Electronic throttle control method and electronic throttle control device

Abstract

To suppress rotation fluctuation of an engine speed at the time of load application or the like, and suppress non-continuous change of a torque command by smoothing torque, thereby prevent occurrence of failure in operation situation, for electronic control for a throttle.SOLUTION: The electronic control method for a throttle includes: changing each coefficient used to calculate appropriate proportional torque and integral torque for each of operation conditions of four regions defined by the combination of a calculated or input engine speed, the deviation of an input engine speed command, and an engine rotation angular acceleration; and introducing smoothing torque for preventing torque from becoming discontinuous, to continuously change a torque command.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a control method for opening and closing a throttle installed in an intake system of an engine using an electronic control system, and to an electronically controlled throttle device for carrying out the control method. [Background technology]

[0002] Conventionally, in order to perform engine control with high precision in order to improve the fuel efficiency and driving performance of a vehicle, an electronically controlled throttle device is disclosed, for example in Japanese Patent Laid-Open No. 5-240073, in which the throttle installed in the engine intake system is opened and closed by operating an electronic control unit, which is an electronic control means, instead of mechanically opening and closing the throttle by operating the accelerator pedal.

[0003] Furthermore, in such an electronically controlled throttle device, a control method is presented in JP 2008-38872 A, in which the difference between the detected engine speed and the engine speed command (target speed) is calculated to determine the speed deviation, and the throttle actuator is driven to realize a throttle operation that is preset as an appropriate value according to the amount of this deviation.

[0004] However, with conventional electronically controlled throttle devices such as those disclosed in the above publication, when the load on the engine suddenly changes during operation or when the vehicle is driven without operating the accelerator, the control by the electronic control unit may not be able to keep up, or a difference may occur between the predicted value and the actual value in the control.

[0005] In response to this, the present applicant has previously invented a control method for driving a throttle actuator to realize a throttle operation that is preset as an appropriate value according to the amount of this deviation by calculating the difference between the detected engine speed and the engine speed command (target speed), and proposed this method in Patent Application No. 2021-50322.

[0006] This electronically controlled throttle device electronically controls the throttle by determining the deviation between the engine rotation speed command and the actual engine rotation speed. As in the electronically controlled throttle device 1 having the configuration shown in Figure 4, rotation speed calculation means 11 calculates the engine rotation speed from the pulse signal from the crank pulse sensor, rotation speed deviation calculation means 12 calculates the engine rotation speed deviation by subtracting the engine rotation speed from the engine rotation speed command, proportional torque calculation means 14 calculates and obtains proportional torque from the product of the engine rotation speed deviation and a coefficient, integral torque calculation means 15 integrates the product of the engine rotation speed deviation and the coefficient to determine integral torque, and The sum of the proportional torque value and the integral torque value is used as the torque command required of the engine. As shown in FIG. 5, the engine speed deviation is calculated from the difference between the calculated or input engine speed and the input engine speed command, and the engine rotation angular acceleration is calculated based on the engine speed. The proportional torque is calculated from the product of the engine speed deviation and a predetermined coefficient, and the integral torque is calculated by integrating the product of the engine speed deviation and the predetermined coefficient. A control signal for controlling the intake air pressure to the throttle is generated using the sum of the proportional torque and the integral torque as the torque command value.

[0007] Furthermore, in the control means for generating a control signal for controlling the intake air pressure to the throttle, the torque required of the engine when controlling the idling speed is calculated by dividing the engine operating state into regions using the engine speed and engine speed command, and switching to an appropriate calculation for each region, thereby suppressing rotation fluctuations after load application and load removal.

[0008] However, conventional throttle control divides the region into two, region H where the rotation speed is higher than the rotation speed command, and region L where the rotation speed is lower than the rotation speed command, as shown below.The proportional control derives proportional torque by multiplying the difference between the rotation speed command and the rotation speed by a proportional coefficient for each of the two divided regions H and L, and also comprises integral control which derives integral torque by multiplying the difference between the rotation speed command and the rotation speed by an integral coefficient for each of the two divided regions H and L and integrating them.

[0009]

number

[0010] However, in such a conventional control method, as shown in FIG. ref After (K)-ω(K)>0, only the L region exists, so it is not possible to distinguish between the state where the rotation speed is decreasing and the state where it is increasing, and it is not possible to switch the control coefficient appropriately, which causes vibration. ref After (K)-ω(K)≦0, only the H region exists, so it is not possible to distinguish between states where the rotation speed is increasing and states where it is decreasing, and vibration occurs because it is not possible to switch the control coefficient appropriately.

[0011] Therefore, when the engine speed drops after applying a load such as by turning the power steering, or when the engine speed increases after the load is removed, it is not possible to distinguish between a case where the speed drops from near the speed command to a low speed range and a case where the speed increases from the low speed range to near the speed command, and similarly, it is not possible to distinguish between a case where the speed drops from a high speed range to near the speed command and a case where the speed increases from near the speed command to a high speed range, making it impossible to switch the control coefficient appropriately.In addition, when the proportional coefficient is switched discontinuously, the torque command itself is switched discontinuously, which causes problems in the driving situation. [Prior art documents] [Patent documents]

[0012] [Patent Document 1] Japanese Patent Application Publication No. 5-240073 [Patent Document 2] Japanese Patent Application Laid-Open No. 2008-38872 Summary of the Invention [Problem to be solved by the invention]

[0013] The present invention is intended to solve the above problems, and aims to provide a control method for opening and closing a throttle installed in the intake system of an engine using an electronic control system, which suppresses fluctuations in engine speed when a load is applied, by changing the proportional control coefficient and integral control coefficient of the torque command in throttle control to appropriate values ​​depending on the region of the engine operating state, and which suppresses discontinuous changes in the torque command due to smoothing torque, thereby making it less likely that the engine will slow down or stall when a load is applied, for electronic control that does not prevent the occurrence of malfunctions in operating conditions, and an electronically controlled throttle device for performing this control. [Means for solving the problem]

[0014] The electronic throttle control method of the present invention, which has been made to solve the above problems, is an electronic throttle control method using an electronically controlled throttle device in which electronic control means generates control signals based on input data signals to control the opening and closing of the throttle, wherein the electronic control means calculates an engine speed deviation from the difference between a calculated or input engine speed and an input engine speed command, calculates engine angular acceleration based on the engine speed, calculates proportional torque from the product of the engine speed deviation and a predetermined coefficient, calculates integral torque by integrating the product of the engine speed deviation and the predetermined coefficient, and generates a control signal for the throttle using the sum of the proportional torque and the integral torque as a torque command value.The electronic throttle control method is characterized in that the electronic control means changes each coefficient used to calculate the proportional torque and the integral torque to an appropriate value for each of four operating state ranges defined by the combination of the deviation between the calculated or input engine speed and the input engine speed command and the engine angular acceleration, and introduces a smoothing torque to prevent the torque from becoming discontinuous, thereby continuously changing the torque command, thereby generating a control signal for the throttle and controlling the intake air pressure.

[0015] In the electronic throttle control method of the present invention, the four operating states are preferably A, B, C, and D regions divided by the following conditions.

number

[0016] Furthermore, it is preferable that the smoothed torque is a product of the deviation of the coefficient for calculating the proportional torque before and after the change in the operating state and the deviation of the engine rotation speed.

[0017] Furthermore, in an electronically controlled throttle device comprising a throttle equipped with an actuator and electronic control means, the electronic control means generating a control signal based on an input data signal and controlling the opening and closing of the throttle via the actuator, the electronic control means comprises rotation speed deviation calculation means for calculating an engine rotation speed deviation from the difference between the engine rotation speed and an engine rotation speed command, rotation angular acceleration calculation means for calculating an engine rotation angular acceleration based on the engine rotation speed, proportional torque calculation means for calculating a proportional torque from the product of the engine rotation speed deviation and a predetermined coefficient, and integral torque calculation means for integrating the product of the engine rotation speed deviation and a predetermined coefficient to calculate integral torque, and characterized in that the electronic throttle control method is executed, the functions and effects of the control method can be realized. [Effects of the Invention]

[0018] The present invention suppresses fluctuations in engine speed when a load is applied, and prevents problems from occurring in the driving state by continuously changing the torque command using smoothing torque. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a simplified configuration diagram of an electronically controlled throttle device according to an embodiment of the present invention; [Figure 2] 2 is a functional block diagram showing the control contents of the electronically controlled throttle device according to the embodiment shown in FIG. 1. FIG. [Figure 3] 2 is a graph showing a change in torque command in an example of control by the electronically controlled throttle device of FIG. 1. [Figure 4] FIG. 1 is a simplified configuration diagram of a conventional electronically controlled throttle device. [Figure 5] FIG. 5 is a functional block diagram showing the control contents of the conventional electronically controlled throttle device shown in FIG. 4. [Figure 6] 5 is a graph showing a change in torque command in an example of control by the conventional electronically controlled throttle device shown in FIG. 4. DETAILED DESCRIPTION OF THE INVENTION

[0020] Figure 1 shows in simplified form the functional configuration of an electronically controlled throttle device that executes an electronic throttle control method that is a preferred embodiment of the present invention. This electronically controlled throttle device has almost the same configuration as the conventional electronically controlled throttle device shown in Figure 4, and is equipped with a throttle 2 equipped with an actuator (not shown), and an electronic control unit 1 that is electronic control means for controlling the opening and closing of the throttle 2. This electronic control unit 1 generates control signals using a predetermined calculation method based on various data signals that are input, and automatically controls the opening and closing of the throttle 2.

[0021] The electronic control unit 1 also includes means functionally configured by software stored in a storage means (not shown), such as a rotation speed calculation means 11 for calculating the engine rotation speed, a rotation speed deviation calculation means 12 for calculating the engine rotation speed deviation, a rotation angular acceleration calculation means 13 for calculating the engine rotation angular acceleration, a proportional torque calculation means 14 for calculating the proportional torque, and an integral torque calculation means 15 for calculating the integral torque.

[0022] Next, the control executed by the electronic control unit 1 will be described in detail with reference to FIGS.

[0023] First, in this embodiment, rotation speed calculation means 11 calculates the engine rotation speed from the period of a pulse signal input from a crank pulse sensor (not shown), rotation speed deviation calculation means 12 calculates the engine rotation speed deviation from the difference between the engine rotation speed and a commanded engine rotation speed command (target rotation speed), and rotation angular acceleration calculation means 13 calculates the engine rotation angular acceleration based on the engine rotation speed.

[0024] Then, proportional torque calculation means 14 calculates the product of the engine rotation speed deviation and a predetermined coefficient to obtain the proportional torque, and integral torque calculation means 15 calculates the integral torque by integrating the value obtained by subtracting the product of the engine rotation angular acceleration and a predetermined coefficient from the product of the engine rotation speed deviation and the predetermined coefficient, and the sum of the proportional torque and the integral torque is used as the torque command value to generate a control signal for the throttle 2. In particular, with regard to the control content executed by the electronic control unit 1, the operating state of the engine is divided into four regions, A, B, C, and D, under the conditions shown below, and the control coefficient is made variable for each region, and the configuration of the integral control system is further changed.

[0025]

number

[0026] More specifically, the engine speed command for the Kth sample is expressed as ω ref (K), engine speed is ω(K), engine rotation angular acceleration is ω'(K), and the variable proportional coefficient used for proportional control is K vP (K), the variable integral coefficient used for integral control is K vI (K) is defined as the variable proportional coefficient K in the above areas A, B, C, and D. vP (K) and variable integral coefficient K vI (K) is calculated as follows:

[0027]

number

[0028] And the proportional torque is Torq Pref(K), smoothing torque is ΔTоrq ref (K), integral torque is Torq Iref (K), Torque command Torq ref (K), sampling time is T S When these definitions are given, the proportional torque, the smoothing torque, the integral torque, and the torque command are calculated by the following equations (1) to (4).

[0029]

number

[0030] Next, the electronic control method of the throttle of this embodiment will be explained by comparing the graph showing the change in torque command showing the electronic control method of the throttle of this embodiment shown in Figure 3 with the graph showing the change in torque command in an example of control using a conventional electronically controlled throttle device shown in Figure 6.

[0031] Apply a load and ω ref After (K)-ω(K)>0, ω ref Change in engine speed until (K)-ω(K)=0, and then remove the load and ω ref After (K)-ω(K)≧0, ω ref When attention is paid to the change in engine speed until it converges to ω(K)-ω(K)=0, in the case of the conventional example shown in FIG. ref After (K)-ω(K)>0, only the L region exists, so it is not possible to distinguish between a state in which the rotation speed is decreasing and a state in which it is increasing, and vibration occurs because it is not possible to switch the control coefficient appropriately.

[0032] In contrast, in the present embodiment shown in FIG. ref (K)-ω(K)>0 and enter region B, then K vPB (B-region variable proportional coefficient) is increased to prevent the engine speed from decreasing, and when it enters C-region, K vPC (C region variable proportional coefficient) to reduce ω ref It tries to converge gradually to (K)-ω(K)=0.

[0033] Similarly, after that, remove the load and ref After (K)-ω(K)≦0, ω ref Regarding the change in engine speed until it converges to ω(K)-ω(K)=0, in the case of the conventional example shown in FIG. ref After (K)-ω(K)≦0, only the H region exists, so it is not possible to distinguish between states where the rotation speed is increasing and states where it is decreasing, and vibration occurs because it is not possible to switch the control coefficient appropriately.

[0034] In contrast, in the present embodiment shown in FIG. ref After (K)-ω(K)≦0 and entering the D region when the load is released, the variable proportional coefficient of the D region, K vPD (D-area variable proportional coefficient) is increased to prevent the engine speed from increasing, and when it enters A-area, K vPA (A region variable proportional coefficient) to reduce ω ref It tries to converge gradually to (K)-ω(K)=0.

[0035] Furthermore, in this embodiment, the torque command difference {K vP (K)-K vP (K-1)}(ω ref (K)-ω(K)) is ΔTorq ref (K) as Torq Iref Since it is added to (K), discontinuous changes in the torque command are suppressed, and the engine speed does not fluctuate and converges to the engine speed command.

[0036] As described above, according to the present invention, by changing the proportional control coefficient and integral control coefficient of the torque command in throttle control to appropriate values ​​depending on the region of the engine operating state, it is possible to suppress fluctuations in engine speed when a load is applied, and by continuously changing the torque command using smoothing torque, it is possible to prevent the occurrence of malfunctions in the operating state. [Explanation of symbols]

[0037] 1 Electronic control unit, 2 Throttle, 11 Rotation speed calculation means, 12 Rotation speed deviation calculation means, 13 Rotation angular acceleration calculation means, 14 Proportional torque calculation means, 15 Integral torque calculation means

Claims

1. In the electronic control method for the throttle using an electronically controlled throttle device, the electronic control means generates a control signal based on an input data signal to control the opening and closing of the throttle, The electronic control means Calculating an engine rotation speed deviation from the difference between the calculated or input engine rotation speed and the input engine rotation speed command; Calculating an engine rotation angular acceleration based on the engine rotation speed; A proportional torque is calculated from the product of the engine rotation speed deviation and a variable proportional coefficient. integrating the product of the engine rotation speed deviation and the variable integral coefficient to obtain an integral torque; changing the variable proportional coefficient used in calculating the proportional torque and the variable integral coefficient used in calculating the integral torque for each of four operating state ranges determined by a combination of the engine rotation speed deviation and the engine rotation angular acceleration; A method for electronically controlling a throttle, characterized in that the control signal is generated using the sum of the proportional torque and the integral torque as a torque command value.

2. 2. The method for electronically controlling a throttle according to claim 1, wherein the four operating conditions are A, B, C, and D regions divided by the following conditions: [Equation 1]

3. an electronic control means for generating a control signal based on an input data signal; and a throttle that is controlled to open and close by the electronic control means; The electronic control means a rotation speed deviation calculation means for calculating an engine rotation speed deviation from a difference between the engine rotation speed and an engine rotation speed command; a rotational angular acceleration calculation means for calculating an engine rotational angular acceleration based on the engine rotational speed; a proportional torque calculation means for calculating a proportional torque from the product of the engine rotation speed deviation and a variable proportional coefficient; an integral torque calculation means for integrating the product of the engine rotation speed deviation and a variable integral coefficient to obtain an integral torque; changing the variable proportional coefficient used in calculating the proportional torque and the variable integral coefficient used in calculating the integral torque for each of four operating state ranges determined by a combination of the engine rotation speed deviation and the engine rotation angular acceleration; An electronically controlled throttle device, characterized in that the control signal is generated using the sum of the proportional torque and the integral torque as a torque command value.

Images