JPS6189949A - Engine throttle valve controlling device - Google Patents

Abstract

PURPOSE:To absorb the output error of a throttle sensor and improve controlling accuracy by providing a controlling means which controls a throttle valve and a compensating means which compensates the opening of said throttle valve at all times. CONSTITUTION:A throttle sensor 53 detects the opening of throttle. A controlling means 54 controls a throttle valve 55 to have a target throttle opening based on the output of the throttle sensor 53. A detecting means 56 detects a defined operating condition of an engine. A compensating means 57 compares the output of the throttle sensor 53 with a set value when operating under a defined condition, and always compensates the opening of the throttle valve 55 based on the compared results. Thereby, the output error of the throttle sensor can be absorbed, improving controlling accuracy.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a throttle valve control device for an engine.

[Prior art]

Recently, with the remarkable development of electronics in vehicle engines, various proposals have been made to electrically control various types of engine control. There is an engine throttle valve control device.

Uchi, this means that the throttle sensor detects the opening of the throttle valve, and the accelerator sensor detects the operation amount of the accelerator pedal, and the throttle valve drive morph etc. is driven according to the output of both sensors, and the throttle valve is operated as an accelerator. The throttle opening degree is controlled to a target throttle opening degree corresponding to the amount.

This type of throttle valve control device is different from the usual one in which the accelerator pedal and the throttle/nottle valve are connected by a link mechanism or a wire mechanism to mechanically open and close the throttle valve. The throttle and torque valves can be freely controlled to obtain the engine output, and the a.
This has the excellent advantage that the pressing force of the accelerator pedal can be reduced.

However, conventional electrically controlled throttle valve control devices simply use the output of the throttle sensor to control the throttle opening, so the throttle sensor may have manufacturing or installation errors, or its characteristics may change over time. If these changes occur, an output error occurs in the throttle sensor due to these factors, and there is a problem in that the control accuracy of the throttle opening degree deteriorates. As a result, for example, when performing feedback control on the amount of intake air, the initial value becomes incorrect and a problem arises in that it takes time for the amount of intake air to reach the target amount.

[Purpose of the invention]

SUMMARY OF THE INVENTION The present invention has been made in consideration of the above-mentioned problems and aims to provide an engine throttle valve control device that can absorb output errors of a throttle sensor and improve control accuracy.

[Structure of the invention]

Therefore, the present invention provides an engine throttle valve control device that calculates a target throttle opening degree from the accelerator operation amount and performs feedback control of the throttle valve by comparing this with the output of a throttle sensor. The output of the throttle sensor is constantly corrected based on the output deviation of the sensor.

That is, in the present invention, as shown in the functional block diagram of FIG. 1, a throttle sensor 53 detects the throttle opening, and a control means 54 controls the throttle valve 55 based on the output of the throttle sensor 53 according to the accelerator operation amount. The throttle opening is controlled to a corresponding target throttle opening degree, and the detecting means 56 detects a predetermined operating state of the engine, and when the engine is operating in the predetermined state, the correcting means 57 compares the output of the throttle sensor 53 with a preset setting value. However, the opening degree of the throttle valve 55 is constantly corrected in accordance with the comparison result.

〔Example〕

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

2 to 4 show an engine throttle valve control device according to an embodiment of the present invention. In FIG. 2, 1 is an engine, and a throttle valve 3 is disposed in the middle of an intake passage 2 of the engine 1. A throttle actuator 4 such as a step motor or a DC motor is attached to open and close the throttle valve 3. A vane type air flow meter 5 is installed on the upstream side of the throttle in this intake passage 2.
is provided, and the upstream end of the intake airway 2 reaches an air cleaner 6.

Further, a fuel injection valve 7 is provided on the downstream end side of the intake passage 2, and the fuel injection valve 7 is connected to a fuel tank 9 via a fuel supply passage 8. A fuel return passage 12 is connected between the downstream side of the fuel filter 11 and the fuel tank 9, and a fuel pressure regulator 13 is provided in the middle of the passage 12. A constant fuel pressure is supplied to the fuel injection valve 7.

On the other hand, a catalyst 15 for purifying exhaust gas is disposed in the exhaust passage 14 of the engine 1, and an EGR device 16 is disposed between the exhaust passage 14 and the intake passage 2. This EGR
In the device 16, one end of a middle EGR passage 17 is connected to the exhaust passage 14, the other end of the EGR passage 17 is connected to the intake passage 2, an EGR*18 is interposed in the middle of the EGR passage 17, and the EGR valve 18 has a solenoid 19 that drives this
is provided.

Further, in FIG. 2, 20 is an accelerator pedal, 21 is a battery, 22 is an igniter, 23 is a rotational speed sensor that detects the engine rotational speed from the rotation angle of the distributor, and 24 is an accelerator that detects the operation amount of the accelerator pedal 20. A position sensor 25 is a water temperature sensor that detects the engine cooling water temperature, 26 is an intake air temperature sensor that detects the temperature of intake air, 27 is a throttle position sensor that detects the opening degree of the throttle valve 3, and 28 is a water temperature sensor that detects the temperature of the engine cooling water. 02 sensor detects oxygen concentration, 29 is throttle opening.

This is a computer unit that controls fuel injection l, EGR amount, and ignition timing.

FIG. 3 is a diagram for explaining the arithmetic processing of the computer unit 29, and for convenience of explanation, the arithmetic processing of the computer unit 29 is shown using a hardware circuit. In the figure, the same symbols as in FIG. 2 indicate the same things as in the figure, QaR is the output of the air flow meter 5, Ne
is the output of the rotation speed sensor 23, α is the output of the accelerator position sensor 24, Tw is the output of the water temperature sensor 25, TOR
is the output of the throttle position sensor 27, and λ is the output of the 02 sensor 28.

Reference numerals 30 to 33 denote function generating means that outputs the y value on the characteristic curve when the input is the X value.Actually, this function inputs the X value into a predetermined memory map as an address and reads the stored value from the map. The y value is obtained by reading. Specifically, 30 is a basic target intake air amount generation means that outputs a basic target intake air 1iQal according to the accelerator operation amount α, and 31 is a basic target intake air amount generating means that outputs a basic target intake air amount 1iQal according to the accelerator operation amount α, and 31 is a means for generating an intake air amount to guarantee the idle rotation speed according to the water temperature TW. Lower limit value Qam
The lower limit intake air amount generating means 32 outputs the maximum value of the intake air amount due to viscous resistance etc. at the engine speed Ne, that is, the upper limit value Q of the intake air amount, according to the engine speed Ne.
Upper limit intake air amount generating means 33 outputs aM, and water temperature correction coefficient generating means 33 outputs a fuel injection amount correction coefficient CTW in accordance with the water temperature TW.

34.35 is a function generating means that generates an output value determined by the input X value and y value, and this actually inputs the X value and y value into a predetermined memory map as an address and generates the map. The output value is obtained by reading the stored value. Specifically, 34.35 is EG
R when not refluxing.

Target intake air amount Ac per cylinder during EGR recirculation
This basic target throttle opening generating means outputs a basic target throttle opening θ (θ1 or θIE) determined by the engine speed Ne and the engine speed Ne.

Further, 36 to 41 are calculation means that perform predetermined calculations on various inputs. Specifically, 36 receives the basic target throttle opening θ, the output QaR of the air flow meter 5, and the output TOR of the throttle position sensor 27 as inputs. , a sensor correction module that calculates and outputs a target throttle opening correction coefficient CTFB from these; 37 is a basic target intake air 11;
Qal.

Target intake air amount Ac per cylinder, engine speed
4 number Ne, water temperature TW and output λ of 02 sensor 28
38 is a zone determination signal Zone which receives as input, determines whether the engine operating region is a fuel feedback region, a fuel cut region, or a mixture enrichment region, and outputs a zone determination signal Zone.
e and the output λ of the 02 sensor 28 as inputs, and a fuel feedback correction module that outputs a feedback correction coefficient CfFB for the fuel injection amount according to the output λ of the 02 sensor 28 in the fuel feedback region; 39 is a zouge determination signal Zone; a feed bank; A fuel learning correction module 40 receives the correction coefficient crFB as an input and learns and outputs a correction coefficient C3TD for correcting the fuel injection amount to the optimum amount in the fuel feedback region; 40 is a zone determination signal 7.
41 is an enrich correction module that receives the zone determination signal Zone and outputs an enrichment correction coefficient CER in the air-fuel mixture enrichment area.

Furthermore, 42 is the target intake air 1Qal and the lower limit intake air amount Q
am and the larger one is the target intake air amount Q.
43 is a comparison and selection means for comparing the target intake air Qa2 and the upper limit intake air amount QaM and outputting the smaller one as the actual target intake air amount Qa3; 44 is a comparison and selection means for outputting the actual target intake air amount Qa3; This is a correction means for correcting the pulse width of the fuel injection pulse 'l'au. Further, 45° and 46 are dividing means, 47 to 50 are multiplication means, and 51° and 52 are switching means.

In the above configuration, the air flow meter 5 serves as the detection means 56 shown in FIG. 1, and the computer unit 29 realizes the functions of the control means 54 and correction means 57 shown in FIG. It has become.

Next, the operation will be explained using FIGS. 3 and 4.

Here, FIG. 4 shows a flowchart of arithmetic processing in the sensor correction module 36 of FIG. 3.

First, the throttle opening control operation will be explained. When the accelerator pedal 20 is depressed, the accelerator position sensor 24 detects the accelerator operation amount α, and the basic target intake air amount generating means 30 calculates the basic target intake air amount Qal according to this accelerator operation Nfx. The lower limit intake air amount generating means 31 calculates the lower limit value Qam of the intake air amount according to the output Tw of the water temperature sensor 25, and the basic target intake air amount Q'al and the lower limit value Q a m of the intake air amount are compared and selected. A means 42 compares the two and outputs the larger one as the target intake air amount Qa2.

In addition, the upper limit intake air amount generating means 32
The upper limit value QaM of the intake air amount according to e is calculated, and this intake air amount upper limit value QaM is compared with the target intake air 11Qa2 by the comparing and selecting means 43, and the smaller of the two is determined as the actual target intake air. It is output as the quantity Qa3. The dividing means 45 divides this actual target intake air Qa3 by the engine speed (Ne x 2) to calculate the target intake air amount Ac per cylinder, and calculates the target intake air amount AC per cylinder. Engine speed Ne and E at that time
Depending on the presence or absence of GH, the basic target throttle opening θ (θ1 or θ
IE) is calculated, and this basic target throttle opening θ is multiplied and corrected by the correction coefficient CTFB from the sensor correction module 36 by the multiplication means 50, and this is outputted to the throttle actuator 4 as the actual target throttle opening θ2. The throttle valve 3 is accurately feedback-controlled to an opening degree corresponding to the accelerator operation amount. Note that the basic target throttle opening θ depends on the presence or absence of EGR.
The reason for this is that the actual intake air amount differs depending on the presence or absence of EGR.Therefore, when EAR is recirculating, the basic target throttle opening is set larger than when EGR is not recirculating. To explain the operation in detail using FIG. 4, the module 36
In step 60), the output TOR of the throttle position sensor 27 is read and multiplied by the correction coefficient K to correctly correct the sensor output (Step 60), and the difference Kl between the sensor output TOR after this correction and the basic target throttle opening θ is calculated. (=
T, OR-〇) and determine whether it is 0 or not (step 61), and if the opening difference is 0, output 1 as the target throttle opening correction coefficients CT and FB (step 62) , On the other hand, when 1 is not 0 in the opening difference, that is, when the throttle valve 3 does not reach the target throttle opening θ, the target throttle opening correction coefficient C,
Output TFB (step 363). Next, read the output QaR of the air flow meter 5 and determine whether it matches a preset value (step 64-).
If the two match, it is determined whether or not the corrected output TOR of the throttle position sensor 27 matches the predetermined reference value TOB of the sensor output in the operating state of this intake air amount (step 65). If not, a sensor output correction coefficient K of 1 or less or 1 or more is calculated depending on the difference between the two (TOR-R, OB) and whether it is positive or negative (step 66).

Next, the control operation for the fuel injection amount will be explained.

When the actual target intake air amount Qa3 is calculated as described above, the dividing means 46 divides the actual target intake air amount Qa3 by the engine rotation speed Ne to obtain the basic target fuel injection amount Qfi.
is calculated, and the water temperature correction coefficient generating means 33 calculates the water temperature Tw
A water temperature correction coefficient c'rw is calculated according to the water temperature correction coefficient c'rw, and the basic target fuel injection amount Qfi is multiplied and corrected by the water temperature correction coefficient CTw by the multiplication means 47. Also, zone determination means 3
7, basic target intake air 11Qal, target intake air amount Ac per cylinder, engine speed Ne, water temperature Tw and 0
It is determined from the two sensor output λ whether the current engine operating region is a fuel feedback region, a fuel cut region, or a mixture enrichment region, and when the engine is in the mixture enrichment region, the multiplication means 47
In addition to the above water temperature correction, the basic target fuel injection 11Qjip is further enriched and corrected by the correction coefficients C and ER from the engine correction module 41, and the target fuel injection after this correction: l5tQfil is the actual target fuel injection amount Qfi3 After being corrected in accordance with the battery voltage by the correction means 44, it is given to the fuel injection valve 7 as a fuel injection pulse Tau. As a result, the fuel injection valve 7 opens for a time corresponding to the pulse width of the fuel injection pulse in synchronization with the ignition timing, and the engine is injected with the actual target amount Qfi1 of fuel that has been corrected for the water temperature and enrichment. Become.

On the other hand, when the engine is in the fuel feedback region, the multiplier 48 calculates the target fuel injection amount Q after the water temperature correction.
fil is the correction coefficient C from the fuel learning correction module 39.
3TD is multiplied, and further this target fuel injection amount Qfi2
The fuel feed bank correction module 3 is multiplied by the multiplication means 49.
The actual target fuel injection IQfi3 is obtained by multiplying by the correction coefficient CfFB from 8, and thus the fuel injection amount is subjected to feedback control. The learning correction module 39 is provided in addition to the feedback correction module 38 in order to reduce feedback control as much as possible.

Further, when the engine is in the fuel cut region, the fuel cut signal 5WFC is output from the fuel cut control module 40, the switch means 52 is opened, and the fuel injection pulse Tau is no longer applied to the fuel injection valve 7. Fuel supply will be suspended.

The computer unit 29 also controls the igniter 22 according to the engine speed and the solenoid 1 of the EGR valve 18.
Ignition timing control and EGR amount control are performed by applying control signals to 9 according to the operating state of the engine, but since the operations thereof are the same as those conventionally known, detailed explanation will be omitted.

In the device of this embodiment as described above, the output error of the throttle position sensor in the operating state with a predetermined intake air amount is detected, and the sensor output is constantly corrected based on this. The sensor output error caused by this can be absorbed, and the throttle valve can be accurately controlled to the target opening.

In the above embodiment, the output error of the throttle position sensor is detected in an operating state with a predetermined intake air amount, but it may be detected in an operating state with a predetermined engine speed and a predetermined engine output.

Further, in the above embodiment, the sensor output is corrected according to the output error of the throttle position sensor during operation in a specific state, but the present invention corrects the sensor output according to the output error of the sensor. Figure 34.3
5) may be corrected, or the opening degree of the throttle valve may be directly increased or decreased.

〔Effect of the invention〕

As described above, according to the engine throttle valve control device according to the present invention, the target slot opening degree is determined from the accelerator operation amount, and the throttle valve is feedback-controlled by comparing this with the output of the throttle sensor. Since the output of the throttle sensor is constantly corrected based on the output deviation of the throttle sensor in the same operating state, there is an effect that the output error of the throttle sensor can be absorbed and control accuracy can be improved. −

[Brief explanation of drawings]

Fig. 1 is a functional block diagram showing the (M configuration) of the present invention, Fig. 2 is a schematic configuration diagram of an engine throttle valve control device according to an embodiment of the present invention, and Fig. 3 is a calculation processing of a computer unit in the above device. FIG. 4 is a diagram showing a flowchart of specific calculation processing of the sensor correction module 36 in FIG. 3. 53... Throttle sensor, 54... Control means, 5
5... Throttle valve, 56... Detection means, 57...
- Correction means, 3... Throttle valve, 5... Air flow meter, 27... Throne torque position sensor,
29... Computer unit.

Claims (1)

[Claims] (1) A throttle sensor that detects the throttle opening,
a control means for electrically controlling the throttle valve to a target throttle opening corresponding to the accelerator operation amount based on the output of the throttle sensor; a detection means for detecting a predetermined operating state of the engine; A throttle valve control device for an engine, comprising a correction means for comparing the output of a throttle sensor with a preset value and constantly correcting the opening degree of the throttle valve based on the comparison result.