JP2928352B2 - Engine control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention controls a throttle valve disposed in an intake system of an engine mounted on a vehicle in accordance with a control mode set according to an operating state of the engine. The present invention relates to a control device for an engine.

(Prior Art) In an engine mounted on a vehicle, a throttle valve arranged in an intake passage is mechanically connected to an accelerator operation unit such as an accelerator pedal via, for example, a wire cable or the like. An actuator that opens and closes in accordance with the operation amount of the operation unit is widely used.Apart from such an actuator, an electric actuator that drives a throttle valve disposed in an intake passage is used. Provided, the electric actuator is controlled by an accelerator operation unit such as an accelerator pedal, so that the throttle valve can be opened and closed, for example,
It has been proposed as disclosed in Japanese Patent Application Laid-Open No. 61-126346. When such a throttle valve is driven by an electric actuator, for example, as disclosed in JP-A-63-25355,
An advantage is obtained in which the opening / closing control mode of the throttle valve can be switched to various modes depending on the traveling state of the vehicle.

As an opening / closing control mode performed on the throttle valve driven by the electric actuator, for example, an effective throttle opening degree is calculated based on an opening degree of an accelerator pedal, and the calculated opening degree of the throttle valve is calculated. The effective acceleration is calculated based on the amount of change in the opening degree of the accelerator pedal, and the throttle is controlled so that the vehicle takes a running state that achieves the effective acceleration. 2. Description of the Related Art Acceleration control or the like in which valve opening / closing control is performed is known. And, for example, when the throttle control is performed when the engine mounted on the vehicle is in a low load and low speed driving state, it is possible to finely control the running state of the vehicle by operating the accelerator pedal, and When the acceleration control is performed when the engine is in a high load and high speed driving state, a good feeling of acceleration of the vehicle can be obtained.

(Problems to be Solved by the Invention) In a vehicle equipped with a throttle valve in which the above-described throttle control and acceleration control are selectively performed according to, for example, an operating state of an engine, a throttle valve is provided. When the opening / closing control performed on the vehicle is switched from one of the throttle control and the acceleration control to the other, a sudden change occurs in the running state or the operating state of the engine, which causes an inconvenience to the occupant. There is a fear. Therefore, it is desired that switching from one of the throttle control and the acceleration control to the other be performed without a sudden change in the running state of the vehicle or the operating state of the engine. For example, Japanese Patent Application Laid-Open No.
Japanese Patent Publication No. 355 discloses a vehicle in which, when switching from one of the throttle control and the acceleration control to the other, the throttle valve is controlled so that the occupant does not feel uncomfortable. However, it is difficult to say that the purpose of such a vehicle has been sufficiently achieved.

In view of such a point, the present invention is based on the premise that the throttle valve arranged in the intake system of the engine mounted on the vehicle performs the throttle control and the acceleration control that are set according to the operating state of the engine. Thus, when switching from the state in which the throttle control is performed to the state in which the acceleration control is performed, it is possible to avoid a situation in which a sudden change in the running state of the vehicle or the operating state of the engine occurs.
An object of the present invention is to provide an engine control device.

(Means for Solving the Problems) In order to achieve the above object, an engine control device according to the present invention has an operation amount of an accelerator operation unit provided in a vehicle as shown in FIG. Operating amount detecting means for detecting an engine operating state, a throttle valve arranged in an intake system of an engine mounted on the vehicle, operating state detecting means for detecting an operating state of the engine, and an accelerator detected by the accelerator operating amount detecting means Throttle opening calculation means for calculating an effective throttle opening based on the operation amount of the operation unit;
Acceleration calculation means for calculating an effective acceleration based on a change in the operation amount of the accelerator operation portion detected by the accelerator operation amount detection means, and opening and closing control of the throttle valve so that the opening of the throttle valve matches the effective throttle opening Throttle control means for controlling the opening and closing of the throttle valve to cause the vehicle to take a running state that achieves an effective acceleration; and operating state detecting means for determining that the operating state of the engine is in a low-load and low-speed operating state. When it is detected, a first control mode in which the opening and closing control of the throttle valve is performed by the throttle control means is set, and when the operation state of the engine is detected to be in a high load and high speed operation state by the operation state detection means. The opening / closing control for the throttle valve is performed by the acceleration control means.
Control mode setting means for setting the control mode of
In addition, at the time of state switching in which the control state of the throttle valve is changed from the first control mode to the second control mode, the control gain in the opening / closing control by the throttle control means is gradually reduced, and the acceleration control is performed. Gain changing means for gradually increasing the control gain in the opening / closing control by the means is provided and configured.

(Operation) In the engine control device according to the present invention configured as described above, when the operation state of the engine is a low load and low speed operation state, the throttle control is performed and the operation state of the engine is high. When the engine is in a load and high-speed operation state, acceleration control is performed, and the engine operation state shifts from a low-load and low-speed operation state to a high-load and high-speed operation state, and acceleration control is performed in a state in which throttle control is performed. When switching to the state where the throttle valve is switched, the control gain in the opening and closing control of the throttle valve by the throttle control unit is gradually reduced by the gain changing unit, and the control gain in the opening and closing control of the throttle valve by the acceleration control unit is gradually reduced. Increased. Thereby, when the operation state of the engine is low load and low speed operation state, the traveling state of the vehicle can be delicately controlled by operating the accelerator pedal, and when the engine operation state is high load and high speed operation state, A good feeling of acceleration of the vehicle can be obtained, and the transition from the state in which the throttle control means controls the throttle valve to the state in which the acceleration control means controls the throttle valve is gradually and smoothly performed. As a result, upon switching from the state in which the throttle control is performed to the state in which the acceleration control is performed,
No abrupt change occurs in the running state of the vehicle or the operating state of the engine, so that the occupant of the vehicle does not feel uncomfortable.

(Embodiment) FIG. 2 shows an example of an engine control device according to the present invention, together with a part of an engine to which it is applied.

In FIG. 2, a combustion chamber 5 is formed above a cylinder 4 in which a piston 3 formed inside the engine main body 1 is disposed. In the combustion chamber 5, an intake passage 7 and an exhaust passage 8 are formed. It is connected. An air cleaner 10, an air flow meter 11, a compressor 14 of a turbocharger 13, an intercooler 15 for cooling intake air pressurized by the compressor 14, a pressure sensor 16, an accelerator pedal A throttle valve 18 which is opened and closed in accordance with the operation of the throttle valve 18 is provided, and a throttle opening sensor 20 for detecting the opening of the throttle valve 18 is provided.
Is provided, and an actuator 21 configured to drive the throttle valve 18, for example, a motor is provided. Further, a portion of the intake passage 7 downstream of the throttle valve 18 forms a surge tank 22 having a relatively large volume.

The exhaust passage 8 includes a turbine 12 in the turbocharger 13.
Are provided, and a bypass 23 is provided for a portion where the turbine 12 is provided. The bypass 23 is opened and closed by a waste gate valve 25 driven by an actuator 24 having a negative pressure operated diaphragm mechanism.

One end of the pressure working chamber of the actuator 24 is connected to a pressure introducing passage 26 connected to the surge tank 22 of the intake passage 7, and the other is connected to a pressure introducing passage 28 via a solenoid valve 27. One end of the passage 28 is connected to an upstream side of a portion of the intake passage 7 where the compressor 14 of the turbocharger 13 is provided. The solenoid valve 27 is of a normally-closed type, and applies a negative pressure from the intake passage 7 introduced through the pressure introduction passage 28 to the actuator 24 according to the pulse occupancy of the pulse forming the drive signal Ca supplied from the control unit 40. To act on the pressure working chamber, whereby the waste gate valve 25
Thus, the bypass 23 is driven to open.

Control unit that supplies drive signal Ca to solenoid valve 27
In 40, a detection output signal SP obtained from a pressure sensor 16 for detecting a pressure of a portion between the compressor 14 and the throttle valve 18 of the turbocharger 13 in the intake passage 7, and an opening degree of the throttle valve 18 are detected. A detection output signal ST obtained from the throttle opening sensor 20, a detection output signal SB obtained from an acceleration sensor 30 for detecting the acceleration of a vehicle on which the engine body 1 is mounted, and a rotation output sensor 31 for detecting an engine speed. Detection output signal SN, detection output signal obtained from accelerator opening sensor 32 for detecting the opening of accelerator pedal 35
SA, a detection output signal SV obtained from a vehicle speed sensor 33 for detecting a traveling speed (vehicle speed) of the vehicle, and a shift lever provided in connection with a speed change mechanism connected to the engine body 1.
A detection output signal SS obtained from the shift position sensor 34 for detecting the 36 shift positions is supplied.

The control unit 40 performs supercharging pressure control on the turbocharger 13 and throttle control and acceleration control on the throttle valve 18 based on these various detection output signals.

In the supercharging pressure control by the control unit 40, when the engine main body 1 is in the operating state, the detection output signal SP represents the position between the compressor 14 of the turbocharger 13 and the throttle valve 18 in the intake passage 7. Is detected to be equal to or higher than a preset allowable supercharging pressure, a drive signal Ca having a pulse occupation ratio that makes the valve opening period of the solenoid valve relatively long is supplied to the solenoid valve 27. Is supplied to the solenoid valve 27 and acts on the pressure working chamber of the actuator 24 from the solenoid valve 27 to increase the intake pressure. Thus, the effective opening area of the bypass 23 is increased by the waste gate valve 25, and the exhaust pressure acting on the turbine 12 of the turbocharger 13 is reduced. As a result, the supercharging pressure in the intake passage 7 by the turbocharger 13 is set within the allowable supercharging pressure range.

In the control unit 40, the accelerator opening Ac is plotted on the horizontal axis, and the reference throttle opening TH is plotted on the vertical axis. The characteristic diagram shown in FIG. FIG. 4 shows dAc / dt, the vertical axis represents the accelerator opening change speed correction coefficient P, the horizontal axis represents the vehicle speed V, and the vertical axis represents the vehicle speed correction coefficient Q. The characteristic diagram shown in FIG. 5 is shown in FIG. 5, the accelerator opening change ΔAc is taken on the horizontal axis, the reference acceleration DA is shown on the vertical axis, and the characteristic diagram shown in FIG.
A plurality of characteristic diagrams including the characteristic diagram shown in FIG. 7 in which the horizontal axis represents the vehicle speed V and the vertical axis represents the reference accelerator opening AB are stored in the built-in memory as data maps. ing.

Under such circumstances, the control unit 40 performs throttle control when it is detected based on the detection output signals ST and SN that the engine is in a low load and low speed operation state. When the throttle control is performed by the control unit 40, when the accelerator pedal 35 is depressed, the opening degree of the accelerator pedal 35 and the opening change speed are detected based on the detection output signal SA obtained from the accelerator opening degree sensor 32. At the same time, the shift speed in the speed change mechanism is detected based on the shift position of the shift lever 36 indicated by the detection output signal SS. Then, the detected gear position in the transmission mechanism is compared with the throttle opening lines a, b, c and d in the characteristic diagram shown in FIG.
One of a, b, c and d is selected. Next, the opening of the accelerator pedal 35 is compared with the selected throttle opening line, and a reference throttle opening corresponding to the opening is obtained.

Further, the opening change speed of the accelerator pedal 35 is compared with a characteristic line e in the characteristic diagram shown in FIG. 4, and an accelerator opening change speed correction coefficient corresponding to the opening change speed of the accelerator pedal 35 is set. . The accelerator opening change speed correction coefficient takes a larger value of 1 or more as the opening change speed of the accelerator pedal 35 increases. Further, the vehicle speed represented by the detection output signal SV is compared with the characteristic line f in the characteristic diagram shown in FIG. 5, and a vehicle speed correction coefficient corresponding to the vehicle speed represented by the detection output signal SV is set. Such a vehicle speed correction coefficient takes a relatively low constant value when the vehicle speed represented by the detection output signal SV takes a value less than the value Va, and the vehicle speed represented by the detection output signal SV has a value Va and a value Vb. When the vehicle speed represented by the detection output signal SV increases, the vehicle speed represented by the detection output signal SV increases to a value greater than the value Vb. In this case, a relatively high constant value is taken.

Then, the reference throttle opening is corrected according to the following equation (1) using the set accelerator opening change speed correction coefficient and vehicle speed correction coefficient, and the effective throttle opening is obtained.

TO = P × Q × TH (1) where TO is an effective throttle opening, P is an accelerator opening change speed correction coefficient, Q is a vehicle speed correction coefficient, and TH is a reference throttle opening.

The control unit 40 forms a drive signal Cb corresponding to the effective throttle opening determined as described above, and sends it to the actuator 21. Thereby, the throttle valve
The actuator 18 is actuated by the actuator 21 so that its opening coincides with the effective throttle opening.

On the other hand, when it is detected based on the detection output signals ST and SN that the engine is in a high-load and high-speed operation state, the control unit 40 performs acceleration control. Controller unit
In performing the acceleration control by 40, a change in the opening degree of the accelerator pedal 35 is detected based on the detection output signal SA, and the shift position of the shift lever 36 represented by the detection output signal SS obtained from the shift position sensor 34. The shift speed in the speed change mechanism is detected based on.
Then, the detected shift speed in the speed change mechanism is the sixth speed.
Compared with the acceleration lines g, h, i and j in the characteristic diagram shown in the figure, one of the acceleration lines g, h, i and j is selected,
Next, the accelerator pedal 35 is applied to the selected acceleration line.
Are compared, and a reference acceleration corresponding thereto is obtained.

Further, based on the detection output signal SA, the accelerator pedal
The opening Ab1 immediately before the depression of 35 and the opening Ab2 after the depression
Are detected, and the openings Ab1 and Ab2 are checked against the characteristic line k in the characteristic diagram as shown in FIG. 7 as the reference accelerator opening, respectively, and the vehicle speed V1 and the opening Ab2 corresponding to the opening Ab1 are obtained.
The target vehicle speed V2 corresponding to is obtained.

Then, the reference acceleration is corrected according to the following equation (2) to prevent the hunting of the throttle valve 18 and to accelerate the vehicle smoothly, and the corrected acceleration is obtained.

DB _n = KA (DA _n −DB _n−1 ) + KB (DA _n −DB _n−1 −DA _n−1 + DB _n−2 ) + DB _n−1 (2) where DB _n is the corrected acceleration, KA and KB are constants, DB _n-1 is the latest corrected acceleration already calculated, and DB _n-1 is DB _n-1
Correction acceleration obtained immediately before, DA _n are reference acceleration, DA _n-1
Is the reference acceleration obtained immediately before DA _n . The constants KA and KB have different responsiveness depending on the shift speed. For example, the responsiveness is accelerated by increasing KA and KB at relatively low speeds.

Subsequently, the calculated corrected acceleration and the detected output signal
Based on the actual acceleration (actual acceleration) of the vehicle at that time represented by SB, the effective acceleration is calculated according to the following equation (3).

_{DO n = KI · E n +} KP (E n -E n-1) + DO n-1 ··· (3) where, DO _n is the effective acceleration, KI and KP are constants, E _n is corrected acceleration DB _n and the actual The difference from the acceleration BB, En _-1, is the latest difference between the corrected acceleration already obtained and the actual acceleration.

The control unit 40 forms a drive signal Cb corresponding to the effective acceleration obtained as described above and sends it to the actuator 21. As a result, the throttle valve 18 is operated by the actuator 21 so as to cause the vehicle to assume a running state that achieves the effective acceleration.

In such acceleration control, the actual vehicle speed (actual vehicle speed) represented by the detection output signal SV is shown in the characteristic diagram of FIG. 7 under the condition that the opening of the throttle valve 18 is equal to or less than the maximum allowable opening. As shown, from vehicle speed V1 to target vehicle speed V2,
The drive signal Cb is sent to the actuator 21. And
When the actual vehicle speed reaches the target vehicle speed V2, or when the opening of the throttle valve 18 reaches the maximum allowable opening, the transmission of the drive signal Cb to the actuator 21 is stopped, and the acceleration control ends.

In addition, when the engine is in a high-load and high-speed operation state while performing the throttle control, the control unit 40 switches from a state in which the throttle control is performed to a state in which the acceleration control is performed. In switching from the throttle control to the acceleration control, the control gain in the control using the drive signal Cb for the actuator 21 as the throttle control is gradually reduced, and the control gain in the control using the drive signal Cb for the actuator 21 as the acceleration control is performed. The control gain is gradually increased. Specifically, when the control gain in the control with the drive signal Cb for the actuator 21 as the throttle control is Gt, and the control gain in the control with the drive signal Cb for the actuator 21 as the acceleration control is Gd, the time on the horizontal axis is As shown in FIG. 8 where t is taken and gain G is taken on the vertical axis, a period from time t1 to time t2 when switching from the state of performing throttle control to the state of performing acceleration control is performed.
In TA, the control gain Gt decreases linearly from the value G1 to 0, and the control gain Gd decreases from 0 to the value G1.
Until it increases linearly. In this case, before the period TA, the control gain Gt takes the value G1 and the control gain Gd is 0, and after the period TA, the control gain Gt is 0 and the control gain Gd is the value G1. Take.

With this configuration, when switching from the state in which the throttle control is performed to the state in which the acceleration control is performed, the control using the drive signal Cb for the actuator 21 as the throttle control is performed, for example, for a predetermined period of time TA. , And at the same time, the control with the drive signal Cb for the actuator 21 as the acceleration control is gradually performed within a predetermined period, for example, the period TA.
Therefore, the switching from the throttle control to the acceleration control is smoothly performed. For example, under the condition where the throttle control is being performed, the engine is in a high load and high speed operation state, and the acceleration control is performed from the state where the throttle control is performed. When the state is switched to the state where the vehicle is operated, a sudden change in the running state of the vehicle or the operating state of the engine is prevented, and a situation in which the occupant of the vehicle feels uncomfortable is avoided.

The control unit 40 performing the operation as described above, for example,
An example of a program executed by the microcomputer when performing the throttle control and the acceleration control will be described with reference to a flowchart of FIG. 9.

In the flowchart shown in FIG. 9, after the start, in step 50, various detection output signals are fetched, and in step 51, based on the detection output signals ST and SN, whether the engine is in a high load and high speed operation state is determined. If it is determined that the engine is not in the high-load and high-speed operation state, it is determined in step 52 whether or not the accelerator pedal 35 is depressed based on the detection output signal SA. If the accelerator pedal 35 has not been depressed, the process returns to step 50.If the accelerator pedal 35 has been depressed, at step 53, the gear position in the transmission mechanism based on the detection output signal SS is determined. And the accelerator pedal based on the detection output signal SA.
35, and the obtained shift speed is compared with the throttle opening lines a, b, c and d in the characteristic diagram shown in FIG. 3, and one of them is selected to select the selected throttle position. The reference throttle opening TH is set by comparing the opening of the accelerator pedal 35 with the opening line. In the following step 54, the accelerator pedal obtained based on the detection output signal SA
The opening change speed of 35 is compared with a characteristic line e in the characteristic diagram shown in FIG. 4 to set an accelerator opening change speed correction coefficient P, and the actual vehicle speed represented by the detection output signal SV is shown in FIG. The vehicle speed correction coefficient Q is set by comparing with the characteristic line f in the characteristic diagram as shown in FIG. Then, in step 55, the reference throttle opening TH set in step 53
Is corrected by the accelerator opening change speed correction coefficient P and the vehicle speed correction coefficient Q set in step 54 to calculate the effective throttle opening TO (= P × Q × TH). In step 56, the control gain Gt in the throttle control is set to take the value G1, and in step 57, based on the effective throttle opening TO calculated in step 55 and the control gain Gt set in step 56. A drive signal Cb is formed and sent to the actuator 21, and the process returns to Step 50.

On the other hand, if it is determined in step 51 that the engine is in a high load and high speed operation state, it is determined in step 58 whether or not the acceleration flag _Fn-1 one cycle before in this flowchart was 1. If the acceleration flag F _n-1 one cycle before was not 1, it is determined in step 59 whether or not the operation of the timer has been started. If the operation of the timer has not been started, the process proceeds to step 59. After the operation of the timer is started in 60, the process proceeds to step 61. If the operation of the timer is started, the process directly proceeds to step 61. In step 61, the reference throttle opening TH set in step 53
Is corrected by the accelerator opening change speed correction coefficient P and the vehicle speed correction coefficient Q set in step 54 to calculate the effective throttle opening TO (= P × Q × TH). In step 62, the control gain in the throttle control is calculated. Gt is set as a value that linearly decreases from the value G1 to 0 as seen in the period TA shown in FIG. Then, in step 63, the drive signal Cb is determined based on the effective throttle opening TO calculated in step 61 and the control gain Gt set to linearly decrease in step 62.
Form 1 and go to step 64.

In step 64, the shift speed in the transmission mechanism is determined based on the detection output signal SS, and the opening degree change of the accelerator pedal 35 is determined based on the detection output signal SA.
The determined shift speed is compared with the acceleration lines g, h, i, and j in the characteristic diagram shown in FIG. 6, and one of them is selected, and the degree of opening of the accelerator pedal 35 is determined by the selected acceleration line. by matching variation sets the reference acceleration DA _n. In the following step 65, the corrected acceleration DB _n (= KA (DA _n −DB _n-1 ) + KB using the reference acceleration DA _n set in step 64)
(DA _n −DB _n−1 −DA _n−1 + DB _n−2 ) + DB _n−1 ), and in step 66, the corrected acceleration calculated in step 65
Based on DB _n and the actual acceleration BB represented by the detection output signal SB, the effective acceleration DO _n (= KI · E _n + KP (E _n −E _n-1 ) + D
O _n-1 ) is calculated. Then, in step 67, the control gain Gd in the acceleration control is changed to the period shown in FIG.
As seen in TA, a value that increases linearly from 0 to the value G1 is set, and in step 68, the effective acceleration DO _n calculated in step 66 and the value in step 6 are set.
The drive signal Cb2 is formed based on the control gain Gd set as a value that linearly decreases in step 7. In the following step 69, a drive signal Cb is formed by summing the drive signal Cb1 formed in step 63 and the drive signal Cb2 formed in step 68, and in step 70, the drive signal Cb1 formed in step 69 Cb is sent to the actuator 21, and the process returns to step 50.

If the result of the determination in step 58 is that the acceleration flag F _n-1 one cycle before was 1, then in step 71, after the operation of the timer in step 60 was started, a period as shown in FIG. Determine whether the TA has elapsed. Then, if the period TA has elapsed, it is determined whether or not the operation of the timer is stopped in Step 72. If the operation of the timer is not stopped, the operation of the timer is stopped in Step 73. Then, the process proceeds to step 74. If the operation of the timer is stopped, the process directly proceeds to step 74. In step 74, it is determined whether or not the acceleration flag _Fn is 1, and if the acceleration flag _Fn is 0, step 75
In setting the acceleration flag F _n to 1, in step 76, it is determined whether the accelerator pedal is depressed 35 based on the detection output signal SA. If the accelerator pedal 35 is not depressed, the process returns to step 50.If the accelerator pedal 35 is depressed, at step 77, the actual opening of the throttle valve 18 indicated by the detection output signal ST is performed. Degree (actual opening) HH is the maximum allowable opening
Judge whether it is less than HA or not, and the actual opening HH is the maximum allowable opening
If it is equal to or lower than HA, it is determined in step 78 whether or not the actual vehicle speed VV represented by the detection output signal SV is equal to or lower than the target vehicle speed V2 as shown in the characteristic diagram of FIG.
If the actual vehicle speed VV is equal to or lower than the target vehicle speed V2, step 79
Proceed to. In step 74, the acceleration flag F _n
Is determined to be 1, the flow directly proceeds to step 79. In step 79, the correction acceleration DB calculated used the reference acceleration DA _n set in step 64
_n (= KA (DA _n −DB _n−1 ) + KB (DA _n −DB _n−1 −DA _n−1 + DB
_n-2 ) + DB _n-1 ) and the actual acceleration represented by the detection output signal SB
Based on BB, the effective acceleration DO _n (= KI · E _n + KP (E _n −E
_n-1 ) + DO _n-1 ) is calculated, and the routine proceeds to step 80.

In step 80, the control gain Gd for acceleration control is set to a value G1, followed in step 81, based on a control gain Gd set in the effective acceleration DO _n and step 80 calculated on the value G1 in step 79 A drive signal Cb is formed and sent to the actuator 21, and the process returns to Step 50.

In step 77, the actual opening HH is set to the maximum allowable opening.
When it is determined that the actual vehicle speed VV is higher than the HA, and when it is determined in step 78 that the actual vehicle speed VV is higher than the target vehicle speed V2, the transmission of the drive signal Cb is stopped in step 82, and the subsequent step an acceleration flag F _n is set to zero at 83, the flow returns to step 50.

On the other hand, if the result of determination in step 71 is that the period TA has not elapsed, the process proceeds to step 61, and steps after step 61 are executed as described above.

In the above example, the transition from the throttle control to the acceleration control is determined by the control gain in the throttle control.
Gt is a value that linearly decreases from the value G1 to 0, and the control gain Gd in the acceleration control is a value that linearly increases from 0 to the value G1. In the engine control device according to the present invention, the transition from the acceleration control to the throttle control may be performed by linearly changing the control gains in both the controls. In such a case, in the acceleration control, The control gain Gd takes a value that decreases linearly from the value G1 to 0, and the control gain Gt in the throttle control.
Is a value that increases linearly from 0 to the value G1.

(Effects of the Invention) As is clear from the above description, in the engine control device according to the present invention, when the operating state of the engine is a low load and a low speed operating state, the operation amount of the accelerator operation part is controlled by the throttle valve. The throttle control is set to take an opening that matches the effective throttle opening set based on the throttle valve. Acceleration control that sets the opening that will achieve the effective acceleration set based on the minute is set, and the engine operating state should be acceleration controlled under throttle control. When the state is changed from the state in which the throttle control is performed to the state in which the acceleration control is performed, The control gain in the opening / closing control of the throttle valve by the rottle control means is gradually reduced, and the control gain in the opening / closing control of the throttle valve by the acceleration control means is gradually increased.
Thereby, when the operation state of the engine is low load and low speed operation state, the traveling state of the vehicle can be delicately controlled by operating the accelerator pedal, and when the engine operation state is high load and high speed operation state, A good vehicle acceleration feeling can be obtained. Further, in switching from the state in which the throttle control is performed to the state in which the acceleration control is performed, the state in which the control of the throttle valve by the throttle control means is performed is gradually shifted to the state in which the control of the throttle valve is performed by the acceleration control means. It will be performed smoothly and smoothly. As a result, when switching from the state in which the throttle control is performed to the state in which the acceleration control is performed, a sudden change in the running state of the vehicle or the operating state of the engine is prevented, and the occupant of the vehicle may feel uncomfortable. Will be avoided.

[Brief description of the drawings]

FIG. 1 is a basic configuration diagram showing an engine control device according to the present invention corresponding to the claims, and FIG. 2 is a diagram showing an example of an engine control device according to the present invention. FIG. 3 to FIG.
FIG. 9 is a characteristic diagram used to explain the operation in the example shown in FIG. 9, and FIG. 9 is an example of a program executed by the microcomputer when the microcomputer is used in the control unit in the example shown in FIG. It is a flowchart shown. In the figure, 1 is an engine body, 18 is a throttle valve, 20 is a throttle opening sensor, 21 is an actuator, 31 is a rotation speed sensor, 32 is an accelerator opening sensor, 35 is an accelerator pedal,
40 is a control unit.

Claims (2)

(57) [Claims] 1. An accelerator operation amount detecting means for detecting an operation amount of an accelerator operation unit provided in a vehicle, a throttle valve arranged in an intake system of an engine mounted on the vehicle, and an operation state of the engine. Operating state detection means for detecting, throttle opening calculation means for calculating an effective throttle opening based on the operation amount of the accelerator operation portion detected by the accelerator operation amount detection means, and detection by the accelerator operation amount detection means Acceleration calculation means for calculating an effective acceleration based on a change in the operation amount of the accelerator operation portion, and throttle control means for controlling opening and closing of the throttle valve so that the opening of the throttle valve matches the effective throttle opening. Acceleration control means for controlling the opening and closing of the throttle valve so as to cause the vehicle to assume a running state in which the effective acceleration is achieved. , When the operating state of the engine is in the low-load and low-speed operation state is detected by the operating condition detecting means,
A first control mode in which opening and closing control of the throttle valve is performed by the throttle control means is set, and when the operating state of the engine is detected to be high load and high speed by the operating state detecting means, Control mode setting means for setting a second control mode in which opening / closing control of the throttle valve is performed by acceleration control means; and changing a control state of the throttle valve from the first control mode to the second control mode. And a gain changing means for gradually decreasing the control gain in the opening / closing control by the throttle control means and gradually increasing the control gain in the opening / closing control by the acceleration control means. Control device. 2. The control mode setting means according to claim 2, wherein the throttle opening is within a predetermined opening range and the running speed of the vehicle is within a predetermined speed range. The engine control device according to claim 1, wherein a state in which a control mode is set is continued.