JP2819796B2 - Throttle control device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle control device mounted on an internal combustion engine, and in particular, to control opening and closing of a throttle valve in response to an accelerator operation by a driving means such as a motor, so as to drive at a constant speed. The present invention relates to a throttle control device capable of performing various controls such as control.

2. Description of the Related Art A throttle valve of an internal combustion engine controls the output of the internal combustion engine by adjusting a mixture of fuel and air in a carburetor and adjusting an intake air amount in an electronically controlled fuel injection device. Yes, it is configured to interlock with an accelerator operation mechanism including an accelerator pedal. Conventionally, an accelerator operation mechanism has been mechanically connected to a throttle valve, but recently, a throttle control device that opens and closes a throttle valve in response to an accelerator operation by a driving unit that is linked to a drive source such as a motor has been proposed. ing.

In such a throttle control device, control is performed such that a desired throttle opening is obtained following operation of an accelerator operation mechanism. Then, for example, Japanese Patent Application Laid-Open No. 60-2774 discloses a method for automatically selecting an optimum characteristic according to road conditions.
In Japanese Unexamined Patent Publication No. 4 (1994), an average value except for an instantaneous speed equal to or less than a set speed is obtained as an average speed, and which of a plurality of predetermined average speed ranges is discriminated is determined according to the determined average speed range. There has been proposed an apparatus that selects an accelerator operation amount-throttle valve opening characteristic and sets a target value of the throttle valve opening corresponding to the accelerator operation amount.

[Problems to be Solved by the Invention] However, in the device described in the above-mentioned publication, the throttle valve opening characteristic is selected based on a single average speed. Regardless of the state, when the traveling state fluctuates between traveling in traffic congestion, traveling in an urban area, traveling at high speed, and the like, it is difficult to determine when to move to each traveling state. Therefore, for example, when traveling from traffic congestion to ordinary city area traveling, it is necessary to select the throttle characteristic of any traveling state without being sure of which traveling state, which may cause a rapid throttle change. There is also. To cope with this, it is sufficient to set an infinite number of throttle characteristics so that any one can be selected, but this is not a practical means.

Therefore, an object of the present invention is to enable an optimal accelerator operation amount-throttle opening degree characteristic to be set accurately and quickly in a throttle control device according to a running state of a vehicle.

[Means for Solving the Problems] To achieve the above object, the throttle control device of the present invention has an accelerator operating mechanism M1 and an independent throttle operating mechanism M1 as shown in FIG. The throttle drive means M2 capable of driving the throttle valve 11 in the opening direction and the closing direction, the accelerator operation amount detection means M3 for detecting the operation amount of the accelerator operation mechanism M1, and the output signal of the accelerator operation amount detection means M3. And a control means M4 for controlling the drive of the throttle drive means M2 based on the target throttle opening degree set accordingly and adjusting the throttle opening degree. Vehicle speed detecting means M5 for detecting the speed of the vehicle; and first average vehicle speed calculating means M6 for calculating a first average vehicle speed within a first predetermined time with respect to the vehicle speed detected by the vehicle speed detecting means M5.
a, a second average vehicle speed calculating means M6b for calculating a second average vehicle speed within a second predetermined time with respect to the vehicle speed, and a first average vehicle speed of a calculation result of the first average vehicle speed calculating means M6a is: The second average vehicle speed of the calculation result of the first vehicle speed range fitness calculating means M7a for calculating the fitness corresponding to each of the vehicle speed ranges divided into the predetermined number and the second average vehicle speed calculating means M6b becomes the predetermined number. Based on the calculation results of the second vehicle speed range fitness calculating means M7b for calculating the fitness corresponding to each of the divided vehicle speed ranges, and the first and second vehicle speed range fitness calculating means M7a, M7b, a predetermined number is calculated. Driving state suitability calculating means M8 for calculating the suitability corresponding to each of the running states of the divided vehicles, and target throttle opening for setting the target throttle opening to a characteristic according to the calculation result of the running state suitability calculating means M8. And a degree setting means M9.

The target throttle opening degree setting means M9 calculates a weighted average of the throttle opening degrees based on the accelerator operation amount-throttle opening degree characteristic corresponding to each of the traveling states according to the degree of conformity of the calculation result of the traveling state conformity degree computing means M8. To set the target throttle opening.

Then, the traveling state adaptability calculating means M8 calculates the degree of adaptation corresponding to each vehicle speed range of the first vehicle speed area adaptability calculating means M7a and the second degree.
Based on the degree of adaptation corresponding to each vehicle speed range of the vehicle speed area adaptation degree calculating means M7b, the degree of adaptation corresponding to each of at least three traveling states can be calculated.

[Operation] In the throttle control device configured as described above, the accelerator operation mechanism is detected by the accelerator operation amount detecting means M3.
The manipulated variable of M1 is detected. The speed of the vehicle is detected by the vehicle speed detecting means M5, and the first and second average vehicle speed calculating means M6a and M6b respectively determine the first average vehicle speed within the first predetermined time by the first and second average vehicle speed calculating means M6b. A second average vehicle speed within the second predetermined time is calculated. Based on these average vehicle speeds, the first and second vehicle speed range adaptation degree calculating means M7a and M7b calculate the degree of adaptation corresponding to each of the predetermined number of vehicle speed ranges, and based on the calculation results, the traveling state. The suitability calculating means M8 calculates the suitability corresponding to each of the predetermined number of running states of the vehicle. Then, the target throttle opening is set by the target throttle opening setting means M9 to a characteristic corresponding to the calculation result of the traveling state adaptability calculating means M8, and the accelerator operation mechanism is set in accordance with this characteristic.
The target throttle opening corresponding to the operation amount of M1 is set.

Based on the target throttle opening set as described above,
The drive of a throttle drive unit M2 provided independently of the accelerator operation mechanism M1 is controlled by the control unit M4. The opening and closing of the throttle valve 11 is controlled by the throttle driving means M2, and a predetermined throttle opening is adjusted. As a result, the throttle control can be performed in accordance with the throttle characteristic most suitable for the running state.

Embodiment 1 Hereinafter, a preferred embodiment of a throttle control device of the present invention will be described with reference to the drawings.

As shown in FIGS. 2 and 3, a throttle valve 11 is rotatably supported by a throttle shaft 12 in an intake passage of a throttle body 1 of the internal combustion engine.
A case 2 is integrally formed on a side surface of the throttle body 1 on which one end of the throttle shaft 12 is supported, and a cover 3 is joined to the case 2 so that the throttle control according to the present embodiment is installed in a room defined by these components. A part of components constituting the device is housed. A throttle sensor 13 is mounted on the side of the throttle body 1 opposite to the case 2 where the other end of the throttle shaft 12 is supported.

The throttle sensor 13 has a detector that detects the opening of the throttle valve 11, is connected to the throttle shaft 12, and the rotational displacement of the throttle shaft 12 is converted into an electric signal.For example, an idle switch signal and a throttle opening signal are controlled by a controller. Output to 100.

A movable yoke 43 is fixed to the other end of the throttle shaft 12, and the throttle valve 11 is configured to rotate integrally with the movable yoke 43. Movable yoke 43
As shown in FIG. 3, is a circular dish-shaped magnetic material having a shaft portion fixed to the throttle shaft 12, and each open end faces a fixed yoke 44 of a magnetic material having substantially the same shape. In addition, the respective side walls and the shaft portion are fitted with a predetermined gap in a state of being overlapped in the axial direction. The fixed yoke 44 is fixed to the throttle body 1, and accommodates a coil 45 wound around a non-magnetic bobbin 46 in a space formed between the shaft portion and the side wall. A non-magnetic friction member 43a is embedded around the throttle shaft 12 on the bottom surface of the movable yoke 43, and the drive plate 41 is disposed to face the disk-shaped magnetic clutch plate 42. Thus, these components constitute the electromagnetic clutch mechanism 40.

The drive plate 41 is a circular dish having a shaft at the center,
The shaft is supported rotatably around the throttle shaft 12. An external gear is formed integrally with the shaft portion of the drive plate 41 so as to mesh with external teeth formed on a small-diameter portion of the gear 52 described later. As shown in FIG. 3, the above-mentioned clutch plate 42 is connected to the bottom surface of the drive plate 41 via a leaf spring 41a. This leaf spring 41a
As a result, the clutch plate 42 is urged in the direction of the drive plate 41 and is separated from the movable yoke 43 when the coil 45 is not energized.

The gear 52 that meshes with the drive plate 41 has a stepped cylindrical shape having a small-diameter portion and a large-diameter portion, each of which is formed with external teeth, and is rotatably supported around a shaft 52a fixed to the cover 3. I have. A motor 50 is fixed to the cover 3, and its rotating shaft is supported so as to be parallel and rotatable with respect to the shaft 52a. A gear 51 is fixed to the end of the rotating shaft of the motor 50, and meshes with the external teeth of the large diameter portion of the gear 52. In the present embodiment, a step motor is used as the motor 50, and the drive is controlled by the controller 100. Note that, as the motor 50, another type of motor such as a DC motor may be used.

Thus, when the motor 50 is driven to rotate and the gear 51 rotates, the gear 52 rotates, and the drive plate 41 meshing with the gear 52 rotates around the throttle shaft 12 together with the clutch plate 42. At this time, if the coil 45 shown in FIG. 3 is not energized, the clutch plate 42 is separated from the movable yoke 43 by the urging force of the leaf spring 41a. That is, in this case, the movable yoke 43, the throttle shaft 12, and the throttle valve 11 can freely rotate regardless of the drive plate 41. When the movable yoke 43 and the fixed yoke 44 are excited, the clutch plate 42 is moved by the electromagnetic force to the leaf spring 41a.
Is attracted in the direction of the movable yoke 43 against the urging force of the movable yoke 43 and comes into contact with the movable yoke 43. As a result, the clutch plate 42 and the movable yoke 43 are brought into a frictional engagement state, and the two rotate in a joined state together with the action of the friction member 43a. That is, in this case, the drive plate 41, the clutch plate 42, the movable yoke 43, the throttle shaft 12, and the throttle valve 11
Are integrally rotated by the motor 50 via the gears 51 and 52. Thus, these constitute the throttle drive means of the present invention.

An accelerator shaft 32 is rotatably supported on the cover 3 in parallel with the throttle shaft 12 and protrudes out of the cover 3. An accelerator link 31 constituting a rotary lever is fixed to a protruding end of the accelerator shaft 32, and a pin 33 a fixed to one end of an accelerator cable 33 is locked to a tip of the accelerator link 31. A return spring 35 is connected to the accelerator link 31, and the accelerator link 31 and the accelerator shaft 32 are urged in the direction in which the throttle valve 11 is closed. The other end of the accelerator cable 33 is connected to an accelerator pedal 34, and an accelerator operation mechanism is configured in which the accelerator link 31 and the accelerator shaft 32 rotate around the axis of the accelerator shaft 32 in response to the operation of the accelerator pedal 34. .

Between the throttle body 1 and the cover 3, ie, case 2
The accelerator shaft 32 inside is a plate-shaped accelerator plate 36
The throttle plate 21, which faces the accelerator plate 36, is attached to the accelerator shaft 36.
It is fixed to 32 small diameter portions 24.

The throttle plate 21 has an accelerator shaft 32 at the center.
The plate is supported by the small-diameter portion 24 and has a small-diameter portion and a large-diameter portion in the circumferential direction. External teeth are formed on the outer surface of the large-diameter portion as shown in FIG. The external teeth of the throttle plate 21 mesh with the external teeth formed on the movable yoke 43 described above. Accordingly, the throttle plate 21 is rotated by the rotation of the movable yoke 43, or the movable yoke 43 is rotated by the rotation of the throttle plate 21, and the throttle shaft 12 and the throttle valve 11 integrally connected thereto are rotated. Is configured to be able to rotate.

In the throttle plate 21, a step is formed at a connection portion between the small diameter portion and the large diameter portion, and an end face cam is formed on the outer peripheral side surface. A pin 23 is fixed to a large diameter portion of the throttle plate 21. One end of a return spring 22 is locked to the shaft of the throttle plate 21, and the other end is locked to a pin planted in the case 2. Accordingly, the throttle plate 21 is urged by the urging force of the return spring 22 in the direction B in FIG. 2, that is, in the direction in which the throttle valve 11 is closed.

The accelerator plate 36 has an accelerator shaft 32 at the center.
And a arm portion extending in the radial direction. The disc portion has a small diameter at a portion continuous to the arm portion, a concave portion is formed, and an end face cam is formed on the outer peripheral side surface. The side of the arm is pin 23 of the throttle plate 21
It is arranged so that it may face. That is, when the accelerator plate 36 rotates in the direction of arrow A in FIG. 2 and the arm portion abuts on the pin 23 of the throttle plate 21, the accelerator plate 36 and the throttle plate 21 rotate integrally. Have been. Note that a pin 36c extending in the axial direction of the accelerator shaft 32 is implanted in the accelerator plate 36. 2 is the initial position of the accelerator plate 36 and the throttle plate 21. When the drive plate 41 is joined to the movable yoke 43 by the electromagnetic clutch mechanism 40, the throttle valve 11 Rotated by 50.

An accelerator sensor 37 as an accelerator operation amount detecting means according to the present invention is fixed to an outer periphery of a bearing portion of an accelerator shaft 32 formed on the cover 3. The accelerator sensor 37 has a well-known structure and includes a member having a thick film resistor (not shown) and a brush opposed thereto, and the brush is arranged so as to engage with the pin 36c of the accelerator plate 36. Thus, the rotation angle of the accelerator shaft 32 that rotates integrally with the accelerator plate 36, that is, the accelerator opening is detected by the accelerator sensor 37, and is used as a measure of the accelerator operation amount according to the present invention. The accelerator sensor 37 is electrically connected to a printed wiring board 70 interposed between the case 2 and the cover 3, and the plate wiring board 70 is electrically connected to the controller 100 via leads 71. ing.

Also, the throttle plate 21 and the accelerator plate 36
3 is fixed to the case 3 via a stay as shown in FIG. 3 and is electrically connected to the printed wiring board 70. Limit switch 60
Has opposed contacts (not shown), and a roller 63 is mounted at the tip.

The roller 63 is urged so as to contact the outer peripheral side of each of the throttle plate 21 and the accelerator plate 36, as is clear from FIGS. Therefore, the roller 63
Is driven by the end face cams formed on the throttle plate 21 and the accelerator plate 36, and the opposing contacts are brought into contact with or separated from each other depending on the operation of the roller 63. Except when the accelerator pedal 34 has an operation amount equal to or less than a predetermined operation amount, that is, the rotation angle of the accelerator plate 36 is equal to or less than the predetermined angle, and the throttle plate 21 is rotationally driven beyond the predetermined angle, the limit switch The 60 opposing contacts are in contact.

When the operation amount of the accelerator pedal 34 is equal to or less than the predetermined operation amount, for example, the accelerator plate 36 is in the state of FIG. 2, the operation amount is substantially zero, and the throttle valve 11 is in the open state. When the opening degree exceeds a predetermined angle and becomes large, that is, when the throttle plate 21 rotates by a predetermined angle or more in the direction of arrow A in FIG. 2, the roller 63 comes into contact with the small-diameter portions of the throttle plate 21 and the accelerator plate 36 and opposes each other. Contacts open.

The controller 100 is a control circuit including a microcomputer, and includes a control unit, a first and a second average vehicle speed calculation unit, a first and a second vehicle speed range compatibility calculation unit, a traveling state compatibility calculation unit, and a control unit according to the present invention. It has a function as target throttle opening setting means. That is, detection signals of various sensors mounted on the vehicle are input as shown in FIG. 4, and various controls including drive control of the electromagnetic clutch mechanism 40 and the motor 50 are performed. In this embodiment, the controller 10
With 0, various controls such as constant speed running control and acceleration slip control are performed in addition to the control according to the normal accelerator operation.

In FIG. 4, the controller 100 has a microcomputer 110, an input processing circuit 120 and an output processing circuit 130 connected thereto, the motor 50 is connected to the output processing circuit 130, and the coil 45 of the electromagnetic clutch mechanism 40 is Output processing circuit via a first energizing circuit 101 including a limit switch 60 and a second energizing circuit 102 including a normally closed switch SC2
Connected to 130. The controller 100 is connected to a power source V _B through an ignition switch 99.

Then, the accelerator sensor 37 is connected to the input processing circuit 120, outputs a signal corresponding to the depression amount of the accelerator pedal 34, that is, the accelerator opening, and is input to the input processing circuit 120 together with the output signal of the throttle sensor 13. In the controller 100, the electromagnetic clutch mechanism 40 is turned on / off in accordance with the operating conditions, and the throttle valve 11 is set in accordance with the accelerator opening, the operating state of the internal combustion engine and the running state of the vehicle.
The drive of the motor 50 is controlled so as to obtain the opening degree, that is, the throttle opening degree.

The constant speed switch 80 is connected to the input processing circuit 120. The constant speed traveling switch 80 comprises a main switch 81 for turning on / off the power of the entire constant speed traveling control system and a control switch 82 for performing various controls. The latter is composed of a plurality of switch groups, ie, set switches as shown in FIG. ST, Accelerate switch AC, Cancel switch
It is composed of a CA and a resume switch RS, and has various known switch functions.

The input processing circuit 120 is connected to a vehicle speed sensor 90 for detecting a vehicle speed, that is, a vehicle speed. As the vehicle speed sensor 90, for example, there is a vehicle provided with a reed switch facing a magnet rotating in conjunction with a gear of a transmission (not shown), and various means such as an optical sensor are known. I have.

The wheel speed sensor 91 connected to the input processing circuit 120 is used for constant-speed running control, acceleration slip control, and the like, and a well-known electromagnetic pickup sensor or hall sensor is used. In FIG. 4, the number is one, but it is attached to each wheel as needed. Input processing circuit 120
Is connected to an ignition circuit unit, commonly called an igniter 92, and receives an ignition signal to detect the rotation speed of the internal combustion engine. Further, a transmission controller 93 is also connected. This is an electronic control unit that controls the automatic transmission, detects signals such as the wheel speed sensor 91 and the throttle sensor 13 and detects the operating state of the internal combustion engine and the running state of the vehicle. The shift operation is performed by calculating a position and the like, outputting a shift signal and a timing signal, driving a solenoid valve in accordance with the shift signal and controlling the hydraulic pressure to a brake or a clutch. The shift signal and the like output from the transmission controller 93 are supplied to the controller 100.

Mode switch 94 connected to input processing circuit 120
Is stored in the microcomputer 110 in advance in accordance with various operation modes for the correspondence between the amount of depression of the accelerator pedal 34 and the opening of the throttle valve 11, and the map is appropriately selected and selected according to the operation mode. The opening of the throttle valve 11 is set. When the driver does not like the acceleration slip control, the acceleration slip control prohibition switch 95 outputs a signal for prohibiting the control to the microcomputer 110 by operating the acceleration slip control. For example, when performing acceleration slip control, the steering sensor 96 determines whether or not the steering is turned, and can set a target slip ratio according to the determination result. The brake switch 97 is a switch that opens and closes in response to the operation of a brake pedal (not shown). By operating the brake switch 97, the brake lamp 98 is turned on, and the normally closed switch SC2 is opened and driven in conjunction with the electromagnetic clutch mechanism 40. The second energizing circuit 102 for constant speed control is opened.

The starter circuit 200 controls the drive of the starter motor 201. The second relay 2 is connected in series to the coil of the first relay 202 that controls the opening and closing of the drive circuit of the starter motor 201.
03 is provided to control the second relay 203 according to the output signal of the controller 100. A starter switch 204 is connected in series with the first relay 202 and the second relay 203, and a neutral start switch 205 is interposed between the starter switch 204 and the vehicle equipped with the automatic transmission. This is because when the automatic transmission (not shown) is in the neutral position, it is turned on. When the starter switch 204 is turned on in this state, the second relay 203 is turned on.
Is turned on, the coil of the first relay 202 is energized, the drive circuit of the starter motor 201 is turned on, and the starter motor 201 is driven.

The flowchart of FIG. 5 shows the overall operation of the throttle control device of the present embodiment. Initialization is performed in step S1, and the various input signals to the input processing circuit 120 are processed in step S2, and step S3 is performed. The control mode is selected according to these input signals. That is, any one of steps S4 to S8 is selected.

When the control in step S4, step S5, or step S6 is performed, torque control is performed in step S9, and cornering control of throttle control according to the steering angle (not shown) is performed in step S10. still,
The idling speed control in step S7 controls the idling speed to be maintained at a constant value even when the engine state changes, and step S8 performs post-processing after turning off the ignition switch 99. is there. Then, in step S11, a self-diagnosis is performed by the diagnosis means and a fail process is performed. Then, in step S12, output processing is performed, and the electromagnetic clutch mechanism 40 and the motor 50 are driven via the output processing circuit 130. Thus, the above-described routine is repeated at a predetermined cycle.

In the normal accelerator control mode of step S4, when the accelerator pedal 34 is not operated, that is, when the throttle valve 11 is fully closed, the throttle plate 21 and the accelerator plate 36 are located as shown in FIG. And the coil 45 of the electromagnetic clutch mechanism 40 is energized via the first drive circuit 101.

The coil 45 is energized, and the fixed yoke 44 and the movable yoke 43
Is excited, the clutch plate 42 is joined to the movable yoke 43, and the driving force of the motor 50 is transmitted to the throttle shaft 12. Thereafter, unless an abnormal state occurs, the throttle shaft 12 is rotationally driven by the motor 50. Therefore, the opening of the throttle valve 11 is controlled by the control of the motor 50 by the controller 100. That is, in the normal accelerator control mode, when the depressing operation of the accelerator pedal 34 is performed, the accelerator link 31 is rotated against the urging force of the return spring 35 according to the operation amount. As a result, the accelerator plate 36 rotates in the direction of arrow A in FIG. 2 to maintain the ON state of the limit switch 60, and the accelerator sensor 37 interlocked via the pin 36c shown in FIG. The rotation angle of the accelerator plate 36 corresponding to the operation amount of 34 is detected.

The detection output of the accelerator sensor 37 is input to the controller 100, where the target throttle opening θtd corresponding to the rotation angle of the accelerator plate 36, that is, the accelerator opening is obtained.
When the motor 50 is driven and the throttle shaft 12 rotates, a signal corresponding to the rotation angle is output from the throttle sensor 13 to the controller 100, and the controller 100 controls the throttle valve 11 so that the throttle valve 11 becomes substantially equal to the target throttle opening θtd. Drives the motor 50. Thus, throttle control corresponding to the depression amount of the accelerator pedal 34 is performed, and an engine output corresponding to the opening of the throttle valve 11 is obtained.

During the operation of the throttle valve 11, the accelerator plate 36 and the throttle plate 21 do not engage,
Acceleration plate 36 for rotation of throttle plate 21
Follow a predetermined angle. Therefore, there is no mechanical connection between the accelerator pedal 34 and the throttle valve 11, and a smooth start and running can be ensured in accordance with the operation of the accelerator pedal 34. When the accelerator pedal 34 is released, the return spring 35 is released.
Accelerator link by the urging force of
31 returns to the initial position, and the throttle valve 11 is also brought to the fully closed position.

FIG. 6 shows the processing contents of the normal accelerator control subroutine of the above-mentioned step S4, and includes steps 100 to 6
The details of the processing of each step will be described later with reference to FIGS. 7 to 12. First, in step 100, an average vehicle speed Va1 at a predetermined time t1 is calculated.
Subsequently, in step 200, the average vehicle speed Va2 at the predetermined time t2
Is calculated. Then, the process proceeds to step 300, where the average vehicle speed Va1
Is calculated for each of the three vehicle speed ranges.
Similarly, in step 400, the degree of suitability of the average vehicle speed Va2 corresponding to each of the three vehicle speed ranges is calculated. And step
Proceeding to 500, the fitness corresponding to each of the three running states is calculated, and the target throttle opening θtd is calculated in step 600 according to the fitness of the running state.

FIG. 7 shows the processing content of the average vehicle speed Va1 calculation in step 100. First, in step 101, the vehicle speed sensor 90
The vehicle speed Vn detected by the vehicle is a predetermined speed Vs (for example, 2 km / h)
It is determined whether the vehicle speed is greater than the predetermined vehicle speed Vs. If it is determined that the vehicle speed is equal to or lower than the predetermined vehicle speed Vs, the process returns to the routine of FIG. If it is determined that the vehicle speed is higher than the predetermined vehicle speed Vs, a value (1-K1) obtained by subtracting the weighted average constant K1 from 1 in step 102 is the average vehicle speed.
The value is multiplied by Va1, and then, in step 103, a value (Vn × K1) obtained by multiplying the vehicle speed Vn by the weighted average constant K1 is added to obtain a new average vehicle speed Va1. Note that the value of the weighted average constant K1 is equal to the control cycle t.
The value is ts / t1 (for example, 1/3000) obtained by dividing s (for example, 10 ms) by a predetermined time t1 (for example, 30 seconds). Figure 8 shows Step 2
FIG. 7 shows the processing contents of the average vehicle speed Va2 calculation of 00, in which the average vehicle speed Va2 at a predetermined time t2 (for example, 10 seconds) is calculated and the value of the weighted average constant 2 (for example, 1/1000) is different. Since the processing is the same as that described above, the description is omitted.

FIG. 9 shows the processing contents of the vehicle speed range adaptation calculation relating to the average vehicle speed Va1 in step 300, and the weight values of the vehicle speed range divided into three, that is, weights W11, W12, W13.
Is calculated. First, in step 301, past data is cleared and all of the weights W11, W12, and W13 are set to 0. In step 302, the average vehicle speed Va1 becomes the discrimination value D11 (for example, 1
0 km / h), and when it is determined that the value is smaller than this value (Va1 <D11), the process proceeds to step 303, and the value of the weight W11 is set to “1”. When it is determined that the average vehicle speed Va1 is equal to or greater than the discrimination value D11 (Va1 ≧ D11), the process proceeds to step 304, where the average vehicle speed Va1 is compared with the discrimination value 12 (for example, 15 km / h). If the average vehicle speed Va is smaller than the discrimination value D12 (D11 ≦ Va1 <D12), in step 305, the weight W11 is set to a value calculated based on the following equation (1), and is equal to or greater than the discrimination value D12 (Va1 ≧ D1).
In the case of 2), the value of the weight W11 is "0" in step 306.
It is said.

That is, in step 305, the discrimination value D12 and the discrimination value D1
A value obtained by proportionally distributing “1”, which is the maximum value of the weight, in accordance with the ratio of the value of the average vehicle speed Va1 to the discrimination value D12 between 1 and the value is determined as the weight W11. The situation during this time is clear from the relationship between the weights W11 and W12 shown in FIG.

Next, in step 307, the average vehicle speed Va1 is compared with the discrimination value D13 (for example, 10 km / h). If it is determined that the value is smaller than this value (Va1 <D13), the weight W12 is set to “0” in step 308.
It is said. If it is determined that the average vehicle speed Va1 is equal to or greater than the discrimination value D13 (Va1 ≧ D13), it is compared with the discrimination value D16 in step 309, and if it is determined that this value is larger than this value (Va1> D16), in step 308. The weight W12 is set to 0, and is equal to or less than this value (Va1 ≦ D
16), the discrimination value D14 (for example, 15)
km / h). When it is determined that the average vehicle speed Va1 is smaller than the discrimination value D14 (accordingly, D13 ≦ Va1 <D14), in step 311, the weight W12 is set to a value calculated based on the following equation (2), and the discrimination value is set. If D14 or more (Va1 ≧ D14), the process proceeds to step 312. That is, in step 311, the discrimination value D of the average vehicle speed Va1 is between the discrimination value D14 and the discrimination value D13.
A value obtained by proportionally distributing “1”, which is the maximum value of the weight, in accordance with the ratio to “13” is obtained, and is set as the weight W12.

In step 312, the average vehicle speed Va1 is set to the discrimination value D15 (for example, 50 k
m / h), and if smaller than this value (Va1 <D15), the value of the weight W12 is set to “1” in step 313. Step if the average vehicle speed Va1 is equal to or greater than the discrimination value D15 (Va1 ≧ D15)
At 314, the weight W12 is set to a value calculated based on the following equation (3).

The discrimination value D16 is set to, for example, 70 km / h. Since the meaning of the equation (3) is the same as that of the above-mentioned equation (1), the description is omitted.

Then, the process proceeds to step 315, where the average vehicle speed Va1 is the discrimination value D17.
(For example, 60 km / h) and smaller than this value (Va1 <D1
When it is determined to be 7), the weight W13 is set to “0”.
If it is determined that the average vehicle speed Va1 is equal to or greater than the discrimination value D17 (Va1 ≧ D17), it is compared with the discrimination value D18 (for example, 80 km / h) in step 317, and is determined to be smaller than this value (Va1 <D18). When,
In step 318, the weight W13 is set to a value calculated based on the following equation (4). If the discrimination value D18 or more (Va1 ≧ D18), the process proceeds to step 319, where the weight W13 is set to “1”.

Thus, in step 320, the weights W11, W12, and W13 are normalized. That is, the weights W11, W12, and W13 determined as described above are adjusted so that the following equation (5) is satisfied, and the weights W12 and W13 are set to the values shown by the broken lines in FIG. You.

W11 + W12 + W13 = 1 (5) FIG. 10 shows the processing contents of the average vehicle speed range adaptation calculation of the average vehicle speed Va2 in step 400, except that the values of the discrimination values D21 to D28 and the weights W21, W22, W23 are different. Since the processing is the same as that in FIG. 9, the description is omitted. The weight during this time
The setting status of the values of W21, W22, and W23 is as shown in FIG. 17, and the values shown by the broken lines in the figure are the values of the respective weights after the normalization. The discrimination value D21 is set to, for example, 20 km / h.
22 is 30km / h, D23 is 10km / h, D24 is 30km / b, D25 is 60km / h, D26
Is set at 70km / h, D27 is set at 60km / h, and D28 is set at 80km / h.

FIG. 11 shows the processing contents of the running state conformance calculation in step 500.In step 501, the values of the weights W11 and W21 are multiplied to obtain the running state conformity R1, and step 502
In step 503, the running state conformity R2 is calculated based on the following equation (6), and in step 503, the running state conformity R3 is calculated based on the following equation (7).

R2 = W11 × (W22 + W23) + W12 + W13 × W21 (6) R3 = W13 × (W22 + W23) (7) The weights W11, W12, W13 and W21, W22, W23 are shown in FIGS. 9 and 10 as described above. It is calculated according to the flowchart shown. Note that the running state suitability R1 is, for example, the suitability for a running state in a traffic jam, the running state suitability R2 is the suitability for city street running, and the running state suitability R3 indicates the suitability for high-speed running. When in the state, the maximum value is "1".

FIG. 12 shows the processing contents of the target throttle opening θtd calculation in step 600. When the running state conformity R1 is “1” in step 601, that is, the optimal accelerator opening during traffic congestion shown in FIG. The target throttle opening θt1 is calculated from the throttle opening characteristic (hereinafter, simply referred to as the optimum throttle characteristic) and the accelerator opening at that time. Similarly step 60
At 2,603, the target throttle openings θt2 and θt3 are calculated from the optimum throttle characteristics in the city running state and the high-speed running state shown in FIGS. 14 and 15, respectively, and the accelerator opening at that time. Then, in step 604, the target throttle opening θt1 to θt3 and the calculation result of the running state suitability in FIG. 11 are substituted into the following equation (8), and the target throttle opening θtd is obtained. That is, the target throttle opening degrees θt1 to θt3 are weighted and averaged based on the running state conformance degrees R1 to R3.

θtd = θt1 × R1 + θt2 × R2 + θt3 × R3 (8) Thus, for example, the average vehicle speed Va2 is set to a vehicle speed close to the actual vehicle speed. Is calculated for the vehicle speed range,
Based on these, the running state adaptability is determined, and the uncertainty of the running state is clarified. Then, the target throttle opening based on the optimum throttle characteristics of the three driving states is weighted and averaged based on the running state suitability set according to the running state every moment, and the optimum target throttle opening θtd is set.

[Effects of the Invention] The present invention has the following effects when configured as described above.

That is, according to the present invention, in a throttle control device in which a throttle opening is adjusted by a throttle driving means independent of an accelerator operating mechanism, two kinds of average vehicle speeds are calculated by first and second average vehicle speed calculating means. And the first
And the second vehicle speed range adaptability calculating means calculates the traveling condition adaptability of the vehicle based on the calculation result, and sets the target throttle opening in accordance with this. Even in the case of confirmation, the optimum target throttle opening can be set accurately and promptly according to the running state.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an outline of a throttle control device of the present invention, FIG. 2 is an exploded perspective view of one embodiment of the throttle control device of the present invention, FIG. same,
FIG. 5 is a flowchart showing the overall operation of an embodiment of the throttle control device of the present invention, FIG. 6 is a flowchart showing a normal accelerator control process in FIG. 5, 7 is a flowchart showing the processing of calculating the average vehicle speed Va1 in FIG. 6, FIG. 8 is a flowchart showing the processing of calculating the average vehicle speed Va2 in FIG. 6, and FIG. 9 is a flowchart showing the processing for the average vehicle speed Va1 in FIG. FIG. 10 is a flowchart showing the processing of the vehicle speed range adaptation calculation, FIG. 10 is a flowchart showing the processing of the vehicle speed range adaptation calculation for the average vehicle speed Va2 in FIG. 6, and FIG. FIG. 12 is a flowchart showing a process of calculating a target throttle opening θtd in FIG. 6, and FIG. 13 is an accelerator opening-throttle opening in a running state during a traffic jam in one embodiment of the present invention. Graph showing the characteristics,
FIG. 14 is a graph showing an accelerator opening degree-throttle opening degree characteristic in a city driving state, and FIG. 15 is a graph showing an accelerator opening degree-throttle opening degree characteristic in a high speed driving state.
FIG. 9 is a graph showing the setting status of each weight when calculating the average vehicle speed Va1 in FIG. 9, and FIG. 17 is a graph showing the setting status of each weight when calculating the average vehicle speed Va2 in FIG. 1 ... throttle body, 11 ... throttle valve, 12 ... throttle shaft, 13 ... throttle sensor, 21 ... throttle plate, 22 ... return spring, 23 ... pin, 31 ... accelerator link (accelerator operating mechanism) ), 33 ... accelerator cable (accelerator operation mechanism), 34 ... accelerator pedal (accelerator operation mechanism), 35 ... return spring, 36 ... accelerator plate, 37 ... accelerator sensor (accelerator operation amount detecting means), 40
... Electromagnetic clutch mechanism, 41 ... Drive plate (throttle drive means), 42 ... Clutch plate (throttle drive means) 43 ... Movable yoke (throttle drive means), 44 ... Fixed yoke, 45 ... Coil, 46 ... bobbin, 50 ... motor (throttle drive means), 51, 52 ... gear, 60 ... limit switch, 63 ... roller, 80 ... constant speed traveling control switch, 81 ... main switch, 82 ... … Control switch, 90 …… Vehicle speed sensor, 91 …… Wheel speed sensor, 92 …… igniter, 93 …… Transmission control, 94 …… Mode changeover switch, 95 …… Acceleration slip control prohibition switch, 96 …… Steering sensor, 97: Brake switch, 98: Brake lamp, 99: Ignition switch, 100: Controller, 101: First energizing circuit, 102: Second Energizing circuit, 110 ...... microcomputer, 120 ...... input processing circuit, 130 ...... output processing circuit, 200 ...... starter circuit

Continuation of the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F02D 9/00-9/10 F02D 41/00-45/00 395 F02D 29/00-29/06

Claims (3)

(57) [Claims] An accelerator operating mechanism, a throttle driving means provided independently of the accelerator operating mechanism and capable of driving a throttle valve in an opening direction and a closing direction, and an accelerator operation detecting an accelerator operation amount of the accelerator operating mechanism A throttle control device comprising: an amount detection unit; and a control unit that controls the drive of the throttle driving unit based on a target throttle opening set according to an output signal of the accelerator operation amount detection unit to adjust the throttle opening. Vehicle speed detecting means for detecting the speed of the vehicle; first average vehicle speed calculating means for calculating a first average vehicle speed within a first predetermined time with respect to the vehicle speed detected by the vehicle speed detecting means; On the other hand, a second average vehicle speed calculation means for calculating a second average vehicle speed within a second predetermined time, and a first average calculation result of the first average vehicle speed calculation means. A first vehicle speed range adaptability calculating means for calculating a fitness corresponding to each of the vehicle speed ranges in which the average vehicle speed is divided into a predetermined number; and a second average vehicle speed of a calculation result of the second average vehicle speed calculating means being a predetermined value. Second vehicle speed range fitness calculating means for calculating a fitness corresponding to each of the vehicle speed ranges divided into numbers;
Traveling state adaptation calculating means for calculating an adaptation corresponding to each of the traveling states of the vehicle divided into a predetermined number based on the calculation results of the first and second vehicle speed range adaptation calculating means; A throttle opening degree setting means for setting the degree to a characteristic corresponding to a calculation result of the running state adaptation degree calculation means. 2. The method according to claim 1, wherein the target throttle opening degree setting means is configured to:
2. The throttle control device according to claim 1, wherein a target throttle opening is set by weighted averaging of throttle opening based on an accelerator operation amount-throttle opening characteristic corresponding to each of the running states. . 3. The vehicle according to claim 1, wherein said traveling state adaptability calculating means comprises:
The vehicle speed range adaptability calculating means of the second vehicle speed range fitness calculating means corresponds to each of the at least three traveling states based on the fitness corresponding to each vehicle speed range and the second vehicle speed range fitness calculating means corresponding to each vehicle speed range. 3. The throttle control device according to claim 2, wherein the degree of adaptation is calculated.