Patent Application
20060042593
1. Field of the Invention
The present invention relates to an electronic throttle control device that drives to open and close intake throttle valves of a multi-cylinder engine by means of a microprocessor cooperating with a program memory and, more particularly, to a simplified electronic throttle control device in which the mentioned intake throttle valves and throttle valve control motors are disposed at plural places for each cylinder or for each cylinder group and are controlled just by a single microprocessor.
2. Description of the Related Art
In the field of multi-cylinder engine, it has been known to arrange an operation control device in which an intake control valve is disposed in an intake passage of each cylinder, and intake amount for each cylinder is controlled by controlling a valve-opening time of this intake control valve. For example, according to the later-discussed Japanese Patent Publication (unexamined) No. 279698/1995 titled “Internal Combustion Engine.”, an intake control valve is disposed for each cylinder and, furthermore, an intake throttle valve acting commonly on all cylinders is disposed.
This is because controlling a small amount of intake air just by controlling an intake time using the intake control valve that performs the entire opening and closing operation becomes difficult during idling or the like, and it is necessary to suppress the entire intake amount by the throttle valve when accelerator pedal has been returned.
Further, the Japanese Patent Publication (unexamined) No. 193889/2003 titled “Intake Control Device of Multi-Cylinder Internal Combustion Engine” discloses another technology. Specifically, an intake control valve is disposed for each cylinder and, furthermore, an opening sensor for detecting a valve opening of the intake control valve is disposed. By controlling an intake valve opening, control of the idle engine speed is improved, thus omitting an intake throttle valve common to all cylinders.
Furthermore, the Japanese Patent Publication (unexamined) No. 207538/1994 titled “Throttle Valve Drive of Internal Combustion Engine” discloses a further technology. Specifically, in a six-cylinder engine, an intake throttle valve is disposed with respect to an intake pipe for each cylinder group comprised of three cylinders, and a mechanism is arranged to drive to open and close all throttles just by single unit of electric motor.
On the other hand, in relation to the present invention, the Japanese Patent Publication (unexamined) No. 161194/2003 titled “Engine Control Drive” discloses a detailed technology. Specifically, in an electronic throttle control for controlling electrically a throttle valve opening, in addition to an initial position return mechanism of a throttle valve drive mechanism, error determination means and non-detective item determination means for an accelerator position sensor and a throttle position sensor are disclosed.
(1) Description of the Problems Incidental to the Prior Art
The prior arts disclosed in both of the mentioned Japanese Patent Publications (unexamined) Nos. 279698/1995 and 193889/2003 are of a type of controlling a valve-opening time of the intake control valve, and it is necessary for this type of intake control valve to open and close the intake control valve at high speed for every intake stroke of each cylinder. Accordingly, power consumption of the drive control circuit is increased, and wear and tear of an open-and-close operation mechanism is considerable. Hence a problem exists in that in order to secure a sufficient life of control, the device is unavoidably large-scaled and expensive.
In the prior art disclosed in the Japanese Patent Publication (unexamined) No. 207538/1994, a problem exists in that arrangement of the mechanism for driving a pair of intake throttle valve by a single unit of motor becomes rather complicated. In the prior art disclosed in the Japanese Patent Publication (unexamined) No. 161194/2003, a problem exists in that since a total amount of intake air is controlled by a single unit of throttle valve covering all cylinders of the multi-cylinder engine, a distance between the throttle valve and each cylinder is unavoidably elongated, eventually resulting in lowering of acceleration-deceleration response of the engine.
(2) Description of the Objects and Features of the Invention
A first object of the present invention is to provide an electronic throttle control device for use in a multi-cylinder engine, in which any complicated arrangement of mechanism is not required, and of which life is long, power consumption is small and acceleration-deceleration response is superior.
A second object of the invention is to provide an electronic throttle control device capable of reducing control burden on a microprocessor cooperating with a program memory acting as target throttle valve opening setting means.
A third object of the invention is to provide an electronic throttle control device capable of maintaining an appropriate air/fuel ratio and reducing poisonous exhaust gas even under the condition of performing an in take of which amount is different for each individual cylinder.
In order to accomplish the foregoing objects, an electronic throttle control device according to the present invention includes a drive control section of a motor that drives to open and close intake throttle valves of a multi-cylinder engine by a microprocessor cooperating with a program memory. The mentioned intake throttle valves and throttle valve opening control motors are disposed at plural places separately for each cylinder or each cylinder group. Further, the mentioned program memory contains a program acting as target throttle valve opening setting means, a program acting as sequential control means, and a program acting as holding throttle valve opening storage means. The mentioned drive control circuit section includes a feedback control circuit section acting with functions separated.
The mentioned target throttle valve opening setting means is means for setting a target throttle valve opening separately for each cylinder or each cylinder group, the target throttle valve opening being obtained by adding or subtracting a compensation output generated conforming to operating conditions on the basis of detection outputs of acceleration position sensors, that detect a degree of stepping on an accelerator pedal. The mentioned sequential control means is means for making available only an adjustment and control of the valve opening of the intake throttle valve for a cylinder remaining a predetermined time period immediately before an intake stroke, in response to a crank angle sensor that detects a turning angle position of a crankshaft.
The mentioned holding throttle valve opening storage means is means for storing a current target value varying in accordance with the mentioned target throttle valve opening when the control of throttle valve opening is available by the mentioned sequential control means, and storing and holding a value of the target throttle valve opening at the moment immediately before making the control unavailable to establish a holding throttle valve opening when the control of throttle valve opening is made unavailable.
The mentioned feedback control circuit section is a control circuit section for on/off-controlling switching elements disposed on a power supply circuit of each of the motors so that a detection output of the throttle position sensors detecting a throttle valve opening is equal to the mentioned target throttle valve opening or the mentioned holding throttle valve opening, and in which control burden on the mentioned microprocessor is reduced by sequentially executing the valve opening control for the plural motors.
As described above, in the electronic throttle valve control device according to the invention, the throttle valve opening of the intake pipe for each cylinder or the intake pipe for each cylinder group is electrically controlled in response to a degree of stepping on the accelerator pedal, and an advantage is obtained such that acceleration-deceleration of the engine can be improved by shortening the piping distance between the throttle valve and the cylinder. Further, since the throttle valve opening is held at a certain value during steady running, another advantage is obtained such that power consumption of the electric control mechanism is reduced, and wear and tear of the opening and closing mechanism of the throttle valve is also reduced. Furthermore, since the control of throttle valve opening is sequentially subject to time-division processing so as not to overlap in each cylinder, control burden on the microprocessor is not increased, and it is possible to make all of a series of controls such as fuel injection control, ignition control, etc. simply with the use of just one microprocessor.
Since the motor control is sequentially carried out, a further advantages are obtained such that diameter of wire in the power supply system is prevented from being increased; current rating of power supply fuse is restrained from being increased; width of copper foil pattern of electronic substrate in the operation control apparatus is restrained from being increased; drive noise is prevented from being increased; and capacity of an anti-noise capacitor in the operation control apparatus is prevented from being increased.
(1) Detailed Description of the Features of Embodiment 1:
An electronic throttle control device for a multi-cylinder engine according to Embodiment 1 of the present invention is hereinafter described with reference to
Fuel-injecting electromagnetic valves 14a to 14d are disposed in the vicinity of the intake valves 11a to 11d. Intake pipes 15a to 15d disposed for each cylinder and communicating to the intake valves 11a to lid form an intake passage to outside air via an intake collecting pipe 150a, an airflow sensor 150b and an air filter 150c.
Exhaust pipes 16a to 16d disposed for each cylinder and communicating to the exhaust valves 12a to 12d form an exhaust passage to outside air via an exhaust collecting pipe 160a, an exhaust gas sensor 160b and a catalyst 160c for purifying the exhaust gas.
Motors 20a to 20d drives to open and close intake throttle valves 21a to 21d for the purpose of making increase-decrease control of an amount of intake air passing through the intake pipes 15a to 15d for each cylinder, and valve opening of the intake throttle valves 21a to 21d is detected by throttle position sensors 22a to 22d. (In the drawing, indication of reference numerals 21b to 21d, and 22b to 22d is omitted.)
In addition, the fuel-injecting electromagnetic valves 14a to 14d are disposed between the intake throttle valves 21a to 21d and the intake valves 11a to lid, and the airflow sensor 150b and the exhaust gas sensor 160b are disposed inside the intake collecting pike 150a and the exhaust collecting pipe 160a. In this manner, total amount of intake for all cylinders 10a to 10d and oxygen concentration of the whole exhaust gas are detected.
A crank angle sensor 18 is disposed on the crankshaft not illustrated. This crank angle sensor 18 is used in measuring fuel injection timing and ignition timing, and acts as signal means for calculating an engine speed of an engine. A water temperature sensor 19 is used in measuring a cooling water temperature of the engine to stably maintain an idle engine speed. An electronic throttle control device 30A is mainly comprised of a microprocessor 31. This microprocessor 31 makes on/off control of switching elements 34a to 34d in cooperation with a program memory 32A being a nonvolatile memory such as flash memory and a data memory 33, and makes a power supply control of the motors 20a to 20d so that valve opening of the intake throttle valves 21a to 21d may be a target valve opening.
In addition, input signals from a pair of accelerator position sensors 41a, 41b disposed in dual system to detect a degree of stepping on the acceleration pedal 42 and from an idle switch 43 acting at the return position of the accelerator pedal 42 are connected to the electronic throttle control device 30A, so that valve opening of the intake throttle valves 21a to 21d is controlled to increase or decrease in response to a degree of stepping on the accelerator pedal 42. The microprocessor controls a valve-opening time period of the fuel-injecting electromagnetic valves 14a to 14d based on the total intake amount detected by the airflow sensor 150b and the exhaust oxygen concentration detected by the exhaust gas sensor 160b, so that an appropriate A/F (air weight/fuel weight ratio) may be maintained by controlling the fuel for each cylinder.
Referring now to
In addition, the switching elements 34a to 34d actually drive the motors 20a to 20d normal and reverse by means of four transistors each forming a H-shaped bridge circuit. A monitor control circuit section 60A used in combination with the microprocessor 31 is arranged so as to communicate with each other via a serial communication circuit, and energize load power relays 61a to 61d under the normal state not operating a later described error processing means 309A to close output contacts 62a to 62d provided on the power supply circuit located between the switching elements 34a to 34b and the motors 20a to 20d.
However, in the case where any error such as disconnection and/or short circuit occurs in the power supply circuit to the motor 20a to 20d or when any error such as disconnection and/or short circuit occurs in the detection circuit of the mentioned throttle position sensors 22a to 22d, the load power relays 61a to 61d of the system where the error occurs are de-energized, and a power circuit of the motor, to which output contacts of the load power relays are connected, is interrupted.
In addition, the electronic throttle control device 30A is supplied with power from an on-vehicle battery 50 through a power switch 51 so as to operate obtaining a constant voltage of dc 5V from a constant voltage power circuit 52. Further, input sensor group 53 for carrying out on/off operation of crank angle sensor 18, an idle switch 43, a side break switch, selector switch, etc. not illustrated is bus-connected to the microprocessor 31 via an input interface 54.
Likewise input sensor group 55A for the mentioned airflow sensor 150b, accelerator position sensors 41a, 41b, throttle position sensors 22a to 22d, water temperature sensor 19, exhaust gas sensor 160b, etc. is bus-connected to the microprocessor 31, after being digital-converted through a multi-channel SD converter 56A. Ignition coils 130a to 130d for applying a high voltage to the mentioned ignition plugs 13a to 13d and electromagnetic coils 140a to 140d for driving the fuel-injecting electromagnetic valves 14a to 14d are bus-connected to the microprocessor 31 via an output interface 57 formed of a latch memory and a power transistor.
Referring now to
When the return member 204 drives the direct-coupled oscillating section 202a from the returned state position of the default stopper 206 further in the valve-closing direction, the direct-coupled oscillating section 202a operates to close up to a position coming in contact with an idle stopper 207.
Accordingly, the motor 20a controls a valve opening against the tensile spring 203a from the default stopper 206 to the idle stopper 207, and when the valve-opening operation goes over the default stopper 205, the motor 20a makes a valve-opening control against the tensile spring 205a in cooperation with the tensile spring 203a.
When the power source of the motor 20a is interrupted, the direct-coupled oscillating section 202a performs a valve-closing or valve-opening operation by the actuation of the tensile springs 205a, 203a up to the position regulated by the default stopper 206, which is a valve-opening position in the evacuation operation at the time of occurrence of any error.
In addition, the throttle position sensor 22a is disposed at the operating position of the direct-coupled oscillating section 202a, that is, at a position for detecting a valve opening of the throttle, and the initial position return mechanism 208 is comprised of the tensile springs 203a, 205a, direct-coupled oscillating section 202a, return member 204, default stopper 206, etc. The motors 20b to 20d are also arranged likewise. A dc motor, brush less motor, stepping motor, etc. are employed as the motors 20b to 20d, and in this Embodiment an on/off ratio controlled dc motor is employed. Control of the dc motor is made by a drive control circuit section 300A in the electronic throttle control device 30A. In the throttle position sensor 22a, a potentiometer is employed. The potentiometer is supplied with power from the DC 5V power source in the drive control circuit section 300A via positive and negative dropper resistors 221, 222 so as to obtain a detection signal Va by a turning and sliding terminal to which a pull-up resistor 223 is connected. The throttle position sensors 22b to 22d are also arranged likewise.
The acceleration pedal 42 is stepped on in the direction of the arrow 45 with a fulcrum 44, and a coupling member 46 is urged in the direction of the arrow 49 by a tensile spring 48 so that the accelerator pedal 42 may be driven in the return direction. A pedal stopper 47 regulates the return position of the accelerator pedal 42 so that the idle switch 43 may detect that the accelerator pedal 42 is not stepped on and is returned to the position of the pedal stopper 47. The pair of accelerator position sensors 41a, 41b are disposed in dual system to detect a degree of stepping on the acceleration pedal 42, and is provided with positive and negative dropper resistors not illustrated in the same manner as in the throttle position sensor 22a. A pull-down resistor not illustrated is connected to a sliding terminal.
In addition, the positive and negative dropper resistors, pull-up resistor and pull-down resistor disposed in the throttle position sensor 22a and the accelerator position sensors 41a, 41b are to obtain a detection output on the safe side at the time of abnormal interruption, and an interruption error or short circuit error is determined when the detection output is, for example, out of the range of 0.5 to 4.5V. In the case where both of the accelerator position sensors 41a, 41b fall in the interruption error or short circuit error otherwise where the detection outputs of them are not coincident despite that there is neither interruption error nor short circuit error, occurrence of any error is determined in the accelerator position sensors, and only when at least either of the accelerator position sensors is out of such interruption error or short circuit error, detection output thereof is used.
Referring now to
An inertia compensation output 302b is a compensation output commonly increasing or decreasing a target throttle valve opening of each cylinder in response to a desired acceleration or deceleration detected on the derivative value of the detection value of the acceleration position sensors 41a, 41b. A correction control block 303 is a control block for correcting unevenness of intake resistance in the intake pipe, based on a correction characteristic parameter obtained by preliminarily measuring a relation with throttle valve opening for each cylinder at which an intake amount for each cylinder is even, in response to the detection output of the airflow sensor 150b disposed on the intake collection pipe 150a located upstream of the intake pipes 14a to 15d for each cylinder and to the engine speed. A correction target throttle valve opening signal V10 is obtained via the correction control block 303.
A compensation control block 305 available when later-described evacuation operation switching means 304 does not act is a control block for compensating the target throttle valve opening for each cylinder so that the target throttle valve opening for each cylinder may be intentionally uneven, based on the valve-opening characteristic parameter defining preliminarily measured appropriate characteristics of the throttle valve opening for each cylinder in order to obtain an engine power efficient as a whole, in response to the degree of stepping on the accelerator pedal and the engine speed.
In addition, in the state that the accelerator pedal is fully stepped on, the mentioned valve-opening characteristic parameter establishes a full throttle state in which the intake throttle valves of all cylinders are fully open. In the state that the accelerator pedal is midway stepped on, the operation is performed being divided into two groups, a first cylinder group of which throttle valve opening is larger than a standard value a little bit and a second cylinder group of which throttle valve opening is a little smaller a little bit. Fuel injection into the mentioned first cylinder group and that into the second cylinder group are alternately performed, and deviation in increase or decrease from the mentioned standard value is restrained to be in the range not actually causing any vibration of vehicle body.
An evacuation control block 306 available when the later-described evacuation operation switching means 304 is actuated, is a control block for determining a throttle valve opening of normal cylinders based on an evacuation characteristic parameter obtained preliminarily measuring a relation with an appropriate throttle valve opening of the remaining cylinders, in response to the number of cylinders being in the fixed throttle valve opening state, the degree of stepping on the accelerator pedal and the engine speed. A storage block 321a acting as holding throttle valve opening storage means stores a digital value of a signal voltage proportional to the target throttle valve opening V1 being an output of the compensation control block 305 and the evacuation control block 306 or a digital value of a signal voltage proportional to a later-described alternative target throttle valve opening V2.
A command block 320a acting as sequential control means is responsive to the crank angle sensor 18, and only when the cylinder 10a is in the exhaust stroke, value of the storage block 321a varies and a current value of the target throttle valve opening V1 or the alternative target throttle valve opening V2 is stored. In the strokes of intake, compression and explosion, a timing signal is generated so that a final value in the exhaust stroke is stored and held as the holding throttle valve opening. A control block 320b acting as extension control means acts in a state of low engine speed in which on/off operation cycle of the crank angle sensor 18 is over a predetermined value, and expands a variable operation cycle of a storage block 321a up to the intake stroke in addition to the exhaust stroke, and a timing signal is generated so that the storing and holding time period is limited to the compression stroke and the explosion stroke.
The feed back control circuit 39 controls an on/off ratio of the switching element 34a so that the target analog value VTa obtained by converting the target digital value stored in the storage block 321a with a DA converter 38a is coincident to the feed back analog value VFa proportional to the detection output of the throttle position sensor 22a corresponding to the actual throttle valve opening. A block 308 de-energizes the load power relay 61a by a NOR output between an interruption and short-circuit detection output 308a of the drive circuit of the motor 20a and an interruption and short-circuit detection output 308b of the throttle position sensor 22a, whereby the output contact 62a is open and power supply to the motor 20a is stopped.
Alternative target throttle valve opening selection means 310b is responsive to a sensor circuit error detection means 310a that acts when the accelerator position sensors 41a, 41b fall in the interruption error or short circuit error otherwise when the detection outputs of them are not coincident despite that there is neither interruption error nor short circuit error, and is means for selectively switching the target throttle valve opening of each cylinder to the alternative target throttle valve opening V2 irrespective of the degree of stepping on the accelerator pedal. Operation-intention confirmation means 311 is means that monitors any action of the idle switch 43 responsive to the full return of the acceleration pedal, a side brake switch responsive to the operation of an auxiliary brake for stopping and holding the vehicle or a select switch acting when a speed change shift bar is changed to the neutral position or parking position, determines whether or not the driver has an intention of moving the vehicle forward or backward, and selects either a first alternative target throttle valve opening 312 or a second alternative target throttle valve opening 313.
The first alternative target throttle valve opening 312 acts when the operation-intention confirmation means 311 determines that there is no operation intention, and is a minimum target throttle valve opening for obtaining an idle engine speed corresponding to a constant minimum engine speed. The second alternative target throttle valve opening 313 acts when the operation-intention confirmation means 311 determines that there is an operation intention, and is an evacuation-operation target throttle valve opening larger than the mentioned minimum target throttle valve opening. Engine speed control means 314 is set speed control means that acts when an engine speed calculated by measuring an operation cycle of the crank angle sensor 18 comes near and goes over a predetermined threshold regulated at the time of evacuation operation, and reduces a value of the alternative target throttle valve opening V2 based on the second alternative target throttle valve opening 313.
The motors 20a to 20d are subject to the same control, and the reference target throttle valve opening signal V0, the inertia compensation output 302b, the second alternative target throttle valve opening 313, the engine speed control means 314, the alternative target throttle valve opening selection means 310b and the operation-intention confirmation means 311 are subject to a control common to each motor.
Referring now to
Entire air/fuel ratio adjustment means 401A is means for determining a total amount of fuel supply so that a predetermined air/fuel ratio is obtained conforming to a total amount of intake air detected by the airflow sensor 150b, adjusting the total amount of fuel supply based on the detection output of the exhaust gas sensor 160b, and making a feedback compensation to obtain the predetermined air/fuel ratio. Fuel injection distributing means 402A for each cylinder is means for distributing the mentioned total amount of fuel supply to be a fuel injection amount for each cylinder in response to the detection output of the throttle position sensors 22a to 22d for each cylinder. Fuel injection timing control means 403 controls drive start timing of the fuel injecting electromagnetic valves 14a to 14d of each cylinder based on the signal of the crank angle sensor 18, and the drive time period is determined based on the distribution amount of the mentioned fuel injection for each cylinder.
The sensor circuit error detection means 310a is a detection block for generating an error output when the accelerator position sensors 41a, 41b fall in the interruption error or short circuit error otherwise when the detection outputs of them are not coincident despite that there is neither interruption error nor short circuit error. Engine speed detection means 404 is a detection block that detects whether or not an engine speed calculated by measuring an operation cycle of the crank angle sensor 18 goes over a predetermined threshold regulated at the time of evacuation operation. Fuel cut means 405 is a NAND block that acts and generates a fuel injection stopping output when the foregoing detection blocks 310a, 404 detect an error output or an engine speed over.
In addition, in the sensor circuit error detection means 310a, when not less than three accelerator position sensors are disposed forming a multiple system, en error is determined only when all of the accelerator position sensors disposed forming a multiple system fall in the interruption error or short circuit error otherwise when the coincident detection outputs of them are not obtained despite that there is neither interruption error nor short circuit error.
(2) Detailed Description of the Function and operation of Embodiment 1:
In Embodiment 1 of the invention arranged as shown in FIGS. 1 to 5, function and operation of each drawing are hereinafter described. Fist referring to FIGS. 2 to 2, the electronic throttle control device 30A with respect to the multi-cylinder engine 10 is mainly comprised of the microprocessor 31 cooperating with the program memory 32A and data memory 33. the electronic throttle control device 30A generates a control output, drives the motors 20a to 20d that control a valve opening of the intake throttle valves 21a to 21d, and controls fuel injection timing for each cylinder by applying a current to the electromagnetic coils 140a to 140d of the fuel injecting electromagnetic valves 14a to 14d, thus a fuel injection amount being controlled for each cylinder.
A reference value of a target throttle valve opening is determined in response to a detection output of the accelerator position sensors 41a, 41b disposed in dual system to detect a degree of stepping on the accelerator pedal 42. A total amount of fuel supply is adjusted to maintain a predetermined air/fuel ratio conforming to a detection output of the exhaust gas sensor 160b disposed on the exhaust collecting pipe 160a, on the basis of a detection output of the exhaust gas sensor 160b disposed on the intake collecting pipe 150a. The total amount of fuel supply adjusted in this manner is proportionally distributed to a throttle valve opening of each cylinder detected by the throttle position sensors 22a to 22d. Thus, a fuel injection amount for each cylinder is determined, and fuel injection timing is determined in response to the determined fuel injection amount. When the monitor control circuit section 60A detects any interruption error or short circuit error of the throttle position sensors 22a to 22d or detects any interruption error or short circuit error of the drive circuit of the motors 20a to 20d, the load power relays 61a to 61d are de-energized, and the output contacts 62a to 62d are open to interrupt the power supply circuit to the motors 20a to 20d.
When interrupting the power supply to the motors 20a to 20d, the intake throttle valves 21a to 21d returns to the predetermined initial positions by means of initial position return mechanism 208.
It is also preferable that an interlocking signal interrupting the switching elements 34a to 34d is generated in place of the load power relays 61a to 61d.
Referring to
The compensation control block 305, which is applied at the time of normal operation when error processing means 309A responsive to an interruption or short circuit detection output 308a of the motor circuits and an interruption or short circuit detection output 309a of the throttle position sensors is not operative, varies intentionally intake amount of each cylinder, and outputs a target throttle valve opening signal V1 for each cylinder to restrain power consumption in the entire power of the engine.
The evacuation control block 306, which is applied at the time of abnormal operation when the error processing means 309A is operated, is located being mixed with the cylinders operated at a fixed throttle valve opening defined by the initial position return mechanism 208, and outputs the target throttle valve opening signal V1 for each cylinder of the remaining cylinders capable of operating normally.
When the sensor error detection means 310a detects any error with regard to the accelerator position sensors 41a, 41b, an alternative target throttle valve signal V2 is selected by the alternative target throttle valve opening selection means 310b. When the accelerator pedal 42 returns and the idle switch 43 operates, when the side brake switch detecting operating state of the auxiliary brake for stopping and holding the vehicle operates, or when the operation-intention confirmation means 311 such as selector switch for detecting that the selector bar of the transmission is at the position of neutral or parking determines that there is no intention of operation, then a throttle valve opening to provide an idle speed is selected by the first alternative target throttle valve opening 312. On the other hand, when it is determined that there is an intention of operation, a second alternative target throttle valve opening 313 being a value larger than the first alternative target throttle valve opening 312 is selected.
Vehicle speed at the time of operation with a valve opening determined by the second alternative target throttle valve opening 313 varies depending upon vehicle weight and road inclination, and accordingly adjustment of the vehicle speed is carried out by adjusting the degree of stepping on the acceleration pedal. However, to prevent the engine from over rotating speed, the engine speed control means 314 restrains the throttle valve opening.
In addition, the valve opening of the intake throttle valve 21a to 21d is preferably controlled to be a target valve opening before the valve opening of the intake valves 11a to 11d interlocking with the crankshaft, and therefore the valve opening may be zero in the compression stroke and explosion stroke, for example.
However, in the case where the adjustment of valve opening is carried out only in the exhaust stroke by the sequential control means 320a, even when the target throttle valve opening varies in the intake stroke, any adjustment of valve opening cannot be carried out during the current intake stroke, and the adjustment is carried out immediately before the next intake stroke.
Accordingly, in the strokes of intake, compression and explosion, by maintaining a throttle valve opening adjusted in the exhaust stroke, amount of adjustment can be smaller in the next adjustment of valve opening, so that control response is improved and the valve opening mechanism is prevented from wear and tear due to over operation. In the case where engine speed is low and the microprocessor 31 has an enough room for the control, controllable time period of the throttle valve opening is extended by extension control means 320, thus adjustment of the idle speed being carries out without delay.
Referring to
Additionally, although one throttle position sensor is employed for each intake throttle valve in this embodiment, it is also preferable that the throttle position sensors are disposed in dual system. Further, it is also preferable that means for compensating control characteristics of the evacuation control block 306 by the detection output of the throttle position sensor of the intake throttle valve of the abnormal return is added, in the case where a return position of the intake throttle sensor at the time of interrupting the power supply circuit to the motor is not the predetermined return position.
It is preferable that the monitor control circuit section 60A contains a watchdog timer for monitoring the operation state of the microprocessor 31, and an integrated circuit containing logic circuit elements is arranged including the feedback control circuit section 39. It is preferable that the holding throttle valve opening storage means 321a is disposed on the monitor control circuit section 60A, and the digital values Vta to Vtd of the target throttle valve opening are transmitted from the microprocessor 31 to the holding throttle valve opening storage means 321a in the monitor control circuit section 60A via a serial communication circuit.
(3) Description of the Features and Advantage of Embodiment 1:
As has been made clear from the above description, an electronic throttle control device according to Embodiment 1 of the invention includes a drive control section 300A of a motor that drives to open and close intake throttle valves 21a to 21d of a multi-cylinder engine 10 by a microprocessor 31 cooperating with a program memory 32A. The mentioned intake throttle valves 21a to 21d and throttle valve opening control motors 20a to 20d are disposed at plural places separately for each cylinder. Further, the mentioned program memory 32A contains a program acting as target throttle valve opening setting means, a program acting as sequential control means, and a program acting as holding throttle valve opening storage means. The mentioned drive control circuit section 300A includes a feedback control circuit section 39 acting with functions separated.
The mentioned target throttle valve opening setting means is means for setting a target throttle valve opening V1 separately for each cylinder or each cylinder group, the target throttle valve opening V1 being obtained by adding or subtracting a compensation output generated conforming to operating conditions on the basis of detection outputs of acceleration position sensors 41a, 41b that detect a degree of stepping on an accelerator pedal 42. The mentioned sequential control means 320a is means for making available only an adjustment and control of the valve opening of the intake throttle valve for a cylinder remaining a predetermined time period immediately before an intake stroke, in response to a crank angle sensor 18 that detects a turning angle position of a crankshaft. The mentioned holding throttle valve opening storage means 321a is means for storing a current target value varying depending upon the mentioned target throttle valve opening V1 when the control of throttle valve opening is available by the mentioned sequential control means 320a, and storing and holding a value of the target throttle valve opening at the moment immediately before making the control unavailable to establish a holding throttle valve opening when the control of throttle valve opening is made unavailable.
The mentioned feedback control circuit section 39 is a control circuit section for on/off-controlling switching elements 34a to 34d disposed on a power supply circuit of each of the mentioned motors 20a to 20d so that a detection output of the throttle position sensors 22a to 22d detecting a throttle valve opening is equal to the mentioned target throttle valve opening or the mentioned holding throttle valve opening, and in which control burden on the mentioned microprocessor is reduced by sequentially executing the valve opening control for the plural motors.
Compensation output in the mentioned target throttle valve opening setting means is either an idle speed compensation output or an inertia compensation output or both of them. The mentioned idle speed compensation output 301a acts in an idle speed state not stepping on the accelerator pedal 42, and is a compensation output increasing or decreasing corresponding to a deviation between a constant minimum engine speed related to cooling water temperature of the engine and a current engine speed. The mentioned inertia compensation output 302b is a compensation output increasing or decreasing a target throttle valve opening of each cylinder in response to a desired acceleration or deceleration detected on the derivative value of the detection value of the acceleration position sensors 41a, 41b.
Accordingly, since a difference in idle speed between the cylinders is corrected by the idle speed compensation output 301a and pulsation of the idle engine speed is reduced, a more stable low idle speed can be obtained. Furthermore, since acceleration or deceleration is further improved by the inertia compensation output 302b, influence on the operation performance due to increase in vehicle body can be reduced.
The mentioned sequential control means 320a is further provided with extension control means 320b that acts when the engine speed is not higher than a predetermined value. This extension control means 320b is means for controlling a control available time period and makes a part or all of intake stroke time period available in addition to the predetermined time period immediately before the intake stroke. By sequentially executing the valve opening control with respect to plural motors in a partially overlapping manner, control burden on the mentioned microprocessor 31 is reduced.
Accordingly, in the low speed state in which control burden on the microprocessor 31 is reduced, since the control of the throttle valve opening can be continuously performed strictly conforming to the engine speed even in the intake stroke, idle speed control particularly at the time of low temperature can be performed with high accuracy.
The mentioned feedback control circuit section 39 is provided with DA converters 38a to 38d, which convert a value of the target throttle valve opening or holding throttle valve opening stored in the mentioned holding throttle valve opening storage means 321a to an analog value, and comparison control circuits 37a to 37d. The mentioned comparison control circuits 37a to 37d are comparison control circuits that control a conduction rate being a ratio between on-time of the mentioned switching elements and on/off cycle so that the mentioned deviation may be zero.
Accordingly, by maintaining a throttle valve on and after the intake stroke as it is, variation amount of the next throttle valve opening is restrained. Thus not only the control response is improved but also wear and tear of the throttle valve drive mechanism is reduced. Furthermore, the control for maintaining the throttle valve opening as it is does not depend upon the microprocessor 31 but carried out by hardware of the feedback control circuit section 39. Thus, any AD converter with respect to the throttle position sensors 22a to 22d for controlling the throttle valve opening is not required, and control for a response of high quality is achieved.
The mentioned electronic throttle control device 30A includes the fuel injection control means 400A with respect to the fuel injecting electromagnetic valves 14a to 14d, and the mentioned program memory 32A further contains programs acting as entire air/fuel ratio adjustment means 401A, fuel injection distribution means 402A for each cylinder, and fuel injection timing control means 403.
The mentioned entire air/fuel ratio adjustment means 401A is means for adjusting total fuel supply amount with respect to the all cylinders so as to achieve a predetermined air/fuel ratio in response to the detection output of the airflow sensor 150b disposed on the intake collecting pie 150a and the detection output of the exhaust gas sensor 160b disposed on the exhaust collecting pipe 160a. The mentioned fuel injection distribution means 402A for each cylinder is means for distributing the mentioned total fuel supply amount to be a fuel injection amount for each cylinder in response to the detection output of the mentioned throttle position sensors 22a to 22d for each cylinder. The mentioned fuel injection timing control means 403 is means for controlling drive start timing and drive time period of the fuel injecting electromagnetic valves 14a to 14d for each cylinder and determining the mentioned drive time period based on the distribution amount of the mentioned fuel injection for each cylinder.
Accordingly, even if the throttle valve openings are different for each cylinder, by controlling the total fuel supply amount of the all cylinders with the use of a just one exhaust gas sensor 160b, the air/fuel ratio for each cylinder can be controlled to be substantially an appropriate value.
Further, since the airflow sensor 150b is integrated and disposed on the intake collecting pipe 150a of less intake pulsation, the entire intake amount can be advantageously measured with high accuracy at reasonable cost.
The control mechanism of the throttle valves including the mentioned motors is provided with an initial position return mechanism 208, and the mentioned electronic throttle control device is further provided with error processing means 309A and evacuation operation switching means 304. The mentioned initial position return mechanism 208 is a mechanism that acts upon interrupting the application of current to the mentioned motors 20a to 20d and sets the throttle valve opening of the intake pipes 15a to 15d for each cylinder to return and set to a fixed position. The mentioned error processing means 309A is means that acts when any interruption error or short circuit error is detected in the motor power supply circuit and when any interruption error or short circuit error is detected in the detection circuit of the throttle position sensors, and interrupts the power source of the motors 20a to 20d or the switching elements 34a to 34d disposed in the cylinder where the error occurs.
The mentioned evacuation operation switching means 304 is means for selectively switching the throttle valve opening of the remaining normal cylinders in response to the number of cylinders being in the fixed throttle valve opening state, the degree of stepping on the accelerator pedal and the engine speed, in an uncontrolled state that the mentioned error processing means 309A is actuated and a part of the throttle valve openings is initialized by the mentioned initial position return means 208.
Accordingly, even if the throttle valve con troll function for a specific cylinder is lost, the throttle valve opening of the abnormal cylinder is caused to return to a predetermined initial value, and the throttle valve opening of the remaining normal cylinders is controlled, whereby an evacuation operation of high quality being achieved.
The mentioned program memory 32A includes programs each acting as alternative target throttle valve opening selection means 310b, operation-intention confirmation means 311, first and second alternative target throttle valve opening setting means 312, 313, and engine speed control means 314. The mentioned alternative target throttle valve opening selection means 310b is means that acts when the accelerator position sensors 41a, 41b disposed in multi-system fall in the interruption error or short circuit error otherwise when the detection outputs of them are not coincident despite that there is neither interruption error nor short circuit error, and selectively switches the target throttle valve opening of each cylinder to the alternative target throttle valve opening V2 irrespective of the degree of stepping on the accelerator pedal 42.
The mentioned operation-intention confirmation means 311 is means that monitors any action of the idle switch 43 responsive to the full return of the acceleration pedal, a side brake switch responsive to the operation of an auxiliary brake for stopping and holding the vehicle or a select switch acting when a speed change shift bar is changed to the neutral position or parking position, and determines whether or not the driver has an intention of moving the vehicle forward or backward.
The first alternative target throttle valve opening 312 acts when the operation-intention confirmation means 311 determines that there is no operation intention, and is a minimum target throttle valve opening for obtaining an idle engine speed corresponding to a constant minimum engine speed. The mentioned second alternative target throttle valve opening 313 acts when the operation-intention confirmation means 311 determines that there is an operation intention, and is an evacuation-operation target throttle valve opening larger than the mentioned minimum target throttle valve opening. The mentioned engine speed control means 314 is set speed control means that compensates the mentioned second alternative target throttle valve opening 313 to reduce gradually along with increase in engine speed of the engine operated at the mentioned second alternative target throttle valve opening 313.
Accordingly, under the condition that a target throttle valve opening cannot be set due to any error of the accelerator position sensors 41a, 41b, the evacuation operation can be carried out with an alternative target throttle valve opening, and vehicle speed can be adjusted by operating the brake pedal. The mentioned engine speed control means 314 further includes a fuel cut means 405 that stops operation of the fuel injecting electromagnetic valves 14a to 14d when the engine speed operated with the mentioned second alternative target throttle valve opening goes over (exceeds) a predetermined threshold. Accordingly, even in the case where a target throttle valve opening cannot be set due to any error of the accelerator position sensors 41a, 41b and an evacuation operation is under way with an alternative target throttle valve opening, the engine speed is prevented from over-speed at the time of running down a sharp gradient, making it possible to carry out an evacuation operation safely.
The microprocessor 31 in the mentioned electronic throttle control device 30A includes fuel injection control means 400A with respect to the fuel injecting electromagnetic valves 14a to 14d in addition to the throttle valve opening control function. Furthermore, the microprocessor 31 is provided with a monitor control circuit section 60A communicating mutually via a serial communication line.
The mentioned monitor control circuit section 60A, in cooperation with the mentioned microprocessor 31, shares a part of monitoring functions such as detection of interruption and/or short circuit of the mentioned motor circuits, detection of interruption and/or short circuit of the sensor circuits with respect to the mentioned accelerator position sensors or detection of interruption and/or short circuit of the sensor circuits with respect to the mentioned throttle position sensors. Further, the mentioned monitor control circuit section 60A is provided with a drive circuit for the load power relays 61a to 61d. The load power relays 61a to 61d are capable of performing their operations on condition that mutual serial communication is normally carried out between the mentioned microprocessor 31 and the monitor control circuit section 60A. Furthermore, since the load power relays 61a to 61d do not operate unless the serial communication with the monitor control circuit section 60A is normal, safety is improved as a whole.
The mentioned monitor control circuit section 60A includes the mentioned feedback control circuit section 39 and is arranged in the form of a logic circuit integrated into one IC element. As a result, the entire device can be small-sized at a reasonable cost.
The program memory 32A cooperating with the mentioned microprocessor 31 further contains an ignition coil drive control program for power supply to the ignition plugs 13a to 13d disposed in each cylinder.
As a result, by integrating the functions essential to the control of gasoline engine, the entire device can be formed into a small size at a reasonable cost.
(1) Detailed Description of the Features of Embodiment 2:
An electronic throttle control device for a multi-cylinder engine according to Embodiment 2 of the invention is hereinafter described with reference to
In addition, exhaust gas sensors 17a to 17d for feedback control of air/fuel ratio are not disposed on an exhaust collecting pipe 160a but disposed on exhaust pipes 16a to 16d for each cylinder, which is a difference in arrangement from the control device of
Referring now to
A target digital value 65 is a value of target throttle valve openings Vta to Vtd that are calculated by the microprocessor 31, transferred and written into a part of the auxiliary RAM memory 64 via a serial communication circuit. A feedback digital value 66 is a value of actual throttle value openings Vfa to Vfd that is obtained by the throttle position sensors 23a to 23d via the multi-channel AD converter 56B. Comparison control means 67a to 67d are executed by a program stored in the auxiliary program memory 63B, and are means for controlling conductivity, being a ratio between on-time and on/off cycle of switching elements 34a to 34d, so that the target digital value 65 and the feedback digital value 66 are in coincidence, thereby adjusting the throttle valve openings. Error processing means 309B is executed by the auxiliary microprocessor 68B based on the program stored in the auxiliary program memory 63B.
Referring now to
Referring now to
The feedback control circuit section 39 in the foregoing Embodiment 1 is arranged in the form of a hardware employing a DA converter and comparison control circuit. On the other hand, the feedback control circuit section 69B in this Embodiment 2 is arranged in the form of software employing the auxiliary microprocessor 68B and the auxiliary program memory 63B.
Referring now to
Fuel injection timing control means 403a to 403d control drive start timing and drive time period of the fuel injecting electromagnetic valves 14a to 14d of each cylinder, and the drive time period is determined based on the distribution amount of the mentioned fuel injection for each cylinder.
However, actual fuel injection amount for each cylinder (drive time period of the fuel injection valves) is adjusted to increase or decrease by the detection output of the exhaust gas sensors 17a to 17d for each cylinder, and is subject to feedback compensation so as to obtain a predetermined air/fuel ratio.
(2) Detailed Description of the Function and Operation of Embodiment 2:
Function and operation of the control device according to Embodiment 2 of the invention arranged as shown in FIGS. 6 to 10 are hereinafter described. With reference to
A reference value of the target throttle valve opening is determined in response to the detection output of the accelerator position sensors 41a, 41b disposed in dual system in order to detect a degree of stepping on the accelerator pedal 42, and a total amount of fuel supply is determined on the basis of the detection output of the airflow sensor 150b disposed on the intake collecting pipe 150a. A fuel injection amount for each cylinder is determined by proportional distribution to a throttle valve opening for each cylinder detected by the throttle position sensors 22a to 22d.
The fuel injection amount for each cylinder determined in this way is separately adjusted so as to maintain a predetermined air/fuel ratio by the detection output of the exhaust gas sensors 17a to 17d disposed on each exhaust pipe 16a to 16d for each cylinder.
When the auxiliary microprocessor 68B disposed in the monitor control circuit section 60B detects any interruption error or short circuit error of the throttle position sensors 22a to 22d and 23a to 23d or detects any interruption error or short circuit error of the drive circuit of the motors 20a to 20d, the load power relays 61a to 61d are de-energized, and the output contacts 62a to 62d are open to interrupt the power supply circuit to the motors 20a to 20d.
When interrupting the power supply to the motors 20a to 20d, the intake throttle valves 21a to 21d return to the predetermined initial positions by means of initial position return mechanism 208 shown in
It is also preferable that an interlocking signal interrupting the switching elements 34a to 34d is generated in place of the load power relays 61a to 61d.
Referring now to
In the case where the microprocessor 31 is a type of incorporating a multi-channel AD converter therein and in which signals from all analog sensor groups are inputted to the microprocessor 31, it is also preferable that the feedback digital signal 66 of
(3) Description of the Features and Advantage of Embodiment 2:
As is obvious from the above description, an electronic throttle control device according to Embodiment 2 of the invention is the electronic throttle control device 30B in which the drive control circuit section 300B is arranged to drive the intake throttle valves 21a to 21d of the multi-cylinder engine 10 for opening and closing operation thereof by means of the microprocessor 31 cooperating with the program memory 32B. The mentioned intake throttle valves 21a to 21d and the motors 20a to 20d for controlling the throttle valve opening are disposed separately for each cylinder. The mentioned program memory 32B contains a program acting as the target throttle valve opening setting means, a program acting as sequential control means, and a program acting as holding throttle valve opening storage means, and the mentioned drive control circuit section 300B is provided with the feedback control circuit section 69B acting with functions being separated.
The mentioned feedback control circuit section 69B is provided with the auxiliary microprocessor 68B cooperating with the auxiliary program memory 63B. This auxiliary program memory 63B contains a program acting as comparison control means 67a to 67d that acts establishing a value of the target throttle valve opening or the holding throttle valve opening stored in the mentioned holding throttle valve opening storage means as a target digital value. The mentioned comparison control means 67a to 67d are means for controlling conductivity, being a ratio between on-time and on/off cycle of switching elements 34a to 34d, in response to a deviation between the mentioned target digital value 65 and the feedback digital value 66, being a digitally converted value with respect to the mentioned throttle position sensors 23a to 23d, so that the mentioned deviation may be zero.
Accordingly, maintaining steady the throttle valve opening on and after the intake stroke restrains variation amount of the next throttle valve opening. As a result, not only control response can be improved but also wear and tear of the throttle valve drive mechanism can be reduced.
Furthermore, the steady maintaining control is carried out by the auxiliary microprocessor 68B disposed on the feedback control circuit section 69B without depending upon the microprocessor 31. Accordingly, no DA converter is necessary with respect to the target throttle valve opening and the holding throttle valve opening, resulting in a control of high precision. The mentioned electronic throttle control device 30B includes the fuel injection control means 400B with respect to the fuel injecting electromagnetic valves 14a to 14d, and the mentioned program memory 32B further contains a program acting as the total fuel supply amount adjusting means 401B, the fuel injection distributing means 402B for each cylinder, and the fuel injection timing control means 403a to 403d.
The mentioned total fuel supply amount setting means 401B is means for setting a total fuel supply amount with respect to all cylinders in proportion to the detection output of the airflow sensor 150b disposed on the intake collecting pipe 150a. The mentioned fuel injection distributing means 402B for each cylinder is means for distributing the mentioned total fuel supply amount into a fuel injection amount for each cylinder in response to the detection output of the mentioned throttle position sensors 22a to 22d for each cylinder.
The mentioned fuel injection timing control means 403a to 403d are means for controlling drive start timing and drive time period of the fuel injecting electromagnetic valves 14a to 14d of each cylinder. The drive start timing is determined based on the distribution amount of the mentioned fuel injection for each cylinder, and the drive time period of the fuel injecting electromagnetic valves 14a to 14d of each cylinder is controlled in response to the detection output of the exhaust gas sensors 17a to 17d disposed on the exhaust pipes 16a to 16d for each cylinder.
Accordingly, even if there is a difference in throttle valve opening of each cylinder or there is a variation in fuel injection control characteristic of each cylinder, air/fuel ratio of each cylinder can be exactly controlled using the exhaust gas sensors 17a to 17d disposed on exhaust pipes 16a to 16d for each cylinder. Further, since the airflow sensor 150b is collectively disposed on the intake collecting pipe 150a of less intake pulsation, there is an advantage of measuring the entire intake amount with high accuracy at reasonable cost.
The mentioned monitor control circuit section 60B includes the mentioned feedback control circuit section 69B and is comprised of the auxiliary microprocessor 68B cooperating with the auxiliary program memory 63B.
As a result, arranging the entire device to be small size and simple and changing the control program with respect to the auxiliary program memory 63B can easily change the control specification.
(1) Detailed Description of the Features of Embodiment 3: Embodiment 2.
(1) Detailed Description of the Features of Embodiment 2:
An electronic throttle control device for a multi-cylinder engine according to Embodiment 3 of the invention is hereinafter described with reference to
The mentioned branch collecting pipe 150x is arranged in such a manner as to serve as a common passage to the intake pipe 14a, 15c, 15e for each cylinder and communicate to the intake collecting pipe 150a. The mentioned branch collecting pipe 150y is arranged in such a manner as to serve as a common passage to the intake pipe 15b, 15d, 15f for each cylinder and communicates to the intake collecting pipe 150a. Exhaust gas sensors 170x, 170y for making a feedback control of air/fuel ratio are disposed on exhaust pipes 160x, 160y for each cylinder. The exhaust pipe 160x for a cylinder is arranged in such a manner as to serve as a common passage to the intake pipe 16a, 16c, 16e for each cylinder and communicates to the intake collecting pipe 160a. The exhaust pipe 160y for a cylinder is arranged in such a manner as to serve as a common passage to the intake pipe 16b, 16d, 16f for each cylinder and communicates to the intake collecting pipe 160a.
Referring now to
In addition, the outputs are dividedly inputted so that the accelerator position sensor 41a and throttle position sensors 22x to 22y belong to the analog input sensor group 55A, and that the accelerator position sensor 41b and throttle position sensors 23x to 23y belong to the analog input sensor group 55C.
A target digital value 65 is a value of target throttle valve openings Vtx and Vty that are calculated by the microprocessor 31, transferred and written into a part of the auxiliary RAM memory 64 via a serial communication circuit. A feedback digital value 66 is a value of actual throttle value openings Vfx and Vfy that is obtained by the throttle position sensors 23x and 23y via the multi-channel AD converter 56C. Comparison control means 67x and 67y are executed by a program stored in the auxiliary program memory 63C, and are means for controlling conductivity, being a ratio between on-time and on/off cycle of switching elements 34x and 34y, so that the target digital value 65 and the feedback digital value 66 are in coincidence, thereby adjusting the throttle valve openings.
Referring now to
Referring now to
The feedback control circuit section 39 in the foregoing Embodiment 1 is arranged in the form of a hardware employing a DA converter and comparison control circuit. On the other hand, the feedback control circuit section 69C in this Embodiment 3 is arranged in the form of software employing the auxiliary microprocessor 68C and the auxiliary program memory 63C. Furthermore, the error processing means 309C drives interlock elements 61x and 61y instead of the load power relays 61a to 61d, and it is arranged such that conduction of transistors acting as these interlock elements stops driving the switching elements 34x and 34y.
Referring now to
Fuel injection timing control means 403x and 403y control drive start timing and drive time period of the fuel injecting electromagnetic valves 14a to 14f of each cylinder, and the drive time period is determined based on the distribution amount of the mentioned fuel injection for each cylinder.
However, actual fuel injection amount for each cylinder (drive time period of the fuel injection valves) is adjusted to increase or decrease by the detection output of the exhaust gas sensors 170x and 170y for each cylinder, and is subject to feedback compensation so as to obtain a predetermined air/fuel ratio.
(2) Detailed Description of the Function and Operation of Embodiment 3:
Function and operation of the control device according to Embodiment 3 of the invention arranged as shown in FIGS. 11 to 15 are hereinafter described. With reference to
A reference value of the target throttle valve opening is determined in response to the detection output of the accelerator position sensors 41a, 41b disposed in dual system in order to detect a degree of stepping on the accelerator pedal 42, and a total amount of fuel supply is determined on the basis of the detection output of the airflow sensor 150b disposed on the intake collecting pipe 150a. A reference value of the fuel injection amount for each cylinder is determined by proportional distribution to a throttle valve opening for each cylinder detected by the throttle position sensors 22x and 22y.
The fuel injection amount for each cylinder determined in this way is separately adjusted so as to maintain a predetermined air/fuel ratio by the detection output of the exhaust gas sensors 170x and 170y disposed on each exhaust pipe 160x and 160y for each cylinder.
When the auxiliary microprocessor 68C disposed in the monitor control circuit section 60C detects any interruption error or short circuit error of the throttle position sensors 22x and 22y, and 23x and 23y or detects any interruption error or short circuit error of the drive circuit of the motors 20x and 20y, the interlock elements 61x and 61y are conducted, and the switching elements 34x and 34y are open to interrupt the power supply circuit to the motors 20x and 20y. When interrupting the power supply to the motors 20x and 20y, the intake throttle valves 21x and 21y return to the predetermined initial positions by means of initial position return mechanism 208 shown in
The error processing means 309C is arranged to drive the interlock elements 61x and 61y instead of the load power relays. Referring to
In the case where the microprocessor 31 is a type of incorporating a multi-channel AD converter therein and in which signals from all analog sensor groups are inputted to the microprocessor 31, it is also preferable that the feedback digital signal 66 of
(3) Description of the Features and Advantage of Embodiment 3:
As is obvious from the above description, an electronic throttle control device according to Embodiment 3 of the invention is the electronic throttle control device 30C in which the drive control circuit section 300C is arranged to drive the intake throttle valves 21x and 21y of the multi-cylinder engine 10 for opening and closing operation thereof by means of the microprocessor 31 cooperating with the program memory 32C. The mentioned intake throttle valves 21x and 21y and the motors 20x and 20y for controlling the throttle valve opening are disposed separately for each cylinder group. The mentioned program memory 32C contains a program acting as the target throttle valve opening setting means, a program acting as sequential control means, and a program acting as holding throttle valve opening storage means, and the mentioned drive control circuit section 300C is provided with the feedback control circuit section 69C acting with functions being separated.
The mentioned intake throttle valves 21x and 21y for each cylinder group are disposed in the first and second branch collecting pipes 150x and 150y. Each of the branch collecting pipes 150x and 150y acts as a common intake passage with respect to a three-cylinder engine, and the cylinders belonging to the first branch collecting pipe 150x and the second branch collecting pipe 150y are located to be in a relation of receiving an intake stroke alternately.
Accordingly, by making a control of the intake throttle valves with respect to the six-cylinder engine in an electrically interlocking manner, arrangement of the mechanism becomes easy. Further, since the control of the throttle valve opening is sequentially subject to time sharing processing in each cylinder without duplication, control burden on the microprocessor 31 does not increase, and it becomes possible to manage a series of controls such as fuel injection control, ignition control, etc. in a unitary manner by means of just one microprocessor.
The electronic throttle control device 30C includes fuel injection control means 400C with respect to the fuel injecting electromagnetic valves 14a to 14f, and the mentioned program memory 32C further contains programs acting as the total fuel supply amount adjusting means, the fuel injection distributing means for each cylinder group, and the fuel injection timing control means. The mentioned total fuel supply amount setting means 401C is means for setting a total fuel supply amount with respect to all cylinders in proportion to the detection output of the airflow sensor 150b disposed on the intake collecting pipe 150a. The mentioned fuel injection distributing means 402C for each cylinder group is means for distributing the mentioned total fuel supply amount into a fuel injection amount for each cylinder in response to the detection output of the mentioned throttle position sensors 22x and 22y for each cylinder.
The mentioned fuel injection timing control means 403× and 403y are means for controlling drive start timing and drive time period of the fuel injecting electromagnetic valves 14a to 14f of each cylinder. A reference value of the drive time period is determined based on the injection amount resulted from proportional distribution of the mentioned fuel injection amount for each cylinder group to the corresponding cylinders. The drive time period of the fuel injecting electromagnetic valves of each cylinder group is controlled in response to the detection output of the exhaust gas sensors 170x and 170y disposed on the exhaust pipes 160x and 160y for each cylinder group.
Accordingly, even if there is a difference in throttle valve opening of each cylinder or there is a variation in fuel injection control characteristic of each cylinder, air/fuel ratio of each cylinder group can be exactly controlled using the exhaust gas sensors 170x and 170y disposed on exhaust pipes 160x and 160y for each cylinder group. Further, since the airflow sensor 150b is collectively disposed on the intake collecting pipe 150a of less intake pulsation, there is an advantage of measuring the entire intake amount with high accuracy at reasonable cost.
The control mechanism of the throttle valves including the mentioned motors is provided with an initial position return mechanism 208, and the mentioned electronic throttle control device is further provided with error processing means 309C and evacuation operation switching means 304. The mentioned initial position return mechanism 208 is a mechanism that acts upon interrupting the application of current to the mentioned motors 20x and 20y and sets the throttle valve opening of the intake throttle valves 21x and 21y disposed on the branch collecting pipes 150x and 150y to return and set to a fixed position. The mentioned error processing means 309C is means that acts when any interruption error or short circuit error is detected in the motor power supply circuit and when any interruption error or short circuit error is detected in the detection circuit of the throttle position sensors, and interrupts the power source of the motors 20x and 20y or the switching elements 34x and 34y disposed in the cylinder group where the error occurs.
The mentioned evacuation operation switching means 304 is means for selectively switching the throttle valve opening of cylinder group on the normal side, in an uncontrolled state that the mentioned error processing means 309C is actuated and the throttle valve opening of one cylinder group is initialized by the mentioned initial position return means.
Accordingly, even if the throttle valve con troll function for a specific cylinder group is lost, the throttle valve opening of the abnormal cylinder group is caused to return to a predetermined initial value, and the throttle valve opening of the remaining normal cylinder group is controlled, whereby an evacuation operation of high quality being achieved.
The microprocessor 31 in the mentioned electronic throttle control device 30C includes fuel injection control means 400C with respect to the fuel injecting electromagnetic valves 14a to 14f in addition to the throttle valve opening control function. Furthermore, the microprocessor 31 is provided with a monitor control circuit section 60C communicating mutually via a serial communication line.
The mentioned monitor control circuit section 60C, in cooperation with the mentioned microprocessor 68, shares a part of monitoring functions such as detection of interruption and/or short circuit of the mentioned motor circuits, detection of interruption and/or short circuit of the sensor circuits with respect to the mentioned accelerator position sensors or detection of interruption and/or short circuit of the sensor circuits with respect to the mentioned throttle position sensors. Further, the mentioned monitor control circuit section 60C is provided with interlock elements 61x and 61y that interrupt the switching elements 34x and 34y for driving the motors 20× and 20y of the system where error occurs. The switching elements 34x and 34y are capable of performing their operations on condition that mutual serial communication is normally carried out between the mentioned microprocessor 31 and the monitor control circuit section 60C.
Accordingly, to cope with the control burden on the microprocessor 31 resulted from performing the fuel injection control in addition to the control of throttle valve opening, the monitor control circuit section 60C is disposed in combination, whereby the burden of monitor control function is reduced. Furthermore, since the interlock elements 61x and 61y do not operate unless both monitor control circuit section 60C and serial communication with the monitor control circuit section 60C are normal, safety as a whole is improved.
While the presently preferred embodiments of the present invention have been shown and described, it is to be understood that these disclosures are for the purpose of illustration and that various changes and modifications may be made without departing from the scope of the invention as set forth in the appended claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| P2004-252096 | Aug 2004 | JP | national |
