JPS59155546A - Accelerator system - Google Patents

Abstract

PURPOSE:To enable to obtain smooth rise and fall of engine turque, by providing a means for detecting whether the accelerator pedal is operated or not, and controlling the quantity of auxiliary air passed through an auxiliary-air passage by-passing a throttle valve in response to the output signal of said detecting means. CONSTITUTION:When the accelerator pedal is not in operation, control by ordinary idle control system (ISC) is executed. Subsequently, when the accelerator pedal is depressed for starting a vehicle, the following ontrol is executed prior to ISC on the basis of the output signal of an accelerator switch 14. That is, the valve opening period of a solenoid valve portion 21 of a vacuum control valve 13 is increased a certain while by a control unit 15 according to the pattern determined by the valve opening period of the control by the previous ISC. Resultantly, an auxiliary-air control valve 12 is opened excessively and the quantity of auxiliary air passed through an auxiliary-air passage 11 by-passing a throttle valve 8 is increased slightly. By thus removing ''play'' of an accelerator link system, it is enabled to improve the performance of an engine.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an accelerator system for adjusting the output of an engine used in an automobile or the like.

For example, there is an accelerator system used in Jubei, as shown in Figure 1 (see page 65 of No. 401, published by Nikkei Jidosha, November 1978). The figure shows the accelerator link system. In the figure, the accelerator pedal is rotatably attached to a support bracket 3 fixed to the figure 1 and 2, and 4 is a pedal lever that rotates as the accelerator pedal 1 is operated, and a wire 5 is fixed to the tip. It is.

When the accelerator pedal 1 is depressed and operated, the wire 5 is pulled, the trim 6 rotates, and the throttle valve 8 in the throttle valve chamber 7 is rotated.
opens. When the accelerator pedal 1 is released, the accelerator pedal 1 returns to its original position due to the contraction force of the return spring 1o, and the throttle valve 8 closes. At this time, an allowance (play stroke) A is provided in the wire 5 to ensure that the throttle valve 8 is in the fully closed position.

When you depress the accelerator pedal 1, even if you think you are operating it smoothly, the actual opening of the throttle valve 8 changes rapidly.For example, when starting or when re-accelerating while coasting using the engine brake, A sudden rise in engine torque causes longitudinal vibration of the vehicle (approximately 3 to 7 Hz vibration).
causing discomfort to passengers. The relationship between the opening degree of the throttle valve 8 and the cylinder internal pressure at that time is shown in FIG. When the throttle valve 8 is suddenly opened (see curve B), the cylinder pressure rises rapidly and C
(see curve), as a result, the engine output torque suddenly increases and the longitudinal vibration of the vehicle body becomes extremely large.

Therefore, if you pay close attention and operate the accelerator pedal 1 very smoothly to open the throttle valve 8 (see curve D), the cylinder pressure will gradually rise and the rise of engine torque will become slower (see curve E). The longitudinal vibration of the vehicle body is reduced.

However, in actual road driving, it is difficult to always perform smooth maneuvers like the C curve shown in Figure 2 due to road conditions such as the state of the vehicles in front and behind and the relationship with other vehicles. In the conventional accelerator system, there is a margin in the wire 5 that transmits the operation of the accelerator pedal 1 to the throttle valve 8, and there is also a limit to the operation of the accelerator pedal 1, and it is difficult to control it minutely. However, there has been a problem in that longitudinal vibrations tend to occur in the vehicle body due to sudden changes in engine torque when starting or when re-accelerating after decelerating from high speed driving and coasting.

The present invention has been made by focusing on such conventional problems, and includes a pedal operation detection means for detecting whether or not the accelerator pedal is operated, and a throttle valve is activated based on a signal from the pedal operation detection means. By controlling the amount of auxiliary air flowing through the bypass auxiliary air passage for a predetermined period of time, changes in engine torque are made gentler when starting or reaccelerating.
The aim is to provide an accelerator system that reduces longitudinal vibration of the vehicle body.

7. FIG. 3 is an overall configuration diagram for clearly explaining the present invention.

The throttle valve chamber 7 has a throttle valve 8 and an auxiliary air passage 11 that bypasses the throttle valve 8. The amount of auxiliary air flowing through the auxiliary air passage 11 drives the auxiliary air adjustment valve 12 by a valve driving means. It is adjusted by On the other hand, a pedal operation detection means for detecting whether or not the accelerator pedal 1 is operated is provided, and based on a signal from this pedal operation detection means, the auxiliary air amount control means controls the valve drive means to control the auxiliary air amount. The amount of auxiliary air flowing through the passage 11 is controlled for a predetermined period of time.

An embodiment of the present invention will be described below with reference to the drawings. Note that parts that are the same as those in the prior art are given the same reference numerals, and redundant explanations will be omitted.

In this embodiment, in addition to the accelerator system according to the present invention, an idle control system (hereinafter referred to as ISC) that controls the idle speed of the engine, which has been used in the past, is used in combination to control the amount of auxiliary air. In FIG. 4, reference numeral 7 denotes a throttle valve chamber having a throttle valve 8 and an auxiliary air passage 11 that bypasses the throttle valve 8, and 12 an auxiliary air adjustment pulp (hereinafter referred to as AAC valve) that adjusts the amount of auxiliary air flowing through the auxiliary air passage 11. ), 13 is AAC valve 1
Negative pressure control pulp (
14 is an accelerator switch as a pedal operation detection means for detecting whether or not the accelerator pedal is operated; 15 is an auxiliary air passage 11 which controls the operation of a valve driving means based on a signal from the accelerator switch 14; This is a control unit serving as an auxiliary air amount control f[ to control the amount of auxiliary air flowing through the air.

When the engine rotates, manifold negative pressure is generated under the VCM valve 13 and acts on the diaphragm 16. Although the manifold negative pressure changes depending on the operating condition of the engine, the combination of springs 11 and 18 closes the G section when the manifold negative pressure reaches -120 anHg or more, and the negative pressure chamber 20 of the constant pressure valve section 19 closes the manifold negative pressure. -120mmHg even if the pressure is -120mmF (g or more)
is kept constant.

The opening and closing of the solenoid valve section 21 is controlled by a control signal (intermittent current) from the control unit 15, and the negative pressure acting on the AAC/ , -120mmH from atmospheric pressure
It is controlled within the range of g. When the negative pressure acting on the AAC nozzle 12 is high (the absolute value of the negative pressure is large), the constricted portion 22 of the auxiliary air passage 11 becomes narrower, and the amount of auxiliary air passing therethrough decreases. This is because the lift portion of the AAC valve 12 overcomes the spring reaction force and moves upward due to the negative pressure.

The arrows in FIG. 4 indicate the direction of air flow.

The control unit N5 includes the accelerator switch 1.
In addition to 4, the above 1. As input signals for control by SC, signals from the throttle switch, air conditioner switch, crank angle sensor, water groove sensor, neutral switch, battery voltage, etc. (not shown 1) are input, and each of these control switches , based on the signals of each sensor), outputs a control signal to the solenoid valve unit 21, and controls the VCM valve 13 to increase the amount of auxiliary air to i1! In addition to controlling the engine as an accelerator system according to the present invention, the above-mentioned ISC also performs control. Note that ISC can be easily realized by sharing the configuration of the present invention, so in this embodiment, ISC
It is recommended that you also do this, but you may omit it.

Specific examples of the accelerator switch 14 for detecting whether or not the accelerator pedal is operated are shown in FIGS. 6 to 8. The one shown in FIG. 6 has a pressure sensor 2 mounted on the top surface of the accelerator pedal 1.
This pressure sensor 24 is formed by a contact switch using a spring with a minute reaction force, a piezoelectric switch using a light having a piezo effect, etc. In the case shown in Fig. 7, the upper part of the pedal lever 4 is connected to the return spring 1.
A detector 26 such as a pressure detector, a stroke detector, or a contact switch is attached to the top surface of a stopper 25 that is positioned opposite to the center of rotation of the accelerator pedal 1. A potentiometer 27 is attached to the shaft, and the voltage output corresponding to the amount of operation of the accelerator pedal 1 is detected.

Next, the effect will be explained.

When the accelerator pedal 1 is not operated and the engine is in an idling state, the stop cell system according to the present invention is not activated and normal ISC control is performed, but when the accelerator pedal 1 is depressed to start Alternatively, when the accelerator pedal 1 is released in order to enter the deceleration state from the running state, I and Z are activated based on the signal from the accelerator switch 14 for a predetermined period of time from the start and end of the operation of the accelerator pedal 1.
The following control is performed with priority over SC. That is, as shown in FIG. 9, when the driver depresses the accelerator pedal 1, the accelerator switch 14 is turned on, and the up-trigger signal when the accelerator switch 14 changes from OFF to ON causes the VCM valve 13 to be turned on. The solenoid valve unit 21 increases the valve opening time ratio according to a predetermined pattern based on the valve opening time ratio controlled by the previous ISC, and slightly increases the amount of auxiliary air by opening the AAC valve 12 extra for a predetermined time only. Control the amount as follows. After a minute time from this point, the play in the accelerator link system disappears, the throttle valve 8 actually opens, and the amount of air passing through the throttle valve 8 increases following the increase in the amount of auxiliary air, so the accelerator pedal 8 The increase in air amount as the pedal is depressed becomes smoother, and the same change in air amount as the throttle operation close to the 0 curve shown in FIG. 2 can be easily realized. Therefore, smooth acceleration is possible without extra attention, and longitudinal vibration of the vehicle body is reduced when starting or when re-accelerating after decelerating and not operating the accelerator pedal 1.

Also, when decelerating by releasing the accelerator Veda/I/1,
By reading the downtrigger signal when the accelerator switch 14 changes from ON to OFF, the amount of auxiliary air can be adjusted for a certain period of time according to a predetermined pattern of the opening time ratio of the solenoid valve section 21, and the throttle valve 8 is It is possible to reduce the longitudinal vibration of the vehicle body due to the strong engine braking torque caused by the sudden change when changing from the open position to the fully closed position. The signal waveform of the valve opening time ratio of the solenoid valve section 21 of the VCM valve 13 has various shapes depending on the method of adjusting the amount of auxiliary air, such as trapezoidal, triangular, rectangular, or a combination thereof as shown in FIG. This pattern can be set in accordance with the following patterns, and is determined by taking into consideration the balance between the transient characteristics of each valve and the diameter of the auxiliary air passage 11.

The accelerator switch 14 is turned from ON to OFF and then OFF again.
After the AAC valve 12 waits for a predetermined period of time to adjust the amount of auxiliary air by the trigger signal when it changes from OFF to ON, the AAC valve 12 returns to normal ISC control and is controlled according to other signals such as the engine speed. Ru.

Since the ISC is well known, its explanation will be omitted.

FIG. 10 shows an example of AAC pulp 12 control in the above embodiment under microcomputer control;
It is a flowchart of a routine.

When the accelerator switch 14 changes from OFF to ON and the up trigger signal (accelerator pedal operation start signal) is detected, the loop from 110 to 118 is executed, and the accelerator pedal switch 14 changes from ON to OFF. When the downtrigger signal (accelerator pedal operation end signal) is detected, the loop from 120 to 128 is executed.

Otherwise, the loop at 130.131 is executed and returns to the main loop at 140.

When the mass is branched from the main loop to the AAC pulp 12 control loop (AAC loop 100), 101
In loops 1 to 104, whether or not the accelerator pedal 1 is operated is detected.

First, the state where the accelerator pedal 1 is being operated (hereinafter referred to as A) is
If it is No, it is determined whether the operation is not being performed (hereinafter, it is displayed as AP=2), and if it is No, it is determined whether the operation of the accelerator pedal 1 starts or ends. In other words, whether the accelerator switch 14 is on the up edge or down edge is determined. The AAC valve 12 is controlled by each of the previous and 8 loops, and the process from 140 to return to the main loop is repeated at fixed time intervals or by other trigger signals.

Here, a case where the accelerator switch 14 changes from C)FF to ON will be explained as an example.

Before the up-trigger signal of the accelerator switch 14 is detected, the AAC valve 12 is controlled by the normal ISC, and a control signal (intermittent current) for the ISC is output to the solenoid valve section 21 of the vCM valve 13.

When the IJ gas signal is detected, the control signal value V that gives the valve opening time ratio of the solenoid valve section 21 at that time is stored as a keg, and at the same time the auxiliary air amount is adjusted using the timer. Count the predetermined time for the fulfillment. This A
If a downtrigger signal is suddenly detected under the condition of P=1, the timer is stopped and the process moves to another AP=2 loop. If the downtrigger signal is not detected, it is determined whether the timer is activated, and if it is not activated, the timer is started without the first time. Next, a table prepared in advance that uses the timer state (time) as a function is referred to, and the value Δ■(1) is set as the stored value V. A control signal value (■) that gives a new valve opening time ratio is calculated by adding the following. 11th
The figure shows an example of the table mentioned above.

Then, based on the table shown in FIG. 11, it is determined whether the set time has expired (TKND). This set time is for gradually changing the valve opening time of the trenoid valve section 21 shown in FIG. 9, and may be set arbitrarily. If no time-up has occurred, a duty pulse corresponding to the control signal value V at that time is output, and the above-described loop is repeated. At that time, every time you refer to the table, △
Since V(t) is added, the value of ■ becomes as shown in FIG. In this way, the amount of auxiliary air is adjusted until the time T=TEND, and after the predetermined time, it is controlled by the normal SC (state of ST=O).

When the accelerator switch 14 changes from ON to OFF, it is controlled at the same time, and an example of a table at that time is shown in FIG. 13, and a state of change in the control signal value V is shown in FIG. 14.

Each of the above loops uses the up edge and down edge of the accelerator switch 14 as a trigger signal, and this trigger signal can be outputted by a monostable multivibrator or the like.

Although the above embodiments have been explained using a microcomputer control system, the present invention can also be implemented using an analog circuit.

Furthermore, in the above-mentioned embodiment, as a preferred embodiment, the amount of auxiliary air is regulated both during starting, acceleration, and deceleration based on both the accelerator pedal operation start signal and operation end signal from the pedal operation detection means. However, it is not necessarily necessary to do both, and even if you control the start and acceleration using only the accelerator pedal operation start signal, sudden torque fluctuations during start and acceleration can be avoided. Of course, the effect of preventing this can be obtained, and the reverse setting may also be made.

As explained above, according to the present invention, AM control is performed to slightly change the amount of auxiliary air when starting, when reaccelerating after decelerating and coasting, or when releasing the accelerator pedal. Since it is possible to optimally control changes in the amount of intake air to the engine, smooth rise and fall of engine torque h can be achieved, and the effect of reducing longitudinal vibration of the vehicle body can be obtained. ,
During acceleration, the engine torque rises smoothly but quickly, resulting in the effect of improving the acceleration performance of the vehicle.

[Brief explanation of drawings]

Fig. 1 is a diagram showing a conventional accelerator link system, Fig. 2 is a diagram showing the relationship between throttle valve opening and cylinder internal pressure, Fig. 3 is an overall configuration diagram to clarify the present invention, and Fig. 4 is a diagram showing this invention. A block diagram of one embodiment of the invention, FIG. 5 is a diagram showing the negative pressure control range of VCM pulp, FIGS. 6, 7, and 8 are diagrams showing a specific example of the pedal operation detection means, and FIG. 9 10 is a flowchart of a subroutine showing an example of AAC valve control, FIGS. 11 and 13 are diagrams showing an example of the table in FIG. 10, and FIGS. The figure shows how the control signal value V of the solenoid valve section changes. 1... Accelerator pedal 7... Stub... Throttle valve chamber 8... Throttle valve 11-... Auxiliary air passage 12... ...Auxiliary air adjustment valve (AAC valve) 13 ...Negative pressure control valve (VCM pulp) 14
・・・・・・Accelerator switch

Claims (1)

[Claims] 1) A throttle valve chamber having a throttle valve and an auxiliary air passage that bypasses the throttle valve, an auxiliary air adjustment valve that adjusts the amount of auxiliary air flowing through the auxiliary air passage, and this auxiliary air adjustment valve. and a pedal operation detection means that detects whether or not the accelerator pedal is operated.The valve drive means is controlled based on a signal from the pedal operation detection means to control the amount of auxiliary air flowing through the auxiliary air passage. An accelerator system comprising auxiliary air amount control means for controlling the amount of air for a predetermined period of time. 2) The scope of the claim characterized in that the auxiliary air amount adjustment control means controls the amount of auxiliary air for a predetermined period of time based on an accelerator pedal operation start signal from the pedal operation detection means. The accelerator system according to item 1. 3) The scope of the claim characterized in that the auxiliary air amount adjustment control means controls the amount of auxiliary air for a predetermined period of time based on an accelerator pedal operation completion signal from the pedal operation detection means. The accelerator system according to item 1.