fully opened position. It is characterized by driving a motor.
- the learning of the fully closed position is performed, for example, by updating the stored value if the detected electric throttle valve opening is larger than the stored value of the fully closed opening, and if not, updating the stored value if smaller.
- the learning of the fully open position is performed, for example, by updating the stored value if the detected throttle opening of the drive side is smaller than the stored value of the full opening, and if the detected throttle valve opening is larger than the stored value, the stored value is updated. .
- the invention of claim 10 is the invention according to any one of claims 1 to 9, further comprising a mechanical return mechanism for forcibly closing the electric throttle valve to a predetermined return opening as the manual throttle valve closes. It is characterized by:
- the invention of claim 11 is the invention according to claim 10, wherein a return opening range in which the electric throttle valve is forcibly closed by the return mechanism is learned, and an opening range excluding the learned return opening range. And the electric motor is driven.
- FIG. 1 is a plan view showing a carburetor unit of the fuel supply device of the present invention.
- FIG. 2 is a front view of the vaporizer unit.
- FIG. 3 is a cross-sectional side view of the vaporizer unit (a cross-sectional view taken along line II-111 of Fig. 2).
- Fig. 4 is a cross-sectional side view of the vaporizer unit (a cross-sectional view taken along line IV-IV of Fig. 2). ).
- FIG. 5 is a cross-sectional side view of a main part of the vaporizer unit.
- FIG. 6 is a cross-sectional view of a main part of the vaporizer unit.
- FIG. 7 is a throttle valve opening characteristic diagram of the fuel supply device.
- FIG. 8 is a throttle valve opening characteristic diagram of the fuel supply device.
- FIG. 9 is a characteristic diagram of a throttle valve opening degree of the fuel supply device.
- FIG. 10 is a throttle valve opening characteristic diagram of the fuel supply device.
- FIG. 11 is a block diagram of the fuel supply device.
- FIG. 12 is a flowchart for explaining the operation of the fuel supply device.
- FIG. 13 is a flowchart for explaining the operation of the fuel supply device.
- FIG. 14 is a flowchart for explaining the operation of the fuel supply device.
- FIGS. 1 to 14 are views for explaining an intake system for a motorcycle engine according to an embodiment of the present invention.
- FIGS. 1 and 2 are a plan view, a front view, and FIGS. 4 is a cross-sectional side view of the intake system
- FIGS. 5 and 6 are enlarged views of the main parts
- FIGS. 7 to 10 are throttle opening characteristic diagrams for explaining the operation
- reference numeral 1 denotes a carburetor unit constituting a hard part of the intake device of the present embodiment.
- the carburetor unit 1 is obtained by integrally connecting the first to fourth carburetors 2 to 5 connected to the intake manifolds of the first to fourth 'cylinders by port tightening.
- Each of the carburetors 2 to 5 includes a first to fourth slide-type throttle valves 2 b to 5 b for controlling opening and closing of a passage area of a bench lily passage (intake passage) 2 a to 5 a.
- Throttle body to store 2 c! 5d and the float chambers 2e to 5e are integrally connected, and the valve shafts 2c to 5c that slide the above throttle valves 2b to 5b are on the same straight line. .
- the valve shafts 2c to 4c of the first to third carburetors 1 to 4 are connected to each other so as to rotate simultaneously, and the valve shaft 5c of the fourth carburetor 5 rotates independently. It has become. Further, between the second carburetor 3 and the third carburetor 4, the valve shafts 2c to 4c of the first to third carburetors 2 to 5 are biased to the fully closed positions.
- a biasing spring 9a is provided.
- the valve shafts 2 c to 4 c of the first to third carburetors are connected to a drive shaft 7 via a link mechanism 6.
- the link mechanism 6 is configured such that an arm 6a fixed to the valve shaft 3c and an arm 6c fixed to the drive shaft 7 can be relatively rotated by a rod-shaped link 6b. It has a linked configuration.
- a throttle pulley 8 is mounted on the left end of the drive shaft 7 in FIG. 2 via an opening adjustment mechanism 9 b so as to rotate together with the drive shaft 7. Although not shown, the throttle pulley 8 is connected to a throttle grip mounted on a steering handle by a throttle cable.
- the throttle valves 2b to 4b of the first to third carburetors 2 to 4 synchronize and open and close the venturi passages 2a to 4a.
- the throttle bodies 2d to 4d of the first to third carburetors 2 to 4 are provided on the manual throttle in which the throttle valve is opened and closed by the driver's manual rotation of the throttle grip.
- the first to third throttle valves 2b to 4b are sometimes referred to as manual throttle valves in this embodiment.
- valve shaft 5c of the fourth carburetor 5 is connected to the output shaft 11a of the electric motor 11 via a link mechanism 10.
- the link mechanism 10 is configured such that an arm 10a fixed to the valve shaft 5c and an arm 10c fixed to the output shaft 11a are relatively linked by a rod-shaped link 10b. It is configured to be rotatably connected to. Accordingly, the throttle valve 5b of the fourth carburetor 5 opens and closes the bench lily passage 5a by the rotation of the electric motor 11.
- the throttle body 5d of the fourth carburetor 5 is an electric throttle body in which the throttle valve is driven to open and close by the electric motor 11, so that in the present embodiment, the fourth throttle 5d Valve 5b is sometimes referred to as the motor-operated throttle valve.
- the drive shaft 7 and the output shaft 11a of the electric motor 11 are used to close the manual throttle valves 2b to 4b within a predetermined return opening range (for example, 50 degrees).
- the return mechanism 12 has the following detailed structure. At the right end of the drive shaft 7, a link member 12b having a pressing bolt 12a planted therein is fixed.
- a cylindrical transmission member 12c is mounted on the distal end side further than 12 so as to be relatively rotatable.
- a pressing piece 12 d is provided on the transmission member 12 c so as to be able to be pressed by the pressing bolt 12 a, and a pressing piece 12 d ′ protruding from the transmission member 12 c is It is connected to the arm 10c of the link mechanism 10 via the transmission port 12e and the spring 12f.
- FIGS. 5 and 6 show a state in which the first to fourth throttle valves 2b to 5b are fully opened.
- an offset opening of about 30 degrees is provided between the pressing bolt 12a and the pressing piece 12d. Therefore, while the manual throttle valves 2b to 4b are closed about 30 degrees from the fully open position, the pressing bolt 12a does not contact the pressing piece I1d, and therefore the manual throttle valves 2b to 4b
- the transmission member 12c also rotates only after turning about 30 degrees or more from the full open, and this rotation is performed from the pressing piece 12d 'through the arm 10c, the link 10b, and the arm 10a. Forcefully close the motor-operated throttle valve 5b.
- a manual opening sensor 13 for detecting the opening of the throttle valve 2b is mounted on the left end of the valve shaft 2c of the manual throttle valve 2b of the first carburetor 2 in FIG. I have.
- an electric-side opening sensor 14 for detecting the opening of the electric-side throttle valve 5b is provided on the upper end surface of the fourth carburetor 5.
- An arm 14 b is attached to the input shaft i 4 a of the electric-side opening sensor 14.
- the arm 14 b is connected to the arm 10 a of the link mechanism 10 via a link 14 c. It is connected so that it can rotate.
- the device of the present embodiment is provided with an ECU 15 functioning as an opening control means of the electric throttle valve 5b.
- the ECUI 5 receives the detection signals from the manual opening sensor 13, the electric opening sensor 14, the vehicle speed sensor 16, the brake pressure sensor 17 and the shift position sensor 18, and An opening command value according to the vehicle driving condition of the tor valve 5b is calculated, and a control signal for realizing the opening command value is output to the electric motor 11 described above.
- the ECU 15 learns a fail-safe processing function for detecting a failure of the valve driving mechanism by the electric motor and a fully closed position of the manual throttle valve and the electric throttle valve based on the respective detection signals. And a synchronous processing function for matching the two, the fully opened and fully closed positions of the electric throttle valve 5b and the return opening by the return mechanism 12 are learned, and the electric motor is controlled only within the learned opening range.
- 11 has a function of detecting a movable range for driving the throttle valve on the electric side according to 1.
- the throttle grip is fully opened (full throttle valve is fully open), the shift position is in the sixth speed state, the driver suddenly fully closes the throttle grip, and further shifts the shift position from the sixth gear to the fifth gear.
- ⁇ When decelerating to the 1st speed, the throttle valve opening control shown in Fig. 7 is performed. That is, the manual throttle valves 2 b to 4 b are immediately (actually, as will be described later, 0.05 mm) by the throttle grip fully closing operation. (Approx. Seconds) Fully closed (see characteristic curve A).
- the electric-side throttle valve 5b is forcibly closed to an opening of about 45% for a very short time by the function of the return mechanism 12 (see B0 in the characteristic curve B).
- the characteristic curve B1 can adopt various modifications by appropriately selecting the first time constant.
- various modifications can be adopted for the shift-down opening and the regulation opening.
- Fig. 8 shows the moment when the above-mentioned throttle grip is closed in an enlarged manner (with a longer time axis). That is, when the manual throttle valves 2b to 4b start closing by closing the throttle grip, a time corresponding to the offset opening (transmission free range) in the return mechanism 11 (see FIG. 8B0 '). With the passage of, the motor-side throttle valve 5b also begins to close, and when the manual-side throttle valve is fully closed, the motor-side throttle valve has an opening of about 45%, and the forced closing operation ends here. Is closed by the control of the ECU 15 with a delay of the above-mentioned first time constant.
- the ECU 15 changes the above-mentioned first time constant and regulation opening degree according to the driving situation.
- FIG. 9 shows a case where the first time constant and the regulation opening are changed between when the brake is applied and when the brake is not applied.
- the delay caused by the first time constant (B 1) is applied when the brake is not activated (when the brake pressure signal is at or above the threshold).
- the degree (B 3) is changed so as to be larger than the non-operating regulation opening degree (B 3 ′).
- the ECU 15 moves the electric throttle valve 5b as the manual throttle valves 2b to 4b are opened, that is, during acceleration. It is opened with a delay of two time constants (characteristic force in Fig. 10 —See Table C). Needless to say, various modifications can be adopted as the characteristic curve C by appropriately selecting the second time constant.
- DBW means the electric throttle valve
- the throttle means the manual throttle valve
- step S1 the opening of the motor-side throttle valve (DBW) when fully closed has not been learned
- step S2 the vehicle speed does not exceed the set value (learning lower limit vehicle speed)
- step S2 It is determined whether or not the opening of the manual throttle valve has exceeded a set value (learning lower limit opening)
- step S3 the duty in the direction to close the electric throttle valve is output
- step S1 Detects the failure of the electric-side opening sensor and the electric motor (step S9), and if there is a failure, outputs the duty in the closing direction of the electric-side throttle valve and stores these failure information. Display (Steps S10 to S12).
- step S2 If at least one of the vehicle speed and the throttle opening is greater than the set value in step S2, and if there is no failure in step S10, the electric throttle valve command value calculation process described later, and The motor-side throttle valve movable range detection process is performed, and a duty is output according to the difference between the electric-side throttle valve command value and the detected value (steps S13 to S15).
- step S21 the shift position of the transmission is not neutral (step S21), the vehicle speed is not lower than the set value (control lower limit speed) (step S22), and during the downshift operation.
- the motor-operated throttle valve opening is not smaller than the regulation opening (B3) (step S25), and the throttle valve is not operating (step S23). If it is not open (step S26) and the brake is not being applied again (step S27), that is, if the vehicle is traveling at a normal constant speed, it is detected.
- the value obtained by applying a predetermined filter to the opening degree of the manual throttle valve, that is, the opening degree (B 1) delayed by the first time constant is set as the electric throttle valve opening command value (step S28). .
- Step S29 When the vehicle is neutral in step S21 and when the vehicle speed is lower than the control lower limit vehicle speed in step S22, the same throttle valve opening is detected as the manually-operated throttle valve opening command value. (Step S29), and if the downshift operation is performed in Step S23, the downshift opening set value (B1 'in Fig. 7) is set to the electric throttle valve opening command value (Step S29). 30).
- the detected manual throttle valve opening is determined to be the regulation opening during braking (see B3 in FIG. 9). If it is smaller, the regulation opening is used as the motor-operated throttle valve opening command value (Steps: S31, S32). If not, the process returns to Step S26.
- step S25 if the manual throttle valve opening is smaller than the regulation opening (see B3 in FIG. 7), the regulation opening is used as the motor-operated throttle valve opening command value (step S3). 3).
- step S34 the motor-operated throttle valve opening command value (step S34). If the brake is being applied in step S27, the brake is activated. The opening retarded by the time constant (B1 in Fig. 9) (the filtered opening) is used as the above command value (step S35).
- step S36, S37 the command value calculated in each of the above steps is compared with the sum of the manual throttle valve opening and the offset opening. If the sum is not larger than the sum, the obtained value is used as the command value. Replace the sum as the command value (steps S36, S37).
- the command value calculated above is compared with a learning value of the full opening of the electric throttle valve, and if not larger than this learning value, the obtained value is used as it is as a command value. Replace the value as the command value (Steps S38, S39
- the calculated command value is compared with the fully closed learning value of the electric throttle valve, and if not smaller than this learned value, the calculated value is used as it is as a command value.
- Replace as command value (Steps S40, S41) o
- the process of detecting the movable range of the electric throttle valve will be described with reference to FIG.
- the detected throttle opening of the motor-side throttle valve is fully closed.
- the stored value is compared with the opening stored value. If the detected value is larger than the stored value, the stored value is not changed. If the detected value is not larger (smaller) than the stored value, the stored value is replaced with the detected value (step S5). 1, S52).
- the detected electric throttle valve opening is compared with the stored full throttle opening of the electric throttle valve. If the detected value is smaller than the stored value, the stored value is not changed, and the detected value is smaller than the stored value. If not (large), the stored value is replaced with the detected value (steps S53, S54).
- the difference between the detected manual throttle valve opening and the electric throttle valve opening is compared with the stored offset opening of the electric throttle valve, and if the difference is smaller than the stored value, the stored value is determined. If the difference is not changed and the difference is not smaller (larger) than the stored value, the difference is replaced with the offset opening stored value (steps S53 and S54).
- the opening degree of the electric-side throttle valve 5b is controlled so as to obtain a specific output characteristic according to the operation state of the engine, so that an excessively high operation operation is not required.
- the output characteristics of the engine according to the driving situation can be obtained, and the driving operation can be simplified.
- the throttle valve 5b on the electric side is delayed by the first time constant (see B1 in FIG. 7) as the throttle valve 2b to 4b on the manual side is closed by the driver's throttle grip operation.
- the throttle valve 5b is delayed from the throttle operation even if the driver closes the throttle grip abruptly. As a result, the occurrence of engine braking can be suppressed accordingly, so that the driver is not required to perform an excessively advanced driving operation, and the driving operation is facilitated.
- the first time constant (B 1 in FIG. 9) when the brake is activated is changed to a time constant in which the delay becomes larger than the time constant when the brake is not activated (B 1 ′ in FIG. 9), and
- the regulation opening (B 3) must be greater than the regulation opening (B 3 ′) when not operating Since the change is made, when the driver operates the brake device, the generation of the engine brake is more greatly suppressed than when the driver does not operate, and the driving operation can be further facilitated.
- the electric throttle valve 5b is once opened to a predetermined shift-down opening (B2 'in FIG. 7), and then closed with a delay by the first time constant (B1).
- the throttle valve 5b on the electric side is opened with a delay by the second time constant (see the characteristic curve C in FIG. 10). Even when the torque grip is suddenly opened, the engine torque can be prevented from rising too rapidly, and the driving operation can be simplified.
- the opening of the electric throttle valve 5b is made to match the opening of the manual throttle valves 2b to 4b. Unnecessary control in the operating range that does not originally require special control of the throttle valve opening, such as when driving or neutral, can be avoided, and the control mechanism can be simplified.
- the mechanical throttle mechanism 12 forcibly closes the motor-operated throttle valve 5b to a predetermined return opening as the motor-operated throttle valve 5b is closed. Also, the control by the electric motor 11 is not required until the return opening degree, and the control of the electric throttle valve opening degree can be simplified.
- the motor-operated throttle valve 5b learns the return opening range in which the return mechanism 12 is forcibly closed by the return mechanism 12, and drives the electric motor 11 only in the opening range excluding this return opening. Therefore, it is possible to prevent the lock of the electric-side throttle valve 5b from being damaged by driving the electric motor 11 in the forcible return range.
- the present invention can also be applied to a fuel injection valve type intake device, and a case where the throttle body is formed separately and connected by a port. Although shown, all or some of the throttle bodies may be integrally formed.
- the plurality of throttle bodies are constituted by a manual throttle body and an electric throttle body, and the opening of the electric throttle valve is controlled by a specific output according to the operating state of the engine. Control is performed to obtain the characteristics, so that, for example, when the throttle grip is suddenly closed, further downshifting can suppress the occurrence of engine braking, or when the throttle grip is rapidly opened, The rise of engine torque can be suppressed, and the output characteristics of the engine according to the driving conditions can be obtained without requiring excessively high driving operation, and the driving operation can be simplified.
- the electric-side throttle valve is closed with the closing of the manual-side throttle valve.
- the throttle valve is closed with a delay of the first time constant, so even if the driver closes the throttle grip abruptly, the motor-operated throttle valve closes later than the throttle grip operation, which means that the engine brake is closed. Occurrence can be suppressed.
- the electric-side throttle valve when the electric-side throttle valve is closed with a delay of the first time constant as the manual-side throttle valve is closed, the electric-side throttle valve is moved to a predetermined regulation opening range. Because it is closed inside, the occurrence of engine braking can be suppressed more reliably.
- the delay due to the first time constant at the time of the brake operation is changed to be larger than the delay at the time of the brake non-operation, or the regulation opening degree at the time of the brake operation is set to the non-brake. Since the opening is changed so that it becomes larger than the regulation opening during operation, when the driver activates the brake device, the occurrence of engine braking is suppressed more greatly than when the driver does not activate it. Can be made easier. It is generally said that when braking is strongly applied due to driver's driving preference, it is easier to drive with less engine braking, but the present invention In such a case, operation can be facilitated.
- the electric throttle valve when downshifting, is once opened to a predetermined shift-down opening and then closed with a delay by the first time constant. In this way, it is possible to suppress a sudden increase in engine brakes, reduce shocks during downshifting, and facilitate driving.
- the throttle valve on the electric side is opened with a delay of the second time constant as the throttle valve on the manual side opens, so that even if the driver sharply opens the throttle grip, the engine is opened. Excessive sudden rise of torque can be suppressed, and driving operation can be simplified.
- the opening of the electric-side throttle valve is changed to the opening of the manual-side throttle valve. Since it is set to the same degree, unnecessary control in the operating range that does not require special control of the throttle valve opening at the time of low speed running or neutral can be avoided.
- the opening of the manual throttle valve is smaller than the predetermined learning opening
- all of the manual throttle valve and the electric throttle valve are controlled. Since the closed position is learned, the learning of the fully closed position can be reliably performed, and the fully closed positions can be made coincident with each other by the learning value, so that the manual-side and electric-side throttle opening degree sensors can be used. Even if there is an error between them, both throttle valves can be synchronized, and control accuracy can be improved.
- the fully closed position and the fully opened position of the electric throttle valve are learned, and the electric motor is driven only between the learned fully closed position and the fully opened position. Driving the side throttle valve beyond the fully closed position and fully open position can prevent the electric motor lock from being damaged.
- a mechanical return mechanism for forcibly closing the electric throttle valve to a predetermined return opening with the closing of the manual throttle valve is provided.
- the control by the electric motor is not required until the return opening degree, and the control of the electric throttle valve opening can be simplified.
- the electric motor since the electric motor is driven only in the opening range excluding the return opening range in which the electric throttle valve is forcibly closed by the return mechanism, the lock of the electric motor is broken. Can be avoided.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Characterised By The Charging Evacuation (AREA)
- Motor Or Generator Cooling System (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT03730861T ATE496207T1 (de) | 2002-06-19 | 2003-06-06 | Lufteinlassvorrichtung für motor |
JP2004515479A JP3984614B2 (ja) | 2002-06-19 | 2003-06-06 | エンジンの吸気装置 |
DE60335804T DE60335804D1 (de) | 2002-06-19 | 2003-06-06 | Lufteinlassvorrichtung für motor |
EP03730861A EP1533497B1 (en) | 2002-06-19 | 2003-06-06 | Air intake device for engine |
US10/510,676 US7112160B2 (en) | 2002-06-19 | 2003-06-06 | Air intake system for engine |
AU2003242034A AU2003242034A1 (en) | 2002-06-19 | 2003-06-06 | Air intake device for engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2002-178279 | 2002-06-19 | ||
JP2002178279 | 2002-06-19 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2004001209A1 true WO2004001209A1 (ja) | 2003-12-31 |
Family
ID=29996513
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2003/007239 WO2004001209A1 (ja) | 2002-06-19 | 2003-06-06 | エンジンの吸気装置 |
Country Status (8)
Country | Link |
---|---|
US (1) | US7112160B2 (ja) |
EP (1) | EP1533497B1 (ja) |
JP (1) | JP3984614B2 (ja) |
CN (1) | CN100400825C (ja) |
AT (1) | ATE496207T1 (ja) |
AU (1) | AU2003242034A1 (ja) |
DE (1) | DE60335804D1 (ja) |
WO (1) | WO2004001209A1 (ja) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2007154737A (ja) * | 2005-12-05 | 2007-06-21 | Denso Corp | 車両用エンジンの制御装置 |
JP2008082196A (ja) * | 2006-09-26 | 2008-04-10 | Honda Motor Co Ltd | 内燃機関のスロットル制御装置 |
JP2009085112A (ja) * | 2007-09-29 | 2009-04-23 | Honda Motor Co Ltd | V型多気筒エンジンの吸気量制御装置 |
JP2013204528A (ja) * | 2012-03-28 | 2013-10-07 | Honda Motor Co Ltd | 多気筒エンジンの吸気制御装置 |
US8560727B2 (en) | 2008-03-13 | 2013-10-15 | Mbda France | Data routing system |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4318522B2 (ja) * | 2003-10-06 | 2009-08-26 | 本田技研工業株式会社 | 多気筒内燃機関 |
JP5202415B2 (ja) | 2009-03-31 | 2013-06-05 | 本田技研工業株式会社 | スロットル制御装置 |
BR112014017903B1 (pt) * | 2012-01-20 | 2021-05-18 | Cnh Industrial America Llc | método para controlar um sistema de controle de deslocamento para um veículo e sistema de controle de deslocamento para um veículo |
JP5583258B1 (ja) * | 2013-09-26 | 2014-09-03 | 三菱電機株式会社 | スロットル学習制御装置 |
US9714613B2 (en) * | 2015-08-10 | 2017-07-25 | Ford Global Technologies, Llc | Throttle adjustment during deceleration fuel shut off |
JP6702358B2 (ja) * | 2018-06-08 | 2020-06-03 | スズキ株式会社 | 回転数制御装置 |
JP7086132B2 (ja) * | 2020-04-30 | 2022-06-17 | 本田技研工業株式会社 | 制御装置 |
US11448144B1 (en) * | 2021-03-16 | 2022-09-20 | Ford Global Technologies, Llc | Methods and system for controlling an engine with two throttles |
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JPH05149154A (ja) * | 1991-11-27 | 1993-06-15 | Hitachi Ltd | バルブ装置 |
JPH11241636A (ja) | 1998-02-26 | 1999-09-07 | Yamaha Motor Co Ltd | 4サイクルエンジンの吸気装置 |
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DE3637561A1 (de) | 1985-11-18 | 1987-05-21 | Lisec Peter | Vorrichtung zum anbringen von flexiblen abstandhaltern auf glastafeln |
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US5151861A (en) * | 1989-02-22 | 1992-09-29 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Vehicle engine output control method and vehicle engine |
JPH0751903B2 (ja) * | 1989-09-05 | 1995-06-05 | 日産自動車株式会社 | 車両用エンジン出力制御装置 |
JPH07112789B2 (ja) * | 1989-10-24 | 1995-12-06 | 日産自動車株式会社 | 車両走行制御装置 |
JP2598333B2 (ja) * | 1990-06-26 | 1997-04-09 | 日産自動車株式会社 | スロットル開度検出装置 |
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JPH06330780A (ja) * | 1993-05-21 | 1994-11-29 | Toyota Motor Corp | 車両用演算装置及び車両用演算方法 |
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JP2001090585A (ja) * | 1999-09-22 | 2001-04-03 | Denso Corp | 内燃機関のスロットル制御装置 |
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JP3925073B2 (ja) * | 2000-10-27 | 2007-06-06 | スズキ株式会社 | 燃料噴射式エンジンの吸気制御装置 |
-
2003
- 2003-06-06 AT AT03730861T patent/ATE496207T1/de not_active IP Right Cessation
- 2003-06-06 CN CNB038095637A patent/CN100400825C/zh not_active Expired - Fee Related
- 2003-06-06 US US10/510,676 patent/US7112160B2/en not_active Expired - Lifetime
- 2003-06-06 DE DE60335804T patent/DE60335804D1/de not_active Expired - Lifetime
- 2003-06-06 AU AU2003242034A patent/AU2003242034A1/en not_active Abandoned
- 2003-06-06 WO PCT/JP2003/007239 patent/WO2004001209A1/ja active Application Filing
- 2003-06-06 JP JP2004515479A patent/JP3984614B2/ja not_active Expired - Lifetime
- 2003-06-06 EP EP03730861A patent/EP1533497B1/en not_active Expired - Lifetime
Patent Citations (3)
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JPS632839U (ja) * | 1986-06-25 | 1988-01-09 | ||
JPH05149154A (ja) * | 1991-11-27 | 1993-06-15 | Hitachi Ltd | バルブ装置 |
JPH11241636A (ja) | 1998-02-26 | 1999-09-07 | Yamaha Motor Co Ltd | 4サイクルエンジンの吸気装置 |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2007154737A (ja) * | 2005-12-05 | 2007-06-21 | Denso Corp | 車両用エンジンの制御装置 |
JP2008082196A (ja) * | 2006-09-26 | 2008-04-10 | Honda Motor Co Ltd | 内燃機関のスロットル制御装置 |
JP4634355B2 (ja) * | 2006-09-26 | 2011-02-16 | 本田技研工業株式会社 | 自動二輪車用内燃機関のスロットル制御装置 |
JP2009085112A (ja) * | 2007-09-29 | 2009-04-23 | Honda Motor Co Ltd | V型多気筒エンジンの吸気量制御装置 |
JP4673876B2 (ja) * | 2007-09-29 | 2011-04-20 | 本田技研工業株式会社 | V型多気筒エンジンの吸気量制御装置 |
US8560727B2 (en) | 2008-03-13 | 2013-10-15 | Mbda France | Data routing system |
JP2013204528A (ja) * | 2012-03-28 | 2013-10-07 | Honda Motor Co Ltd | 多気筒エンジンの吸気制御装置 |
Also Published As
Publication number | Publication date |
---|---|
US7112160B2 (en) | 2006-09-26 |
JP3984614B2 (ja) | 2007-10-03 |
EP1533497A4 (en) | 2009-08-12 |
AU2003242034A1 (en) | 2004-01-06 |
DE60335804D1 (de) | 2011-03-03 |
ATE496207T1 (de) | 2011-02-15 |
CN1650099A (zh) | 2005-08-03 |
CN100400825C (zh) | 2008-07-09 |
JPWO2004001209A1 (ja) | 2005-10-20 |
EP1533497B1 (en) | 2011-01-19 |
US20050153816A1 (en) | 2005-07-14 |
EP1533497A1 (en) | 2005-05-25 |
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