JPS63134829A - Throttle valve control device - Google Patents

Abstract

PURPOSE:To remove the fluctuation component of an accelerator operation quantity as maintaining the responsiveness, by adding hysteresis characteristics to the accelerator operation quantity to be detected by an accelerator operation quantity detecting means, and transmitting the accelerator operation quantity with the hysteresis characteristics to a throttle control device. CONSTITUTION:An accelerator pedal 20 is provided with an acceleration sensor 16, and an output signal from the sensor 16 is input to a control device 30. The control device 30 generates a driving signal with a predetermined characteristic to a motor connected to a throttle valve 5. The acceleration sensor 16 is formed by a potentiometer, and it is mounted at one end of a rotary shaft 40 connected to an end portion of the accelerator pedal 20. There is defined a gap between a pin 43 fixed to the rotary shaft 40 and guide members 74a and 74b. Accordingly, hysteresis characteristics are provided between an accelerator operation quantity and the output signal from the acceleration sensor. As a result, a fine fluctuation component of the accelerator operation quantity may be removed without a reduction in responsiveness.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a throttle valve control device for controlling the opening degree of a throttle valve provided in, for example, a vehicle engine.

[Conventional technology]

Conventionally, a throttle valve provided in a vehicle engine has been directly connected to an accelerator pedal via a link mechanism, and has been mechanically driven via the link mechanism in accordance with the amount of depression of the accelerator pedal by a driver.

Recently, there has been a device that electrically detects the amount of accelerator operation using a potentiometer, optical encoder, etc., and controls the opening of the throttle valve using an electric actuator such as a motor according to the detected amount of operation. Many have been proposed.

By the way, although the above-mentioned accelerator operation amount is an expression of the driver's intention when viewed macroscopically, this is not the case microscopically. For example, the force with which the driver presses the accelerator is not constant;
Due to the influence of vehicle vibrations, etc., the manipulated variable is detected as a variable value, although the width is small, and is input to the control unit. Since this variation becomes noise that deteriorates control accuracy, it is necessary to remove it.

Here, JP-A-59-122743 and JP-A-6
In Japanese Patent No. 0-164629, a detection signal indicating the amount of accelerator operation is filtered and then processed by a control unit.

[Problem that the invention seeks to solve]

However, if the detection signal indicating the amount of accelerator operation is filtered as shown in the above-mentioned publication, there is a problem that the responsiveness deteriorates. Therefore, we try to improve the response by filtering only at specified timings or by limiting the frequency range in which filtering is performed, but when such restrictions are added, some time However, the noise components contained in the detection signal were only removed in the frequency domain, and it could not be said that a fundamental solution had been achieved.

Therefore, an object of the present invention is to provide throttle valve control that eliminates fluctuations in the amount of accelerator operation that are unrelated to the driver's intention under any driving conditions, without substantially degrading responsiveness, and that allows for sufficiently highly accurate control. The goal is to provide equipment.

[Means for solving problems]

In order to solve the above problems, in the present invention, the first
As shown in Figure 0, there is a throttle valve that adjusts the amount of air taken into the engine, an actuator that drives the throttle valve, a detection means that detects the amount of accelerator operation, and an accelerator operation detected by the detection means. a control means for controlling the actuator so that the opening degree of the throttle valve becomes a predetermined opening degree based on the amount of the throttle valve; The throttle valve control device is characterized by comprising a hysteresis means for transmitting the transmission.

(Function) According to the above configuration, the throttle valve is driven to an opening degree that corresponds to the accelerator operation amount.

Incidentally, the accelerator operation amount detected by the detection means is transmitted to the control means after the hysteresis means removes components having small fluctuations, that is, small amplitude components unrelated to the driver's intention.

〔Example] An embodiment of the present invention will be described below based on the drawings.

FIG. 1 is a block diagram showing the schematic structure of this embodiment. An engine 1 is a spark ignition four-cylinder engine, and an intake pipe 2 and an exhaust pipe 3 are connected to the engine 1. An air cleaner 4 is provided upstream of the intake pipe 2, and an air cleaner 4 is installed downstream of the air cleaner 4 to control the amount of air taken into the engine.
A throttle valve 5 is provided. In addition, each branch part (4 locations) of the intake pipe 2 has an intake port (
An electromagnetic fuel injection valve 6 for injecting fuel (not shown) is provided.

The intake pipe 2 is also provided with an intake temperature sensor 10 for detecting the intake temperature, an opening sensor 11 for detecting the opening of the throttle valve 5, and an intake pressure sensor 12 for detecting the intake pressure. .

Further, the engine 1 is provided with a water temperature sensor 13 for detecting the temperature of the cooling water of the engine 1 and a rotation sensor 14 for detecting the engine rotation speed.

Further, the exhaust pipe 3 is provided with an air-fuel ratio sensor 15 for detecting the air-fuel ratio based on the residual oxygen concentration in the exhaust gas.

Further, 20 is an accelerator pedal operated by the driver, and 21 is a return spring.

The amount of operation of the accelerator pedal 20 is detected by an accelerator sensor 16 provided on the rotation axis of the accelerator pedal 20.

A motor 25 serves as a throttle valve driving actuator and includes a rotor (not shown) connected to the shaft of the throttle valve 5, and rotates the throttle valve 5. In addition,
The motor 25 is composed of, for example, a step motor or a DC motor.

The detection signals of each sensor mentioned above are sent to the electronic control unit (ECU).
)30. This ECU 30 is mainly constituted by a microcomputer, and executes various calculations according to detection signals from each of the above-mentioned sensors, and outputs drive signals to the injection valve 6 and motor 25.

The main configuration of the ECU 3O is shown in FIG. 2. Reference numeral 31 is a calculation unit that calculates the opening time of the injection valve 6, the drive amount of the motor, etc. based on the detection signals from each of the above-mentioned sensors.

32 is a storage unit that constantly stores map data and coefficients used in calculations in the calculation unit 31, and temporarily stores calculation results calculated in the calculation unit 31, detection signals from each sensor, etc. I remember. 33 is an input section,
It receives detection signals from each sensor and performs processing such as A/D conversion and waveform shaping on the detection signals.

Reference numeral 34 denotes an output section which outputs a drive signal to the injection valve 6 and motor 25 according to the calculation result obtained by the calculation section 31. A common bus 35 connects the calculation section 31, the storage section 32, the input section 33, and the output section 34, and is used for mutual data transmission.

FIG. 3 shows a flowchart of a program executed as a main routine in the arithmetic unit 31, and in particular only one example of the control program portion for the throttle valve 5 is shown.

In Fig. 3, the voltage from the power supply (not shown) is applied to the ECU 3.
By being added to 0, processing of this main routine is started, and first, in step 301, the data stored in the storage section 32, the input section 33, and the output section 34 are initialized. Next, in step 302, the input unit 33 receives the intake temperature signal Ta, throttle opening signal θ8, intake pressure signal P1, water temperature signal TW, rotational speed signal N, and air-fuel ratio signal S.
Take in A/F and accelerator operation amount signal θ1. In step 303, the basic target opening degree θ of the throttle valve 5 is determined based on the accelerator operation amount signal θ1. is read from the basic target opening degree map stored in the storage unit 32, and a correction value is determined based on each other signal, and based on this correction value, the basic target opening degree θ,. is corrected and the current target opening degree θ5. Calculate. In step 304, the target opening degree θ3. This control weighing is based on.

is read out from the control amount map stored in the storage unit 33, and the control tDs determined in step 305 is output to the output unit 34. Thereafter, after processing other control programs, the process returns to step 302 again.

Through the above processing, the output section 34 forms a drive signal corresponding to the control amount, and then outputs this drive signal to the motor 25. Then, in order to rotationally drive the throttle valve 5 based on the drive signal, the motor 25 outputs the throttle valve 5 and the accelerator operation amount signal θ.

The opening degree is adjusted accordingly.

Further, the injection time for the injection valve 6 is determined by the calculation unit 31 by conventionally known means, and the injection valve 6 is driven in response to a pulsed drive signal corresponding to the injection time from the output unit 34. A predetermined amount of fuel is injected into the tank.

Incidentally, the accelerator sensor used in this embodiment is equipped with a configuration that gives a hysteresis characteristic to the accelerator operation amount signal transmitted to the ECTJ 30, and the configuration is shown in FIG. 4.

In FIGS. 4(a), 4(c), the accelerator sensor 16 is a potentiometer 2 sensor, and is provided at one end of the rotary wheel 40 at the end of the accelerator pedal 20. A cylindrical recess 41 is formed on the central axis of the rotating shaft 40 at the end of the rotating shaft 40, and a cylindrical protrusion 51 that fits into the recess 41 is formed on the central axis. A fixed shaft 50 without a hole is connected. Note that this fixed shaft 50 is made of a conductive material. In addition, this fixed shaft 50
An insulating substrate 60 is connected and fixed to the substrate 60.
A resistor 61 is formed on the top in an arc shape by baking, etc., and electrodes 62 and 63 are formed at both ends of the resistor 61.

A flange 42 is formed around the end of the rotating shaft 40, and a pin 43 extending in the circumferential direction and further bent toward the fixed shaft 50 is provided on the flange 42.

Further, a brush 70 made of a conductive material is provided on the outer periphery of the fixed shaft 50 and is slidably fixed to the fixed shaft 50. It consists of a portion 71 and an extending portion 72 having spring properties extending from the ring portion 71 in the outer circumferential direction. Furthermore, the end of this extending portion 72 is bent so as to come into contact with the resistor 61, forming a contact portion 73. Further, the extending portion 72 is provided with a 2-piece bent toward the pin 43 so as to sandwich the tip of the pin 43 through a gap.
Guide pieces 74a and 74b are provided. In addition,
The ring portion 71 of the brush 70 is in contact with the step portion 52 of the fixed shaft 50 and the ring-shaped bush 80 provided between the ring portion 71 and the substrate 60.

In the accelerator sensor 16 configured as described above, the brush 70 is grounded via the fixed shaft 50 at a portion not shown. Further, a voltage signal corresponding to the contact position between the contact portion 73 of the brush 0 and the resistor 61 is extracted from the electrode 63.

Note that in this case, the electrode 62 is open.

According to the accelerator sensor 16 having the above configuration, the accelerator operation amount θ of the accelerator pedal 20 by the driver. Rotate according to l
140 rotates, and the pin 43 fixed to the rotating shaft 40 rotates through the gap up to the guide piece 74a or 74b, and then pushes the guide piece 74a or 74b to rotate the brush 70. It has become. Therefore, the accelerator operation amount θ,.

The relationship between the output signal of the accelerator sensor 16, that is, the accelerator operation amount signal θ, has hysteresis as shown in FIG.

That is, after the driver operates the accelerator pedal 20 by a predetermined amount from a state where the accelerator pedal 20 is not operated, the accelerator operation amount signal θ,
starts to rise (point A in FIG. 5), and after returning the accelerator pedal 20 by a predetermined amount from the maximum operation amount state (point B), the accelerator operation amount signal θ starts to decrease (point C).

By the way, when the driver operates the accelerator pedal θ,. Even if it is intended to be constant, the operation amount θ changes due to the influence of vibrations from the road surface, etc., as shown from 0 to T in FIG. 6(a). changes slightly. Therefore, this accelerator operation amount θ,. If this is directly transmitted to the ECU 30 without using the above configuration, the accelerator operation amount and the basic target opening degree θ of the throttle valve 5 set in the storage unit 32 in the ECU 30 will be
Depending on the relationship with 0, only the dynamic component is amplified, and the opening degree of the throttle valve 5 changes as shown from 0 to T in Fig. It may worsen the situation.

However, according to the above configuration, 0 to T in FIG. 6(a)
The subtle fluctuations in the accelerator operation amount θAO shown in I are due to the hysteresis characteristic provided in the accelerator sensor 16 and having a width from point 0 to point E in FIG. 5, that is, between the pin 43 and the guide pieces 74a and 74b. The opening of the throttle valve 5 is controlled to a substantially constant opening according to the driver's will, as shown in FIG. 6(C). . That is, the throttle valve 5
This makes it possible to improve the accuracy of opening control.

By the way, in the device that performs signal processing using a filter as shown in the above publication, when the driver operates the accelerator so that the amount of accelerator operation is constant, the same effect as in the above embodiment can be obtained. However, in transient situations such as when the driver suddenly depresses the accelerator pedal 20, the accelerator sensor 16 is
Because the detection signal from
As shown by the broken line below at T in C), there is a time delay in the change in the opening of the throttle valve 5, and the responsiveness during transients such as acceleration feeling greatly deteriorates.

However, according to the above configuration, although there is a slight delay corresponding to the width of the hysteresis characteristic, the ECU then directly converts the accelerator operation amount θ1° into the accelerator operation amount signal θ.
30, the response during transients can be maintained at a sufficiently high level compared to signal processing using a filter, as shown by the solid line after T in FIG. 6(C).

In other words, in the present invention, whether or not a change in the amount of accelerator operation is due to the driver's will is determined based on the fluctuation width rather than the frequency component. By doing this, the response is hardly degraded. Under any driving conditions, fluctuations in the amount of accelerator operation that are unrelated to the driver's intention can be removed, making it possible to control the opening of the throttle valve with a sufficiently high degree of precision.

Next, other embodiments of the present invention will be described.

In the above embodiment, the accelerator operation amount θ is detected within the accelerator sensor 16. By giving hysteresis characteristics to
It was output to the ECU 3O as the accelerator operation amount signal θ1, but in this embodiment, the ECU 3O performs processing to give the detection signal from the accelerator sensor 16 a hysteresis characteristic as shown in FIG. ing. In this case, the accelerator pedal 20 is output from the accelerator sensor 16.
The change in is directly transmitted to ECtJ30. Also the 7th
In the figure, the detection signal from the accelerator sensor 16 is shown as input data χ, and the processed signal is shown as output data y.

FIG. 7 shows, for example, the processing program No.
This program is as shown in the flowchart of FIG.
2 and 303 and executed in the main routine.

First, in step 801, the difference between the current accelerator operation amount, that is, input data χ7, taken in in step 302 of FIG. shall be. In other words, X corresponds to the variation range of the accelerator pedal 20. Note that the initial value of χ□1 is 0.

Next, in step 802, the difference between the hysteresis width Δχ, . Compare with width X. Note that Δχ1-9 is the human output difference (χ7-3Vn-t
).

And at step 802 X≧Δχ□8−Δχ,,-1 If it is determined that XkuΔχ, □−Δχ, 1−I If it is determined that this is the case, the process advances to step 804.

In other words, in step 802, the previous input data χ11-1
It is determined whether the change from to the current input data χ7 exceeds the range of the hysteresis width Δχ1o and further changes in the increasing direction. If rYEsJ, the process proceeds to step 803; if rNO, the process proceeds to step 804.

In step 803, the current input/output difference Δχ1 is set to the maximum value, that is, the current input/output difference Δχ has a hysteresis width Δχ
, □, and proceed to step 809. Step 809
Now, input data χ. The current input/output difference Δχ7 is subtracted from the current input/output difference Δχ7 to calculate the current data y7. and step 810
Now, for the next routine processing, we will use the current input data χ
7 as χn-1 and the current input/output difference Δχゎ as Δχr+-1, and then store it in the storage unit 32, and then proceed to step 3 in FIG.
Proceed to 03.

If the process proceeds to step 804, it is determined in step 804 whether the fluctuation range X is X≧0, and if X≧0, the current input data χ11-1 is
Although the change up to 7 is in the increasing direction, it is determined that the change is within the range of the hysteresis width Δχ, □, and the process proceeds to step 805. In step 805, the previous input/output difference Δ
The current input/output difference Δχ is the sum of χn−1 and the fluctuation range X.
7, the process advances to step 809, and the current output data yn is calculated by processing in the same manner as described above. In this case, the current output data y7 is the same as the previous output data)'n-+. Then, the process proceeds to step 303 in FIG. 3 via step 810.

If it is determined in step 804 that X is 0, that is, the change in the input data χ is in the decreasing direction, the process proceeds to step 806. In step 806, it is determined whether the magnitude of the variation width X in the decreasing direction, that is, -X is greater than or equal to the previous input/output difference Δχ1-1. That is, it is determined whether the change in the input data χ exceeds the range of the hysteresis width Δχmsx in the decreasing direction. If rYEs, the process goes to step 807; if "NO", the process goes to step 8
Proceed to 08. In step 807, the current human output difference Δχ1
is set as O, and the process proceeds to step 809. After calculating the current output data y7 by performing the same processing as described above, the process proceeds to step 810 and then to step 303 in FIG. 3.

If the process proceeds to step 808, it is determined that the change in the input data χ in the decreasing direction is within the range of the hysteresis width Δχ□, and as in step 805, the input data χ changes to the previous input/output difference Δχn−1. After adding the width X to the current input/output difference Δχ7, the process proceeds to step 809. Step 809 and subsequent steps are the same as above, and the current output data y
7, go through step 810, and go to step 30 in FIG.
Proceed to step 3. In this case, as well as when proceeding to step 805, the current output data y7 is the previous output data 3.
Same as '11-1.

Therefore, according to the process shown in the flowchart of FIG.
, that is, the accelerator operation amount signal θ used in step 303 in FIG. 3 does not change, and therefore, as in the previous embodiment, subtle fluctuations unrelated to the driver's intention are eliminated. Also, the change in input data χ is the hysteresis width ΔχIII
If the range of IIX is exceeded, the hysteresis width Δχ1. X
Although there is a slight delay due to exceeding the range of
The response aspect is also similar to the above embodiment, and
Sufficient response during transient periods can now be ensured, and the opening degree of the throttle valve 5 can be controlled as shown by the solid line in FIG. 6(C) in response to the movement of the accelerator operation amount in FIG. 6(a). do what you can.

In the second embodiment shown in FIGS. 7 and 8, the hysteresis width Δχ1,8 was set to a constant value, but as a function of the input data χ(χ11), that is, the amount of accelerator operation, as shown in FIG. The storage unit 32 is set to be large when the amount of operation is small and small when the amount of operation is large.
The map may be stored as a map within the computer and read out and used when executing the process shown in FIG. In this way, stability is ensured in a state where the amount of operation is small, which tends to lead to jerky driving because the amount of air changes sensitively depending on the operation of the accelerator. Furthermore, in a state where the amount of operation is large, that is, in a state where the driver requests a large output from the engine, the hysteresis width ΔχIIAX is made small, thereby ensuring characteristics that emphasize responsiveness. Since most of these situations where the amount of operation is large occur transiently, such as during acceleration, it is assumed that the stability is relatively negligible, and therefore the settings are made as shown in Figure 9. This does not worsen the driving feeling in any way.

Further, in the above embodiment, the rotation of the motor 25 is transmitted to the shaft of the throttle valve 5 to adjust the opening degree of the throttle valve 5 by 3P. 25 has a rod that moves forward and backward in response to a drive signal from the ECU 3O, and the throttle valve 5 is provided with a lever portion that comes into contact with this rod, so that the opening degree of the throttle valve 5 is adjusted by the movement of the rod. You can also use it as

〔Effect of the invention〕

As described above, according to the present invention, there is provided a throttle valve that adjusts the amount of air taken into the engine, an actuator that drives the throttle valve, a detection means that detects the operation amount of the accelerator, and a a control means for controlling the actuator so that the opening degree of the throttle valve becomes a predetermined opening degree based on the detected accelerator operation amount; and a hysteresis characteristic for the accelerator operation amount detected by the detection means. Since the throttle valve control device is characterized by comprising a hysteresis means for transmitting a signal to the control means, it is possible to determine whether a change in the amount of accelerator operation is due to the driver's will based on the hysteresis width of the hysteresis means. is determined from the width of the change, it is possible to remove and transmit only the fluctuations in the amount of accelerator operation that are unrelated to the driver's intention to the control means under any driving conditions. The amount of accelerator operation by the driver's will is transmitted to the control means with almost no deterioration, so it is possible to achieve highly accurate throttle valve opening control with almost no loss in response. have an effect.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing the configuration of an embodiment of the present invention, and FIG.
FIG. 3 is a block diagram showing the configuration of the ECU shown in FIG. 1, FIG. 3 is a flowchart of a main routine executed by the calculation unit shown in FIG. 2, and FIGS. 4(a) and (b). (C) is a configuration diagram showing the main part configuration of the embodiment of the present invention;
The figure is a characteristic diagram showing the relationship between the accelerator operation amount and the accelerator operation amount signal in the configuration shown in FIG. 8 and 9 are characteristic diagrams, flowcharts, and maps for explaining other embodiments of the present invention,
FIG. 10 is a block diagram showing a schematic configuration of the present invention. 1...Engine, 2...Intake pipe, 5...Throttle valve. 16... accelerator sensor, 25... motor, 30...
...ECU, 31... Arithmetic unit, 32... Storage unit, 3
3... Input section, 34... Output section, 40... Rotating shaft, 43... Bin. 60... Board, 61... Resistor, 70... Brush, 74a, 74b... Guide piece.

Claims (1)

[Scope of Claims] A throttle valve that adjusts the amount of air taken into the engine, an actuator that drives the throttle valve, a detection unit that detects an accelerator operation amount, and an accelerator operation detected by the detection unit. a control means for controlling the actuator so that the opening degree of the throttle valve becomes a predetermined opening degree based on the amount of the throttle valve; A throttle valve control device comprising: hysteresis means for transmitting a signal.