JPS63154825A - Internal combustion engine controller - Google Patents

Abstract

PURPOSE:To keep off any drop in an accelerating feeling an vibration in a car body, etc., by adjusting the operating force of an output operator according to an engine driving state on the basis of information of an inetial delay period of a turbosupercharger. CONSTITUTION:A position theta of a poteniometer 7 is detected, and when a variation dtheta/d to time (t) is smaller than the specified value epsilon, internal delay in a turbosupercharger is ignorable, so that operating force of an operator 4 is increased. In case of the variation dtheta/d being large than the value epsilon, if it is within inertial delay time t0 of the turbosupercharger, a solenoid value 13 is opened and another solenoid valve 13 is closed instead, reducing the operating force of the operator 4. After the elapse of the inertial delay time t0, the operating force is increased. Thus, even if it is within the inertial delay time t0, the operating force can be made smaller so that a throttle valve 3 is east to open, thus s driver naturally increases engine power during the inertial delay time t0, and the control operator 4 so as to lower the output after the delay time t0, therefore a variation in acceleration is smoothed and any drop in an accelerating feeling is prevented from occurring. In addition, since such an area that is unduly high in acceleration is brought to notching, vibration in a car body and so on is prevented from occurring.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine suitable for an automobile internal combustion engine equipped with an output operating device such as an accelerator pedal.

[Conventional technology]

As a conventional operating force control means, Japanese Patent Application Laid-Open No. 58-2103
No. 35 discloses a method of reducing driver fatigue by reducing the pedal pressing force when the throttle is raised and opened.

Also, as described in Japanese Patent Application Laid-Open No. 59-34436.

Means for controlling the operating force using hydraulic pressure has also been proposed. This system increases the pressure on the pedals to warn the driver when the wheels slip, but does not take into account the control of the operating force based on the engine output.

[Problem that the invention seeks to solve]

The above-mentioned conventional technology does not take into consideration the point of controlling the pressing force of the accelerator pedal, that is, the operating force of the output operating device, in response to the engine output, and in an engine equipped with a turbo supercharger, the turbo supercharger There is a drawback that the feeling of acceleration decreases during the inertia lag period or when the lubricating oil temperature of the engine is low and the friction loss is large. An object of the present invention is to provide a control device for an internal combustion engine that can prevent a decrease in the sense of acceleration, vibration and fatigue of the vehicle body, slip of the axle, etc.

[Means for resolving gaps and points of interest]

The above object is achieved by adjusting the operating force of the output operating device according to the operating state of the engine based on information about the inertia delay period of the turbocharger.

[Effect]

In the operating state during the period of inertia lag of the turbocharger, the operating force of the output operating device is controlled to be small, and the engine output relative to the operating force increases. This makes it easier to open the throttle valve and prevents the feeling of acceleration from deteriorating. Further, in an operating state in which the turbocharger is sufficiently operated, the operating force of the output operating device is controlled to be large, thereby suppressing an increase in engine output relative to the operating force.

This makes it difficult for the throttle valve to open and prevents vehicle body vibration and fatigue caused by excessive acceleration.

〔Example〕

An embodiment of the present invention will be described below with reference to FIG.

An output control device 2 (known as an ignition timing, fuel injection amount control device, etc.) is attached to the engine 1. engine 1
A throttle valve 3 is attached to the throttle valve 3, the output operating device 4 is a normal accelerator pedal, and its movement is transmitted to the throttle valve 4 through a wire 5. A potentiometer 7 is attached to the operating device 5 via a rod 6.

Furthermore, a hydraulic bladder fi8 is provided via the rod 6 as an operating force control means. The hydraulic device 8 includes a rod 6
a piston 9 connected to the rod 6; a spring 10 that urges the piston 9 in the opposite direction with respect to the rod 6;
It is composed of a housing 11 in which a piston 9 is movably disposed. Further, electromagnetic valves 12 and 153 are connected to the hydraulic bag W18, and each is an output control device! ! 2
It is driven by drives 14 and 15 controlled by. A pump 16 is connected to the solenoid valve 12, and the pump 16 pumps oil in an oil pan 17 to a hydraulic device 8.
supplied within. Further, the oil in the hydraulic device 8 is returned to the oil pan 17 via the electromagnetic valve 13.

The control device Wt2 is composed of a microprocessor and the like, and is loaded with the program shown in FIG.

In the above configuration, the output operating device 4 is rotated by the driver's foot depression, and the throttle well 4 and the potentiometer 5 are operated according to the amount of depression. The throttle valve 4 opens in proportion to the depression of the output operating device 4, and the amount of fuel supplied to the engine 1 increases. Further, the amount of depression of the output operating device 4 is detected by a potentiometer and output as information to the output control device 2.

Next, operating force control for the output operating device with the above configuration will be explained with reference to FIG. 2.

In step 100 of FIG. 2, potentiometer 7 - position θ
Detect. In step 101, a change with respect to time t,
Determine dθ/dt. If this value is smaller than the constant value C, the state is quasi-steady and the inertia delay of the turbocharger can be ignored, so the solenoid valve 13 is closed in step 105, and the solenoid valve 1
2 to open the hydraulic piston 9 of the oil pump 16.
to increase the operating force of the operating device 4.

On the other hand, if dθ/dt is larger than ε, step 10
2, it is determined whether the inertia delay time to of the turbocharger is within. If within to, in step 103, the solenoid valve 13 is opened, the solenoid valve 12 is closed, the hydraulic pressure acting on the piston 9 is reduced, and the operating force of the operating device 4 is reduced. Step 1
04, the time is added, and the process returns to step 102 to repeat this operation. Also, the inertia delay time t of the turbo supercharger is
.

Note that instead of the hydraulic piston shown in FIG. 1, a simple electromagnetic solenoid or an air diaphragm type actuator using intake pressure may be used.

FIG. 3 is a comparison diagram of the characteristics of the conventional and the present invention with respect to operating force and acceleration.

Conventionally, as particularly shown by the dashed line in FIG.

In the range of , the acceleration was small, and after to, the acceleration became excessive, reducing the sense of acceleration. However, according to the present invention, the operating force during to is reduced, so the throttle valve 4 opens easily, and becomes difficult to open after to, so the driver can
Since the operating device 4 is controlled to naturally increase the engine output between to and decrease the engine output after to, the change in acceleration is smoothed out as shown by the solid line characteristic in Figure 3, so the acceleration feeling It has the effect of preventing a decline in

Furthermore, since there is no region where acceleration is excessively high as in the conventional case, it is possible to prevent vehicle body vibration, fatigue, and axle slip.

C Effects of the Invention] As explained above, according to the present invention, since the operating force can be adjusted according to the operating condition of the internal combustion engine, it is possible to reduce the feeling of acceleration and reduce vibrations and fatigue of the vehicle body. can.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIG. 2 is a flowchart showing a processing example of the present invention, and FIG. 3 is a comparative characteristic diagram of acceleration and operating force between the conventional and the present invention. DESCRIPTION OF SYMBOLS 1... Engine, 2... Output control device, 3... Throttle valve, 4... Output operation device, 5... Wire, 6...
Rod, 7... Potentiometer, 8... Hydraulic device, 9... Piston. 1o... Spring, 11... Housing, 12° 13... Solenoid valve, 14.15... Drive device, 16.
...bo 1st/θ4

Claims (1)

[Claims] 1. In an internal combustion engine that is equipped with a turbocharger and whose output increases according to the amount of operation of an output controller, a determining means for determining inertia lag of the turbocharger, and a determination means for determining inertia lag by the means. A control device for an internal combustion engine, comprising operating force control means that applies a resistance force to the output operating device based on the determined result.